Most Fastest Car

A funny thing happened on the way to bankruptcy court for General Motors. As part of a bid to have its red-stained slate wiped clean, it moved to divest itself of a number of brands in its bloated portfolio, with Pontiac, Saturn, Hummer and Saab all earmarked for sale or closure. However, only one brand inspired sufficient passion among both owners and those with the financial wherewithal to rescue it from GM's 'wind-down' apple polishers. Oddly enough, it was the tiny Swede that successfully swam out to the life raft. Saab, the marque with the smallest and oldest product lineup, lowest volume, and the poorest brand recognition among American consumers somehow found a way to survive.



How, exactly, did this come to pass? For starters, unlike any other of GM's death-row divisions, owners and fans rallied in dozens of countries, urging anyone who listened to "Save Saab." Now, we're not naïve enough to think that a band of loyalists were all it took to change the course of automotive history, but it's telling that there were no pitchforks and torches – or even a handful of picket signs – produced over the axing of the other brands. Saab remains a seldom understood, much loved brand, and we know that the displays of unity from Saab's scorned faithful stoked the fire of unlikely suitor Victor Muller, CEO and owner of Spyker Cars, as his team waded through a stomach-churning series of negotiations. After watching from the sidelines while bids by other small automakers and investment groups fizzled, the Dutch businessman and his team eventually pried the battered brand away from GM – but not before Saab had been partially liquidated.

While Muller clearly has an affinity for the Swedish marque, he insists it wasn't boyhood sentiment that drove the purchase – it was the company's robust Trollhättan operations and a raft of promising, almost-here product that pushed his team to persevere. That stream of shiny new tin begins with the car you see before you: The 2010 9-5. Click through to the jump to see if Muller and Company have good reason to be optimistic.
During our trip to Gothenburg, Sweden to drive the new 9-5, representatives vigorously pointed out that their new sedan positively brims with "Saabishness" despite being developed entirely under GM's corporate umbrella. We had to wonder: Could the same Detroit decision-makers that gave us the half-hearted Subaru-based 9-2 and the utterly cynical Chevrolet Trailblazer-in-drag 9-7X actually know enough about the brand to deliver a competent and authentic 9-5 as a parting gift to its new owners – a Saab Saab? As it turns out, yes.

As Muller told us, GM finally started to 'get the picture' with Saab in 2005, back when it decided to develop the stunningly canopied Aero X coupe. Despite never making it to production, the arresting 2006 concept (only the second showcar in Saab's entire history) actually gave Saab a much-needed fresh design direction, the production adaptation of which can be clearly seen in the new 9-5.



While the 9-5 doesn't have the Aero-X's jet-inspired tilting canopy, clear acrylic gauges or its novel drawer-style trunk, it does have an expressive, modern design that's extremely slippery (.28 cD). Its face is clearly evolved from the Geneva concept, along with details including blue-tinged 'ice block' lighting, turbine-style alloys, and blacked-out A pillars that lend the windshield a similar wraparound look. More traditional Saab cues including the 'hockey stick' greenhouse surround and prominent C-pillars also make the scene. Overall, it's a deeply handsome set of clothes that we think will wear the years particularly well because it doesn't rely on fussy surface development, tacked-on aero addenda or a lather of chrome.

Make no mistake – this is a very big car whose clean design helps it hide its bulk. At 197.2-inches long, the 9-5 shadows its chief rival, the Audi A6, by nearly four inches, and it's more than four inches longer than BMW's new 5 Series. Dimensionally, the closest comparison we can draw is actually to the Buick LaCrosse, which is predictable because they both ride on long-wheelbase derivatives of GM's Epsilon II architecture, the basic platform of which also underpins the Opel Insignia and Buick Regal (albeit in a shorter form).



Despite shared architectures and similar drivetrains, the 9-5 looks, feels and goes down the road in a wholly different fashion than its TriShield relatives. Indeed, sampled back-to-back, you'd probably be hard pressed to find much common ground. That's not a knock on any of the models in question, but instead a testament to the efforts of both Saab's stylists and its engineers. Perhaps we shouldn't be terribly surprised – GM made sure that the Scandinavian team had considerable input into the dynamics of the entire Epsilon II family, an assignment that apparently gave technicians the proper perspective to ensure adequate differentiation and, well, Saabishness.

That coherence may start with the exterior, but it carries over into the 9-5's cabin, which is unlike anything else in GM's stable. Traditional Saab cues like a driver-centric dashboard, joystick-toggled eggcrate vents, green instrument lighting, and a console-mounted ignition (now push-button instead of key-based) are all present and accounted for, as is a nifty new round information display nestled in between the analog tachometer and speedometer. The latter can display everything from trip mileage to speed limits to an amusing altimeter-style speed readout that's more fun than functional.



There's even Saab's excellent 'Night Panel' function that extinguishes all non-essential gauges for distraction-free nighttime driving – something that's particularly welcome now that there's an eight-inch screen in residence. Unfortunately, the Night Panel switch looks exactly like other automakers' start buttons in both form and location, and while that won't be a problem for owners who spend a few weeks with the car, it's an ergonomic snafu likely to haunt the unfamiliar.

More praiseworthy are the center stack controls and the easy-as-pie touchscreen infotainment unit. The buttons and knobs are all logically arrayed, and we're quite pleased that Saab has avoided the temptation to fit an all-in-one controller like those popularized by German rivals. One thing that is remarkably Teutonic in feel, however, is the 9-5's somber dashboard. Particularly on the doors and in front of the passenger, there really isn't enough to hold one's interest in terms of trim. We're not advocating for wood (we hear a grain package will be available, however), but something to break up the darkness would help make the interior feel more premium, be it piano black or some sort of additional aluminum trim.



We sampled both the front-wheel drive 2.0-liter turbocharged four-cylinder 9-5 (due this Fall as a 2011 model) and the fully accoutered, grips-at-all-fours Aero XWD flagship, and they both have similar interiors with one distinct difference: the seats. In the 'base' car, we found the buckets to be comfortable enough, albeit a bit short on lateral bolstering. The Aero receives significantly better furniture – its front seats manage to have much more robust lateral support while being supremely comfortable – and there's a bottom cushion extender for those long-of-leg. We think that Saab should offer these seats to 9-5 intenders regardless of how many cylinders and driven wheels they choose to pay for. After telling nearby officials as much, a flurry of subsequent conversations and smartphone emails would appear to indicate that they're at least open to making them an option.

We noted plenty of space up front, and rear-seat legroom is positively mammoth, although that gracefully lilting roofline and a rather high bottom cushion means that headroom is limited for taller folks, and ingress and egress is a head-stooping affair (although not to the level of a Mercedes-Benz CLS). Tri-zone air-conditioning is an option, as is a twin-screen DVD entertainment package, so rear seat occupants should have few objections, even on longer trips.



One final recommendation: As appropriate as it might seem for a company steeped in aeronautics, skip the heads-up display if you can. While it imparts a wealth of useful information, we noted significant and distracting glare from the HUD's housing (cue additional executive conversations and emails). A fix is promised, and unlike the red-tape laden bureaucracy at GM, we actually believe an adjustment will be made in a timely fashion, so consider this a temporary warning.

But enough about the furnishings – how does it drive? We exited the parking lot at Gothenburg-Landvetter airport aboard a front-drive 2.0T six-speed manual transmission model and immediately felt at home. Despite being a large car, the 9-5 "drives small" – and not just when pushed. Even at everyday commuting speeds, its easy responses and good visibility make it feel significantly tidier of dimension – perhaps Volkswagen Passat-sized. There's none of that artificial forced heaviness that has creeped in to some Germanic rivals, but that isn't to say that the steering is featherweight, the brakes are soft or the gearbox is loose. On the contrary, the inputs are well judged, with a nicely weighted clutch with linear engagement, a gearshift that's orders of magnitude better than that of previous Saabs and a right-sized steering wheel that offers good precision and communication from the hydraulic rack-and-pinion setup beyond the firewall.



The direct-injected twin-scroll turbo four produces 220 horsepower at 5,300 rpm and 258 pound-feet of torque at 2,500 rpm, meaning that there's a slightly longer delay in reaching peak power than we've come to associate with some new DI engines of similar size. From where we sit, this is actually a source of entertainment and differentiation, as it subtly reminds us of Saab's 'big thwack' forced-induction heritage without resorting to actual massive turbo lag. Indeed, also unlike force-fed Saabs of yore is the conspicuous absence of torque steer, even with a conventional MacPherson strut front suspension on the base model. Saab indicates 0-62 mph arrives in 7.9 seconds, but surprisingly for such a small displacement engine toting a super-sized body, it feels a bit quicker than that, and it's good fun hearing the turbo whistle blow while keeping the engine in its powerband. Keep the throttle planted and the four-cylinder will run to 149 mph, with the V6 pushing to 155.

Regardless of how many cylinders you specify underhood, you can also get Saab's new DriveSense adaptive handling – it's standard on the V6 Aero and optional on I4 models. Basically, it's a three-position dial on the center console that optimizes the car's various systems for tailored ride and handling. Damping rates, steering weight, shift points and throttle mapping are all tailored to one of three modes Comfort, Sport or Intelligent. The first detent allows for more suspension compliance and a relaxed throttle for maximum fuel economy. The middle setting curbs power steering assist, raises shift points, makes throttle control more urgent, stiffens the dampers and, critically, sends more torque to the rear-wheels. As you might suspect, the third mode, Intelligent, seeks to find the best balance between the other two settings, and it succeeds. Of course, if you think you know better than Saab's engineers, it's also possible to alter the system's individual parameters through the touchscreen.



We didn't have the chance to sample a 9-5 without this trick bit of siliconry, so we'll need to try DriveSense on a wider range of road conditions to really judge its merits. Sweden has a beautiful network of rolling B-roads that threads through its densely wooded interior (it's not entirely unlike the Pacific Northwest), but its roads are in such good repair that we didn't get the opportunity to feel how it behaves over buckled pavement. Interestingly, we understand from Saab's engineers that the standard four-pot's setup is oriented toward a more sporting experience, so even though DriveSense appears to work as advertised, we suspect the base front-driver might be just as well without it. In fact, less supportive seats aside, we actually prefer driving the four-cylinder 9-5 to the Aero XWD.

It's not that there's anything wrong with the 300 horsepower (at 5,500 rpm), 295 pound-feet of torque (at 2,000 rpm) turbo V6. We've loved the torque-vectoring all-wheel drive since we first sampled it in the 9-3 Turbo X, and the six-speed automatic is largely commendable in its smoothness, although we do wish the paddle shifters worked when the gear lever was left in 'D.' Overall, the Aero may be more accomplished, but it's also not as engaging, in part because the addition of power and an automatic gearbox encourages less interaction from the driver and in part because at 4,464 pounds, it's significantly heavier than the 2.0T (3,472). While certainly not out-of-line for its class (particularly given its massive equipment list and all-wheel drive), the Aero's weight and grippier Haldex setup mean that it just doesn't feel as tossable as its FWD counterpart, even with its standard 'sport chassis' setup that includes a bigger front anti-roll bar, stiffer springs and a 10 mm lower ride height. Interestingly, V6-equipped models utilize a totally different suspension setup than the four-cylinder model, one that includes GM's new HiPer strut front suspension and a linked H-arm setup out back.

Rounding off the more polished V6 model is a note about noise: The 2.8 is seriously quiet – almost too quiet. With a quoted 0-62 mph time of 6.9 seconds, it's the quicker car, but if you're really that concerned about off-the-line snap, there are swifter offerings in this class. In short, the 2.8 Aero is a really fine cruiser, and it's the better bet for inclement weather, but enthusiasts would do well to sample the front-drive four-cylinder model first.



As a bonus, the four-equipped 9-5 figures to be much less expensive. Saab has already stated that the 9-5 Aero will retail for $49,995, and at first glance, the Aero seems to be priced uncomfortably close to that of its more prestigious European rivals – the Audi A6, BMW 5 Series and Mercedes-Benz E Class all start in the same neighborhood. But it's important to note that at that price the 9-5 comes loaded to the headliner with features like sat-nav, moonroof, lane-departure warning, active bi-xenon headlamps, park assist, heated and cooled leather seats, iPod integration, 19-inch wheels and a heads-up display – all items that can easily add another 10 grand to its competitors' bottom lines. If you want to go for the full Saab smörgåsbord, there's the aforementioned tri-zone HVAC and rear-seat entertainment packages, Harman/Kardon audio, along with some rather nice (if unnecessary) Brembo brakes that we sampled on a test track (what's a Swedish car launch without the obligatory 'moose test'?). Oddly, the bigger binders actually require downsizing to a unique 18-inch alloy, as they don't fit under the turbine 19s. Alternatively, we understand that the base 9-5 2.0T will retail for somewhere in the neighborhood of $38-39k, and even with a few options, this package strikes us as a much more compelling buy, pricing out against much smaller cars like the A4 and C Class.

In our interactions with Saab's new leadership, we were pleased to find that they have a rich appreciation for what the Scandinavian brand stands for – and just as importantly, a plan for what it can and should be. While it's clear that Muller and company don't view theirs as a brand that should be all things to all people, the wider market seems to be finally cottoning on to many of Saab's traditional strongholds, placing an increasing emphasis on small-displacement engines, forced induction and foul weather performance. That bodes well for Saab's strategy to find profitability not by blending in with the mainstream, but by sticking to its oddly endearing knitting. After a belated birth following much disorder and chaos, the new 9-5 paints a promising future for Saab, and we can't wait to see what it can develop as a fully independent company. Skål!
source by autoblog.com

Saab is trying desperately to remake itself as a premium player in a market rife with competitors offering sharp styling and competent handling. The Swedish automaker has been in a marketing and design rut, which it intends to rectify by offering a new compact model that takes aim at the MINI and other small-sized competitors like the Volvo C30.



The new compact vehicle will be accompanied by a new small crossover and a redesigned 9-5, both of which will take styling cues from the Aero-X concept that has already infused the new 9-3. A new 9-5 will be based on the Theta and Epsilon 2 platforms, and is likely to debut in 2009. The CUV is expected near the close of the decade, while the 9-7X may meet its maker by the end of 2008.

[Source: Automotive News – Sub. Req and autoblog]

Even though both the Saturn and Hummer brands are being phased out, General Motors has reportedly revived production of both the Outlook crossover and H3 SUV to meet consumer demands.




Last month, GM assembled 1,037 Outlooks at its Lansing, Michigan facility, which is where the crossover's Lamda platform stablemates (Buick Enclave, Chevrolet Traverse and GMC Acadia) are built. A spokesperson for GM states that production was reinstated to utilize the rest of the Saturn-specific material at the facility, and that the automaker will continue to assemble the Outlook for a few more weeks.

Hummer, on the other hand, will produce 849 H3 and H3Ts to fulfill an order placed by a fleet company. GM's Shreveport, Louisiana plant will commence production of these vehicles on April 12, and the automaker says that this order will be completed no later than May 13. After that, the Shreveport plant will continue to only produce the Chevrolet Colorado and GMC Canyon pickups, though the fate of those vehicles is rather shaky, as well.

Old saying: The flame that burns twice as bright burns only half as long. Having driven our share of Pontiac Solstice and Saturn Sky roadsters, we can't honestly declare them to be brightly burning flames. Oh, they have their good points, but the market's worst folding top mechanism and rampant parts-sharing to keep costs in check have taken their toll on the promising droptops. What we can say, however, is that every Kappa platform vehicle is fabulous looking. Even the badge job Opel GT and Daewoo G2X.




Which is why, however small, there's a tiny tear in our eye because of the news that General Motors is shuttering its Boxwood Road plant in Delaware. It makes sense: the bankrupt automaker has euthanized Pontiac and is looking to sell Saturn. Furthermore, sales of the cramped, near-trunkless (or very odd) roadsters didn't exactly keep GM out of the red. Speaking of color, the boys over at Saturn Fans report that the last Kappa to roll off the line was a silver Solstice roadster. We just hope that "Good GM" doesn't look at the end of the Kappa platform as proof that small, sporty, rear-wheel drive convertibles are a dead end. Regardless, reach behind the seat and grab a cold one to pour out for a dead, albeit awkward, homie.

The introduction of the 2008 Saturn Vue is the latest element of the Saturn's ongoing product overhaul. In the wake of the Sky, Aura, and Outlook, we had high expectations for the all-new Vue. Gone are the outgoing model's clunky styling, cheesy faux grille, plastacular body panels and ho-hum street presence. In its place, we're given a smart-looking, well-packaged Opel Antara clone that's positioned as an obvious step up from its predecessor. Sure, the old Vue had some things going for it -- after its last facelift it had a decent-looking interior, and despite its outward visual shortcomings, it offered plenty of useful cargo room -- but it just wasn't very exciting in the grand scheme of things. Its departure is decidedly unlamented, and we eagerly accepted the keys when GM entrusted us with a spanking-new Vue Red Line for a week. Read on to see how well the newest Saturn lives up to the hype.



I'd been seeing the new-gen Vues on the road for a few weeks ahead of our tester's arrival, and for some reason was working under the assumption that I would be testing the Vue XR. When I walked out to take delivery, I'll admit to being pleasantly surprised to see the Vue Red Line. That colorful moniker, for those of you still not familiar with the Saturn nomenclature, indicates a sport/performance-based model. The Vue Red Line joins the Sky Red Line in the brand's sporty roster, but unlike the turbo Sky, which is much more powerful and offers a radically different driving experience than its standard-grade counterpart, the Vue Red Line has a lot more in common with its XR-grade stablemate.



The two share GM's increasingly commonplace (this is a good thing) 3.6L VVT V6 (257 hp/248 lb-ft in this application) and 6T70 6-speed automatic transmission, with the Red Line adding as standard equipment the Tapshift feature that allows the driver to change gears manually. In our case, the tranny delivered power to all four corners thanks to the available AWD option. The Red Line adopts a more athletic stance, sitting nearly an inch lower than the XR, and also has differently-tuned shocks and struts, different spring rates, and unique bushings and stabilizer bars.


The Red Line-specific appearance package augments the lowered look with a comprehensive visual upgrade. A unique, super-aggressive front fascia is the Red Line's calling card, and makes it unmistakable next to its more sedate kin. The horizontal slats of the standard Vue's grillework are replaced by a sportier-looking diamond mesh pattern. The look is repeated on the gaping, love-it-or-hate-it lower opening. It's substantial enough that no one would hold it against you if you looked for an intercooler behind it, but your search would be fruitless. It's flanked by a set of foglamps, and if you move to the side, smooth rocker panels span the distance between the Red Line's 18" five-spoke alloys. Up top, low-profile roof rails are in line with the vehicle's sporty market positioning, while out back, a roof-mounted spoiler, model-specific taillamp treatment and trapezoidal exhaust tips peeking under a black bumper insert complete the appearance package. Like all other Vues, large side vents sit aft of the front wheels, adding a dash of style (if not function) and integrating the side marker lights quite nicely.


After clambering into the driver's seat, a pull on the metallic-trimmed handle closes the door with a satisfying thud that was conspicuously absent in the previous-gen Vue. There's much to like about the interior you find yourself in. Model-exclusive elements include the Ebony color theme, white-faced instruments, floor mats embroidered with the Red Line logo, and black leather seats with suede inserts and red contrast stitching. I've seen that type of seating material combo in more expensive GM cars - V-Series Cadillacs, for example -- and it's a welcome sight in the less costly Vue. The rest of the cabin stacks up well, too. Quality, good-looking, good-feeling plastics are the norm. Round HVAC vents with metallic bezels sit atop the uncluttered center stack. Below them, the stereo's on top, the heater controls take the middle position, and a small storage cubby trims out the bottom, which merges into the console between the front seats. There, you'll find the leather-topped shifter, a pair of cupholders, and a dual-level storage bin. The latter brings me to a point: these are better materials than used in the Aura (a car I like a lot), whose center bin is topped by a cheapo lid held closed by a latch that seemingly came out of a Cracker Jack box. Not so in the Vue, where everything feels solid, whether it's the storage bin's latch or the sturdy "click" the stalks hanging off the steering column make when you engage them. The multifunction steering wheel is a different unit than we'd become accustomed to finding in GM vehicles. It neatly integrates audio and cruise controls, is attractive to look at, and is comfortable in hand.


A look at the spec sheet reveals that the new Vue loses some cargo space compared to its boxier predecessor. Capacity with the rear seats folded flat is 56.4 cubic feet compared to the outgoing model's 63.8. With the second row seats in place, the cargo volume behind them is 29.2 cubic feet (the last Vue's was 30.8). The rear wheel wells seem to intrude more than they did on the outgoing model, but the available room is still more than enough for the usual grocery shopping trips and other day-to-day hauling needs. The '08 model also offers a nifty adjustable net that lets you manage that area in back quite nicely. Bi-level tracks are mounted on either side of the cargo area, and the spring-loaded net easily pops into the adjustable guides. If you need to access the spare tire, be advised -- you'll have to remove both the net and its adjustable mounts to do so. The spare and related tools are topped by a molded styrofoam cover that requires some effort to remove, which could give some drivers a bit of a hard time.

By now, you're probably wondering how the new Vue drives, so let's get right into it. The 3.6L V6's 257 horses move the SUV around ably if not exactly briskly for what's supposed to be the range's performance model. In AWD trim, the Red Line tips the scales at over 4,300 pounds, so there's quite a bit for the engine to haul around. EPA fuel economy is stated to be 16 city/22highway, and we observed 17 and change over the week in the usual mix of miserable traffic and local driving. You know the deal: your results may vary. Using Autoblog's patented and highly-sophisticated seat-of-the-pants/"One Mississippi...Two Mississippi" performance measurement tools on a long entrance ramp, I figured that the Red Line runs to sixty in 8 seconds or so. A quick call to our friends at Consumer Reports verified the number, as they recorded an 8.2 second time on their test track with the AWD XR they bought for their fleet. While the Tapshift feature was available, for the most part, the transmission selector in our tester was simply left in drive. The Vue's not the kind of car that begs to be shifted manually, anyway, and in truth, doing so wasn't a whole lot of fun. Towing capacity with this drivetrain combo is 3,500 pounds.


On the highway, the little SUV is stable at speed and has plenty of midrange punch on tap for when passing situations arise. The Red Line-spec suspension keeps body roll at a manageable level, though from the driver's perch, a little more lateral support from the fancy-looking front seats would be welcomed. Beyond that, there's not much to complain about. Back-seaters are offered a reclining backrest and have a pair of cupholders that pop out of the rear end of the floor console. Overall ride and comfort is good both in town and on the interstate.

All the controls are easy to use when underway, and our tester's 10-speaker, 180-watt premium audio system (AM/FM/XM/CD/MP3) with navigation sounded great. The nav system can only be configured when stopped, however, as GM's pre-installed nannyware restricts inputs while driving. We totally "get" this from the driver distraction standpoint, but it can be frustrating when you have a passenger up front who can handle those duties safely on the driver's behalf. A Bluetooth option with the primo stereo would be nice, too, but we wonder if that's viewed by GM as a competitor to OnStar. (It shouldn't be.) Finally, in addition to the aforementioned center storage bin, you get a substantial glovebox, a drawer under the front passenger seat, a closeable compartment for small items (loose change, etc) to the left of the steering wheel, and a card slot for parking passes and/or tickets above that.


In summary, the 2008 Saturn Vue Red Line is an impressive addition to Saturn's product lineup. Our loaner came in at an as-tested price of $31,865 including a $625 destination charge. The only options it was equipped with were navigation ($2,145) and the advanced audio system ($350). It's leaps and bounds better than the vehicle it replaces, with eye-catching styling that drew a number of complements, a great-looking, usable interior, a comfortable ride, and a competent powertrain. Then again, the extremely similar Vue XR can be described exactly the same way, and like the Red Line, it too can be pushed over the $30K mark when optioned up. So, it comes down to personal preference. Pick up the Red Line if you like its more aggressive, sporty look, and go for the XR if you want the same powertrain in a more traditional SUV package. We wish that the Red Line was a little more than an appearance and trim package with some suspension tuning, but that didn't diminish our enjoyment behind the wheel. General, if you're reading, the more powerful, direct-injected version of the 3.6L V6 would be just the thing to give the Vue Red Line the bite to match its visual bark.
source by autoblog.com

to go topless. The site names a handful of unnamed sources that say Toyota's youth-bent brand is looking for an easy way to inject some life into its lineup – something that could be easily accomplished by cutting the roof off of the newly unveiled tC coupe. The car just received its first significant redesign in six years, and as such, IL seems to think the time is ripe to add a convertible model to the mix.



The site makes a compelling case for the move, including the fact that there are very few affordable drop heads on the market right now. Throw in the fact that Toyota just sent its one and only convertible, the Solara, packing for good, and it seems to make sense.

We have to wonder exactly how many freshly-minted college grads would snap up a convertible tC, though. After all, Scion is easily as popular with the AARP crowd as it is with the younger set, thanks largely to the brand's vehicles that are bigger on function than they are on style. We're looking at you, xB. Would a convertible help to drop the brand's demographic by a few generations? Maybe so, but considering we haven't heard word one from Toyota on this front, we'll have to leave this one in the rumormill pile a little longer.
source by autoblog

In the latter part of the 1990s, Toyota realized it had a problem on its hands. Although its sales had been climbing steadily for years, the average age of its customers was also climbing. That's fine in the short term, but over the long haul if a company isn't attracting some younger clientele into its showrooms, sales will eventually begin to dry up. After several years of unsuccessfully trying to attract more youthful customers with cars like the Echo, the Japanese behemoth tried a new tack in early 2003.



That was when Toyota announced a new brand called Scion that would be targeted at the so-called Generation Y crowd. Unlike Lexus, Scions would be sold in existing Toyota showrooms. The Scion roll-out kicked off in California and a few other markets in the Southwest and eventually spread throughout the country. The first two Scions were the xA and xB, which were both based on the previous generation Yaris/Vitz platform. By late 2006, the xA and xB were ready to be replaced as the first second generation Scions made their debut at the 2007 Chicago Auto Show in February. The new xB started appearing at Scion stores in early summer and landed in the Autoblog Garage in September. Find out what we thought of the xB Rev. 2 after the jump.
The first thing anyone familiar with the original xB will notice upon walking up to the new one is its size. While the car is still recognizable as an xB, it has clearly hit puberty and the growth hormones have kicked in. The new dimensions are due largely to the model trading in its little Yaris platform for the larger Corolla architecture.



The new xB still has a wagon-like shape but the details and proportions are very different. The car is a full twelve inches longer and almost three inches wider, but loses an inch and a half in stature. The nose looks longer and the roof-line now has a chopped look to it. The glass in the D-Pillars has also been replaced by solid steel. Where the original had an almost delicate look to it, the second generation model has far more visual heft. Unfortunately, the heft is not purely visual. The curb weight of the xB has ballooned by 636 lbs to 3,086 lbs. You might think all that extra girth would translate into increased interior volume. You would be thinking wrong. The only major interior dimensions that grow are shoulder and hip room. Head room drops by six inches in the front seats and four and a half in back. Front leg room also drops by six inches. Cargo room behind the rear seats, however, does grow by half a cubic foot to 21.7 cu. ft.


Styling as always is highly subjective and the new xB is no exception. The lower and wider stance of the wagonette certainly looks more aggressive and the flares around the wheel wells with their adjoining sills have a hint of PT Cruiser and HHR. The new look will probably be a good starting point for those who want to customize their rides. The base of the windshield has moved forward but maintains the fairly upright angle of the original, meaning it sits pretty far out in front of the driver. That enhances the impression of room inside, although it also means that the driver has a really long reach to adjust the mirror.

The more diminutive original was propelled by a 1.5L four-cylinder that just wouldn't cut it in the 2008 model, especially an extra 600 lbs. to carry around. So the Corolla architecture brings with it the 2.4L four-cylinder used in the tC coupe and the larger Camry sedan. Output jumps from 103 to 158 HP and twist goes from 101 lb-ft to 162 lb-ft. Whatever else we may think of the new xB, it can certainly get out of it's own way. Unfortunately, it's not all that refined in doing so. The initial throttle tip-in feels way too aggressive. Launching in any kind of dignified manner requires a very gentle toe on the accelerator. While some people may like the idea of chirping the front tires at every intersection, on wet or slippery surfaces the standard traction control will kick in regularly, but back to that later.

The automatic transmission only has four forward gear ratios that can be activated by the now almost obligatory sequential tap-shift mechanism, although this seems pretty pointless. Then there is the enclosure for the shift mechanism. It sits in a pod that protrudes from the center of the dash. A very wide pod! A pod much to wide to be necessary for the shifter. Upon noticing this pod (as if it could be missed!), I looked for a storage bin or something useful on the underside. Alas, it appears to serve no real useful purpose other than consuming an inordinate amount of space adjacent to the drivers right knee. While front seat occupants of the new xB may have more hip and shoulder room, thanks to the shifter they have less knee room.



Let us make this perfectly clear to anyone and everyone who designs vehicle interiors. Instruments (especially primary ones like the speedometer and tach) belong in front of the driver. In the era of MySpace, Facebook and Digg, it may seem like the social thing to do is share vital information with the passengers, but functionality must come first and foremost in a car. Another dubious decision was combining the clock display into the trip information display. If you want to monitor your fuel mileage, you can't see the clock. You have to toggle through all the bits of information to get back to Father Time. The lower half of the fuel and temperature gauges remains glaringly blank, so why didn't they just stick a dedicated clock into one of those. Again, the task of switching display modes is made worse because of the long reach to the switch.

The center position of the gauges is said to have a safety benefit, as you're not taking your eyes quite as far off the road, and noticed that it might indeed be true. The other nice touch about having the gauges in the center of the dash is that the panel is not shrouded at all by the steering wheel. The HVAC controls are wonderfully simple and elegant, and they are positioned well.


Our example had a premium sound system that was also iPod capable; a $389 dollar expenditure. There are dual auxiliary inputs, so you can interface directly with your iPod, via a specific jack, or you can use another flavor of player via the 1/8" mini jack. Once you do manage to figure out the Pioneer's control scheme, it's not difficult to operate. Unfortunately, the LCD display of the stereo doesn't play nice with polarized sunglasses.

Although we liked the direct control of the iPod through the head unit, our main complaint had to do with pausing. After a previous post, it became apparent that pressing the power button on the head unit would pause the iPod. The joystick controller on the right side of the head unit generally mimics the iPod click wheel with an upward push bringing up the menu and left and right being back and forward. So why not have a downward push be play/pause? Odd choice.

The xB we drove was also equipped with a dealer installed TRD drone amplifier. The accessory list labels it as a sport muffler, but any performance impact was probably negligible while the audible impact was just annoying.



The idle of the four banger was lumpy, but it loved to rev. A hard stab of the accelerator would keep the automatic in the same gear almost to red-line and acceleration was therefore adequate. The added torque of the bigger engine was much appreciated. As always though, it comes at a cost. What started out as an economy car is now anything but. While the environmental groups have been ripping Toyota lately for its "duplicity" on CAFE standards and bringing out big thirsty trucks like the Tundra, they apparently haven't yet noticed the change from xB Rev.1 to Rev.2. The original xB had EPA ratings of 26/31 mpg (after the adjustment for the new 2008 procedures, originally they were even higher). The 2008 model is rated at 22/28 and we averaged 23.4 mpg over our week with the car. My '05 Mustang averages 24 mpg over the same driving cycle.

On the road the xB does have reasonable grip when equipped with the larger 16-inch wheel/tire combination, and it now comes standard with electronic stability control. Stability control systems can be a good thing if done right. Maybe someday Toyota will get one right. I haven't driven every Toyota so-equipped, but every one I've tried so far from the first Avalon that had ESC in the late '90s to the current Tundra and xB has been downright awful. I know Toyota likes to stick by its suppliers that its mantra includes Kaizen or continuous improvement. But when it comes to slip control systems it might be time for Toyota to look elsewhere. When you have a stability control system as noisy as this one (and the Tundra, as well), there is absolutely no need to have a warning alarm going off, too. The Toyota engineers responsible for this system need to go try out a General Motors or Honda vehicle equipped with stability control. The system should not be jerking the steering wheel around in your hands to keep the car going where the driver intends. The ABS and traction control that share the same hardware also suffer from the same excess noise.


The original xB was based on the JDM bB, which also underwent a redesign recently. Unlike the US market xB the bB is still based on the smaller Yaris architecture and is comparable in size to the original. The car we get as the xB will also be sold as the Corolla Rumion in Japan. I suspect most fans of the first xB would have preferred that Toyota stuck with the new bB instead of growing the car. The 2008 xB that we get starts at $15,650 with a manual transmission and adds another $950 for the self-shifting unit. The exterior design has some nice details if you're partial to the overall look.

If Toyota sets the interior team to work on a revamp, it would probably be a big improvement. Following Volkswagen's lead with a smaller direct injected turbo under the hood and swapping the 4-speed torque converter box for a 6-speed DCT would probably do wonders for the mileage without hurting performance, as well. If you're after something closer in size to the original, the xD is now available and the Honda Fit offers lots of utility and a vastly more attractive and comfortable interior.
source by autoblog