WCAR Migrants

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Choosy Moms choose MyRide for Mother?s Day advice about all things automotive?
Number 1: Your Kid Just Got a TWD!

Forget about DUIs for a moment, unless of course you live in Wisconsin. The real danger for young drivers these days is TWD (Texting While Driving). According to a recent study by AAA, 46 percent of teenagers text while driving.

Yeah. Your kids really are that, uh, smart.

Please, help educate your children properly and keep the phone in your pocket while YOU drive. And if you find out they’re texting, why, beat ‘em with a…I mean take the keys away.

Photo credit: Ron Perry Continue to "MyRide Fast5: Week of May 5" from MyRide.com © 2009 Autobytel Inc. All rights reserved.

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The Corvette of Cadillacs.
This is not your father’s Cadillac; although it could be your grandfather’s, and that’s not a put-down. A couple of generations ago, a Cadillac badge meant world-class performance. Cadillacs finished 10th and 11th at Le Mans in 1950. They competed in the early days of NASCAR. Go back further, to the early 1930s, and Cadillac made a 16-cylinder open two-seater that could scare a Duesenberg costing double its price.Beneath its edgy, ultra-modern styling the XLR represents a return to those glory days.

The Cadillac XLR is a hardtop convertible. Press a button and the top goes up or down in 30 seconds. With the top up, the XLR looks like an edgy, powerful coupe, and it acts like one. Its styling is powerful and distinctive and its interior is luxurious and attractive. It’s smooth, quiet and pleasant when cruising, top up or top down.

The XLR offers tenacious grip and excellent handling. The Cadillac XLR is based on a modified version of the Chevrolet Corvette chassis and is rear-wheel drive. It is lighter and more powerful than the Lexus SC430 or Jaguar XK.

The XLR sounds sexy and delivers brilliant acceleration performance. Its Northstar V8 is a modern, 32-valve, double overhead cam unit with variable-valve technology. At 320 horsepower, it’s nearly twice as powerful as the old Cadillac V16. For 2007, the standard XLR benefits from the same six-speed automatic transmission as the XLR-V.

The supercharged XLR-V ups the ante to 443 hp. That was serious race-car power just a few years ago. Continue to "2007 Cadillac XLR Review" from MyRide.com © 2009 Autobytel Inc. All rights reserved.

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It’s a shinier Ford F-150, minus the value.

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Introduction Lincoln Mark LT — Review: Americans can be suckers. Think about it – in the grocery store, many consumers buy the cereal in the colorful box or the milk with the amiable cow on the label, despite knowing that what’s inside is often the exact same stuff as found in the generic or store-branded containers. A popular show on TV religiously demonstrates how a little paint and a new lawn will get buyers to fork over $500,000 for a house that was $250,000 last week. And with the 2006 Lincoln Mark LT, Ford Motor Company is attempting to get an extra ten grand for a gussied-up F-150 pickup. Sadly, people have – and will – continue to buy it.

In all fairness, the Mark LT is a fine truck, marked by a spacious five-passenger cabin, a capable 300-horsepower V8 engine, a long list of standard features, and impressive five-star safety ratings. But here’s the thing – all of that can be said of the Ford F-150, a truck that, sans all the chrome and a few visual tweaks, is identical but sells for thousands less. Granted, the Lincoln comes with a longer warranty, but buyers can purchase an extended warranty with their F-150 and still come out ahead. Plus, the Ford is available in regular and extended cab versions, whereas Lincoln dealers only offer crew cabs.

Cadillac has made a successful go of rebadging trucks like the Chevrolet Suburban and Avalanche in a way that attracts buyers. However, unlike those Caddys, the 2006 Lincoln Mark LT looks and feels every bit a Ford, from the identical headlights to its similar interior materials, and that glued-on tailgate reflector isn’t fooling anyone. Next time you head to the grocery store, do yourself a favor and give the no-name stuff a try, and make the trip in an F-150 instead of a glitzy but nearly identical Lincoln Mark LT.

Continue to 2006 Lincoln Mark LT Quick Spin from MyRide.com © 2008 Autobytel Inc. All rights reserved.

Written By: MyRide.com
Reprinted under license.

If you must have a large SUV, Ford makes a strong argument why it should be an Expedition
Ford Expedition – First Drive: Typically, the growth or anticipated growth of potential markets is what spurs entrepreneurs and investors to attempt to capitalize on growing business sectors, yet when it comes to natural resources it’s all about squeezing as much profit as possible out of dwindling reserves. The rights to oil, water and lumber are the basis for countless heated disputes, and, in a sense, Ford and GM are in a similar fight. But in their case, they are trying to squeeze as much profit as possible out of a dwindling reserve of buyers.

Forget for a second that one is considered to be the evil culprit responsible for the demise and ruination of the other. Over the past several months, both domestic automotive powerhouses have unveiled totally redesigned versions of their full-size sports-utility vehicles – GM brought us the Tahoe, Suburban, Yukon, Yukon XL, and Escalade, while Ford now offers up a new Expedition with an extended length (EL) version and is set to roll out a revamped Lincoln Navigator and Navigator L. Both Ford and GM admit, and use figures to support, that the market for such vehicles is shrinking, likely to settle in at 700,000 units annually – best case scenario. Yet, Ford and GM are equally intent on capturing more of that shrinking pool of buyers. It’s a reverse case of supply and demand, where the goods are the consumers rather than the vehicles.

The pool of buyers might be shrinking, but large SUVs are huge profit centers that are vital to the bottom line. For its part, Ford comes out swinging with a 2007 Expedition sporting a fresh new look inside and out, a powerful engine that delivers best-in-class towing, a fold-away third-row seat, side- and side-curtain airbags, and a base price up to $4,000 lower than the competition. Plus, it’s now backed by a respectable five-year, 60,000-mile powertrain warranty. If not for high gas prices, now might be the best time ever to be a Ford Expedition buyer.
Continue to "2007 Ford Expedition First Drive" from MyRide.com © 2009 Autobytel Inc. All rights reserved.

Written By: MyRide.com
Reprinted under license.

Nothing to love, and very little to even like
Introduction

Jeep Patriot – 2007 Review: Remember the Cherokee? You know, the little rugged Jeep SUV that arguably started the whole SUV craze? Based on real Jeep mechanicals with four-wheel drive capability and off-road prowess, the little bugger stuck around for nearly 20 years with just a mild refresh along the way. Then Jeep killed it and replaced it with the Liberty. Yay.

But hey, what’s this? Looks like a Cherokee, doesn’t it? Has Jeep come to its senses, dusted off the old tooling and resurrected the little wagon that could? Unfortunately, no. This is the 2007 Jeep Patriot, which is based off the Jeep Compass, which itself is a permutation of the Dodge Caliber. It’s a crossover, based on car parts and not truck parts. If you’re thinking this is a further dilution of the Jeep brand, you’re right.

Wanting a bigger piece of the expanding crossover segment is no bad thing, and to its credit, the Patriot undercuts the price-leading Kia Sportage and Hyundai Tuscon by a thousand dollars or so. But in virtually every other respect, off-road ability notwithstanding, the Patriot is outclassed. We wouldn’t mind so much if the Patriot were the first effort by, say, an aspiring Chinese automaker, and costing about $15,000 as equipped. Instead, our $24,000 test Jeep debuts at the bottom of its class.

What We Drove
Base model Patriot Sports start at a paltry $15,935 for a front-drive manual example. However, our test car was a Patriot Limited 4X4. Like all but the most basic model, our example was powered by a 2.4-liter inline-4 engine with variable valve timing, producing 172 horsepower. In our test car’s case, it was mated to Chrysler’s optional $1,050 continuously-variable transmission (CVT). Standard on the Limited are leather seating surfaces, height-adjustable driver’s seat, air conditioning, leather-wrapped steering wheel with audio controls, tilt steering column and, on the outside, adjustable roof rail crossmembers. All this and more can be yours for $23,040. In addition, our test car featured a $515 driver convenience group which included an automatically dimming rearview mirror, vehicle information center, universal garage remote, tire pressure monitoring display, and a smoker’s group with a removable ashtray and cigarette lighter. Also included on our test car were premium floor mats for $30, and Sirius satellite radio for $195. All told, our Patriot retailed for $23,780. Note that this didn’t include the off road group, which would have added $800 to the price.

Performance
On paper, the Patriot has the goods. The engine puts out 172 horsepower at 6,000 rpm from its 2.4 liters of displacement, and torque is also good, with 165 lb.-ft. on tap at 4,400 rpm. Not bad for a four banger, and competitive in the class.

The problem is the transmission. Like Rocky Mountain oysters, CVTs are an acquired taste, and we’re not quite there yet. The theory behind CVTs is sound; they keep the engine at its peak power point while accelerating, regardless of vehicle speed, for maximum efficiency while also letting the engine lug down low for the best fuel economy when cruising.

Again, that’s on paper. The reality is that the combination of this CVT with this engine only highlights the worst aspects of both. Get on the gas and the engine zings to 6,000 rpm, just 500 below its redline. At that speed, the engine screams loudly, almost painfully, with an inelegant sound that reminds one of a Cuisinart slicing an impossibly long cucumber. It stays there until you finally let off the gas out of sheer mercy for the drivetrain and your hearing. If there were a payoff in acceleration we could forgive it, but the little engine has a hard time lugging the Patriot’s 3,310 pounds around, and quickness is nowhere in sight.

It isn’t much better at speed. The engine cycles up and down its rev range like a manual with a slipping clutch as it hunts for the right ratio. The tach needle swings wildly at times, and all the while the engine drones annoyingly. Other CVTs don’t do this, or at the very least aren’t mated to such a god-awful sounding engine. Unfortunately, if you want the Trail Rated off-road package, you have to get the CVT.

Continue to "2007 Jeep Patriot Review" from MyRide.com © 2009 Autobytel Inc. All rights reserved.

Written By: MyRide.com
Reprinted under license.
Refinement enters the sport compact car lexicon

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Introduction Coupes are more expressive and aspirational than conventional sedans, but modern automotive marketing wisdom says that unless it’s a luxury or sports car like a BMW 3 Series or Nissan 350Z, a two-door won’t sell. Buyers of small cars choose them because they must for reasons of practicality, the theory goes, and a coupe is clearly impractical. Yet Honda, never afraid to buck a trend in the process of setting a new one, has continuously offered a Civic Coupe since 1992.

That tradition continues with the introduction of the redesigned 2006 Honda Civic. The new Civic Coupe is still less practical than the Civic Sedan, but moves solidly into expressive and aspirational territory with a big dose of style and refinement.

Radically cab-forward in terms of design, the 2006 Honda Civic Coupe possesses a strong European flavor, a spirited driving character, and an upscale ambience that belies its fully-loaded price of around $20,000. Coupled with Honda’s technologically-advanced four-cylinder engines – among the most fuel efficient and least polluting available today – and a nearly complete roster of safety equipment, the all-new 2006 Honda Civic looks to be a smash hit. If you don’t mind the lack of rear doors, that is.

What It Is Honda offers three different versions of the 2006 Civic Coupe, each equipped with the same 1.8-liter, four-cylinder engine teamed with either a manual or an automatic transmission. The base model is called DX, the popular mid-grade version is the LX, and the most upscale Civic is named EX.

Standard equipment on the DX includes seat-mounted side-impact airbags, front and rear side-curtain airbags, and antilock brakes. A tilt and telescopic steering column, power windows, a driver’s seat height adjuster, and a rear window defroster with a timer are also a part of the entry-level price. The 2006 Honda Civic DX Coupe rides on 15-inch steel wheels with wheelcovers, has a small lip spoiler on the decklid, and features black door handles and black manually adjustable side mirrors. The rear seat folds down to expand cargo capacity, but is not split.

If you want a stereo, air conditioning, power door locks with remote keyless entry, power mirrors, cruise control, and other niceties, we’d suggest giving the 2006 Honda Civic LX a look. It also comes with floor mats, 16-inch wheels wearing wider and lower profile tires, body-colored exterior trim, and a huge center console storage bin with a sliding armrest. The Civic LX also gets upgraded interior d cor; map lights; a power driver’s window with one-touch up and down functions; and a 160-watt audio system with CD player, speed-sensitive volume control, tweeters, and an auxiliary input jack for your iPod.

Pop for the 2006 Honda Civic EX and you’ll bask in the sunshine thanks to a standard power moonroof with one-touch open and close. The premium for the Civic EX also includes spiffy five-spoke alloy wheels and rear disc brakes. EX trim is also your ticket to a remote power trunk release, variable wipers, a rear seat center armrest, a 12-volt power outlet in the center console, a split-folding rear seatback, and an outside temperature display. A navigation system is optional on the Civic EX, and it includes a digital audio card reader. The Civic EX is also wired for XM satellite radio, and comes with a kick-ass 350-watt audio system with six speakers and an eight-inch subwoofer. Ambient center console lighting bathes the middle of the Civic in a warm glow at night, and on the outside the EX gets a chrome exhaust finisher.

Page 2 of 4 How Much It Costs Despite an on-sale date of September 15, 2005, Honda hadn’t set final prices for the redesigned 2006 Honda Civic Coupe when we published this story. Estimates ranged from about $14,500 for the Civic DX to $18,500 for the Civic EX. Honda plans to sell about 85,000 Civic Coupes a year, roughly 25-percent of all planned Civic sales.

What's Under the Hood Every 2006 Honda Civic Coupe gets the same engine, a 1.8-liter, inline four-cylinder equipped with i-VTEC variable valve timing. With 140 horsepower available at 6,300 rpm and 128 lb.-ft. of torque peaking at 4,300 rpm, the 2006 Civic Coupe’s engine is more powerful than both motors offered in 2005 and runs on regular unleaded fuel.

A five-speed manual transmission sends the power to the front wheels, and is estimated to provide 30 mpg in the city and 39 mpg on the highway. The optional five-speed automatic is expected to do even better when it comes to fuel efficiency, matching the manual’s city rating but getting 40 mpg on the highway.

Suspended by MacPherson struts in front and double wishbones in back, the 2006 Honda Civic Coupe gets tighter spring and shock tuning than the Civic Sedan for a sporty ride. The Civic DX wears P195/65 all-season tires, while the Civic LX and EX get P205/55R16 treads. All three models have a conventional hydraulically-assisted rack-and-pinion steering system, unlike the drive-by-wire electric units in the Civic Hybrid and Civic Si sports coupe. Ventilated front disc brakes are standard, but DX and LX make do with rear drum brakes while the EX trades up for solid discs for better, more balanced braking performance.

What It Looks Like 
This redesign of the 2006 Honda Civic might be the most radical of any in the car’s 33-year history. It is a distinctive, forward-thinking package defined by European flair and subtle detailing, and should wear well over time. From some angles it’s hard to tell if the 2006 Civic is coming or going – so short are its hood, rear deck, and overhangs – but there’s no denying that this is a contemporary, upscale look for the new Civic.

Importantly, the 2006 Honda Civic Coupe shares no exterior sheetmetal with the Civic Sedan, though the cars look similar from the windshield pillars forward. Up front, the sedan’s chrome grille spear is replaced by a dark metallic-finish garnish, and the headlights on the coupe are different. Also note that the Civic Sedan’s front quarter windows and folding side mirrors are replaced on the Civic Coupe with a single pane of glass and fixed mirrors. And the rear of the coupe is entirely different from the sedan.

While we’re having trouble warming up to the 2006 Honda Civic Sedan’s rear end, we think the Civic Coupe is extremely attractive. It resembles the sleek Honda Accord Coupe, but with that bigger car’s fleshy hips liposuctioned to proper proportions. From the side, our favorite bits are the rakish roofline, the wedge profile, the hefty door handles, and the neatly integrated moldings in the lower character line.

The 2006 Honda Civic Coupe’s trunk holds 11.5 cubic feet of cargo, and while that doesn’t sound large, the cargo area is usefully shaped with a low liftover height, a large opening, and a nice lining. Plus, with a folding rear seat, the Civic will hold longer items when necessary. Gooseneck hinges mean fragile packages need to be stowed toward the middle, and we didn’t see a handle on the inside of the lid to assist with closing, but otherwise the Civic should prove capable when it comes to carting stuff.

Continue to 2006 Honda Civic Coupe First Drive from MyRide.com © 2008 Autobytel Inc. All rights reserved.

Written By: MyRide.com
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Luxurious SUV offers safety, refinement.
The Audi Q7 offers strength and refinement in a large, luxurious SUV. It is a paragon of driving elegance and interior refinement.

The Q7 shares its solid architecture with the Volkswagen Touareg and Porsche Cayenne. The Audi rides on a longer wheelbase, however, and the Q7 has a more compliant ride than the Volkswagen and Porsche. The Q7 is the longest of the three, and thus is the only one to offer three-row seating. To make its cabin more luxurious and inviting, Audi has equipped the Q7 with features not found on the Touareg or Cayenne. And when the weather turns sour, the Q7 benefits from Audi’s decades of experience with Quattro all-wheel drive.

With a base price of considerably less than $50,000, the Q7 is priced close to others in the luxury SUV segment, which also includes the Cadillac SRX, Lexus GX 470, and Mercedes-Benz M-Class. With all-wheel drive, a choice of powerful V6 and V8 engines and arguably the classiest interior in the segment, the Q7 deserves serious consideration when shopping for a luxury SUV.

For 2008, its second year, the Q7 gets only minor changes. The model lineup has been streamlined and the base model gets more standard equipment. New wheel designs are available, and optional equipment is shuffled. The Q7 was launched as a 2007 model. Continue to "2008 Audi Q7 Review" from MyRide.com © 2009 Autobytel Inc. All rights reserved.

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Grandly luxurious with Jeep’s off-road capability.
The 2003 Jeep Grand Cherokee, flagship of the Jeep brand, offers a better ride, improved brake pedal feel, and easier steering effort over last year’s models. Also new are enhanced interior features and child seats that are easier to install. Power adjustable pedals are now available for all models.

Jeep built its reputation by building the genuine article, the real deal. Jeep vehicles offer serious off-road capability to match their tough looks. The luxuriously appointed Grand Cherokee along with the nimble Wrangler are the basis for Jeep’s reputation for off-road prowess.

The Grand Cherokee can prowl canyons and crevasses, negotiate steep slopes, and slog through slippery mud. Yet it’s civilized enough to satisfy buyers whose idea of high adventure is a visit to Builder’s Square without a blueprint.

Introduced nearly a decade ago, the Grand Cherokee was extensively redesigned in 1999. In 2002, Jeep released the flagship Overland model, which combines plush suede leather seat inserts with a full complement of off-road equipment, including skid plates, a raised suspension and limited-slip axles. Continue to "2003 Jeep Grand Cherokee Review" from MyRide.com © 2009 Autobytel Inc. All rights reserved.

Written By: MyRide.com
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A terrific truck, but a lousy truck-truck
Honda redefines what a pickup truck can be with the all-new 2006 Ridgeline.
Selling Points: Standard all-wheel drive; roomy cab for five adults; roomy trunk under cargo bed; dual-action tailgate
Deal Breakers: Uncomfortable front seats; no expandable cargo bed; can’t tackle difficult off-road terrain; low towing capacity
Our Advice: The 2006 Honda Ridgeline is the perfect daily driver for weekend do-it-yourselfers with lighter loads to tow. Commercial truck buyers, people with heavy payload and towing requirements, folks who need serious off-roading capability, and men overcompensating for something will still choose a Chevy, Dodge, Ford, GMC, or Nissan.

Most personal-use truck buyers spend their time driving alone, on dry pavement, with nothing in the bed or hanging off the trailer hitch. So it should come as no surprise that wily Honda has targeted exactly that user with its first pickup truck ever, the 2006 Ridgeline. Now, the Ridgeline has taken plenty of knocks from traditional pickup truck drivers. They claim that it can’t compete without a V8 engine, lacks true off-roading capability, and can’t tow or haul enough weight. If you’re buying a truck for towing or for serious off-roading, well, Honda cannot help you, that much is true. But the 2006 Honda Ridgeline absolutely excels at single-occupant commutes, possesses best-in-class handling on pavement, and can easily take a family of four to the beach, or the mountains, or the local Home Depot on the weekends. And in a pinch, it can tug or tote more weight than most people need. That’s why the Ridgeline is our Autobytel Editors’ Choice for 2006 Truck of the Year, and why it has also won accolades from other publications and the North American Truck of the Year panel of jurists.

The 2006 Honda Ridgeline is offered in RT, RTS, and RTL trim level, starting at $28,250 (all prices listed here include a $550 destination charge). The Ridgeline RT comes with the standard – and only – 247-hp V6 engine, VTM-4 all-wheel drive, stability and traction control, four-wheel-disc antilock brakes with EBD and brake assist, and both side-impact and side-curtain airbags. Additionally, the RT is equipped with everything most folks want, like air conditioning, a tilt steering wheel, power windows (including the rear slider), power door locks, cruise control, and keyless entry. Also part of the base price is a heated wiper-rest zone, a 100-watt audio system with a CD player, all-weather floor mats, cargo bed lighting, a manual driver’s seat height adjuster, and steel wheels. Step up to the $30,625 Ridgeline RTS to enjoy alloy wheels, a power driver’s seat, a more powerful 160-watt audio system with an in-dash six-disc CD changer, dual-zone automatic climate control, and an outside temperature gauge. The $31,490 Ridgeline RTL gets leather seat upholstery, a HomeLink programmable transmitter, a compass, and heated front seats. The RTL trim level is also your ticket to options like a power sunroof, XM satellite radio, and a navigation system with voice recognition. Standard on models with navigation is an auxiliary input jack for your iPod so you can listen to your music library through the Ridgeline’s speakers. A loaded Ridgeline RTL runs $35,190, and if you’ve still got money in your pocket your dealer can install roof rails and, on the RTL, an on-board DVD entertainment system for the rear seat.

We test drove two different 2006 Honda Ridgeline RTLs with the optional navigation system. The first truck was an early-build unit, and was driven around the Los Angeles area by our staff, including an off-roading trip to the Wildomar Off-Highway Vehicle Park near Lake Elsinore. The other test truck was used for cruising around in the Chicago area by your author, covering pockmarked city streets, suburban neighborhoods, and rural two-lane roads. Aside from my vociferous complaints about long-distance seat comfort, some build quality issues with the California test truck that the whole crew noted, the lack of an expandable cargo bed, and a fussy navigation system, we found very little to complain about with the 2006 Honda Ridgeline.

But, as pick-em-up purists would tell you, that’s because we ain’t haulin’ or towin’ nothin’ up to a backwoods deer camp in a November blizzard. For that, we’d need a V8, a low-range transfer case, and – because the fellas at deer camp can get mighty lonesome at the onset of winter – a few bottles of stiff whiskey and a bootleg copy of “Brokeback Mountain.” Continue to "2006 Honda Ridgeline Road Test" from MyRide.com © 2009 Autobytel Inc. All rights reserved.

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200-horsepower fun machine
With the introduction of the first generation Civic Si, Honda launched a legacy that served as the catalyst for a growing aftermarket hot-rodding industry that today offers countless performance and styling upgrades at a reasonable cost. For speed junkies, the appeal of the Honda Civic Si has always been the cheap price of admission and the ability to style the car with aftermarket add-ons. In some regions of the country, it seems no two Civics look the same.
Sadly, the appeal of the current Civic Si hatchback has waned and today’s youth have turned to such cars as the Mitsubishi Lancer Evolution and Subaru WRX STi to satisfy their need for speed. Honda hopes to restore the Civic’s credentials with a sleek, totally redesigned, 200-horsepower Si Coupe for 2006.

Honda needed an aggressive new design for the new 2006 Civic to rejuvenate sales and based on the debut of the Honda Civic Si Concept, the company pulled it off. The new design incorporates a sweeping roofline; an ultra-fast windshield rake; a long rear deck; and a wider, lower stance. All of these design features give the Civic Si that go-fast look even when it’s sitting still.

Continue to "2006 Honda Civic Si Concept Photo Gallery" from MyRide.com © 2009 Autobytel Inc. All rights reserved.