Cars Review

Road Test

There will be no naming ambiguity this time around, for that sheet of paper came with the latest Explorer's blueprints written all over it. It follows, then, that the Sport Trac's news headlines sound so familiar, such as the quantum leap in suspension design starting with trading the ancient front torsion bars for car-like coil springs. Ford also ditched the leaf-sprung live rear axle for a car-like independent suspension (a segment exclusive if we don't count the Honda Ridgeline). Say, what is this, some kind of self-hating truck?

Maybe, but you should like it more. For instance, you might like the way those new coils stop bumps from hammering their way up as much, and I know you'll like the way the new double-wishbones keep the rear end more planted in bumpy corners. Looking good so far.

And the link tying it all together? A structure that, according to Ford, is 427% stiffer (!!!) in torsional rigidity than the last Sport Trac's. Maybe that's not quite turning water into wine, but it's not far from turning linguine into titanium.

What price capability? Let's see, Sport Tracs in their various iterations can tow trailers between 5,140 and 6,800 pounds - not shabby at all and not much of a surprise, considering there's still a sturdy full frame serving as the Sport Trac's skeleton. Off-road enthusiasts might want to stick to the more forgiving trails to avoid trashing those new suspension links, with lots of ground clearance and a 4-wheel-drive system with low-range gearing, the Sport Trac still has plenty of prowess.

Best of all, there are now two paths to life under the hood. Those drawn to the familiar have the 210-horsepower 4.0-liter SOHC V6 first seen in the 97 Explorer. Thrillseekers, on the other hand, have the first-time option of a V8 in a midsize Ford pickup, which picked up a veritable 53 extra horsepower over past Explorers (to 292!) thanks to new 3-valve cylinder heads, more compression, and variable valve timing. The special engine gets a special partner: a 6-speed automatic (another segment exclusive) that features a wide 6:1 ratio spread (the V6's 5-speed automatic has a 4.5:1 spread) to boost low-speed acceleration and high-speed mileage alike.

Hot damn, sounds like a longer list of promises than a presidential campaign! Is the Explorer Sport Trac the new king of the hill? The big cheese? The titan of trucks to which all other pickups must bow down? Hmm, well...

Like other Explorers, the Sport Trac feels a bit ponderous and high off the hog. Even with this Limited model's 18-inch wheels, the tires surrender faster than France and the tail is quick to slide sideways in mid-corner braking (though the stability control is quick to intervene). And even with all the new suspension bits, ride quality rates no better than average, you'll feel plenty of the freeway kicks and jiggles that earned the Explorer its stiff reputation, plus some rear-end shudders. Until looking it up, I thought my tester still had a live axle.

I also thought it had the V6. At 7.5 seconds to 60 MPH, acceleration is quite quick and near the top of the class, but with this V8's such huge power advantage, shouldn't it stand above and beyond? It turns out that the three class champs are neck-and-neck in their power/weight ratios: the Toyota Tacoma's 236 horses must pull 4,080 pounds, the Nissan Frontier's 265 horses pull 4,471, and this Sport Trac's 292 ponies are burdened with 4,793, hence all is equal. That is, until it comes to gas mileage, where the Sport Trac undercuts them both with just 16 MPG - and that's with the advantages of an airflow-assisting bed cover and a tall sixth gear. Speaking of gears, that new transmission can be slow with kickdowns, and every once in a while it momentarily gets hung up between gears.

But the flaws end there. As trucks go, the Sport Trac is commendably isolated from the elements, calming all journeys. Gradual throttle response makes it easy to pick exactly which gear you want - press down an inch, get one downshift, press another inch, get another downshift - and the shifts are creamy. It brakes slightly soggily but solidly now that rear discs have replaced drums. Body lean, squat, and dive are under control, and even if the Sport Trac isn't very sporty, it tracks well. Finally, just analyzing the engine independently, 292 horsepower is pretty great output. Someone pass this note to the 235-horsepower Dodge Dakota: THIS is how to do a V8!

And dry weather denied me the chance to experience the fruits of yet another Sport Trac segment exclusive (again, excluding the Ridgeline): Ford's 4-wheel-drive system that's on call full-time, giving an extra measure of safety on any surface. Furthermore, Ford's the only one so far to make stability control standard (Chevy doesn't even have one optional), so handling rates as safe on every model. Oh, and the tires aren't Firestones, so guys, stop calling this the "Ford Exploder" already.

Even grown-ups need to have fun. And many of us like to get our quota of smiles by driving a car. Trouble is, as we grow up, our needs from daily transport expand. It’s no longer enough to drive just anything that flies, we’ve got to have comfort, don’t want to offend the neighbors, yet still want to feel alive when the light goes green and there’s open road ahead.

Plus – cops don’t notice cars like the 2007 Galant Ralliart, which was introduced at the recent 2006 Chicago Auto Show. That’s a big part of the reason why such cars are popular: these tweaked but conservative sedans make for great sleepers, wonderful rides that fly below the radar and give our daily commutes a little spice. The Galant makes for the perfect sleeper, in fact. After all, who is ever going to believe that a Galant just smoked ‘em?

The 2007 Mitsubishi Galant Ralliart spearheads the introduction of a freshened Galant for Mitsubishi, taking its place at the top of the trim ladder. Changes to the regular Galant are mainly front-end styling and interior upgrades. The Ralliart version, however, is new and long-promised. Powered by a 258 horsepower (at 5,700 rpm), 3.8-liter V6 engine that makes 258 lb.-ft. of torque at 4,500 rpm, Mitsubishi says the Ralliart will get to 60 mph in about seven seconds. This, by the way, is the same engine that powers the new Eclipse GT. According to Mitsubishi execs at the Chicago Show, the Galant Ralliart will get a price tag below the Nissan Altima SE-R, and will be available this summer – along with the updated mainstream Mitsubishi Galants.

2006 Mitsubishi Eclipse Performance & Efficiency Standard Features
- 3,828 cc 3.8 liters V 6 front engine with 95 mm bore, 90 mm stroke, 10.5 compression ratio, overhead cam and four valves per cylinder 6G75
- Premium unleaded fuel 91
- Fuel economy EPA highway (mpg): 27 and EPA city (mpg): 18
- Multi-point injection fuel system
- 17.7 gallon main premium unleaded fuel tank
- Power: 196 kW , 263 HP SAE @ 5,750 rpm; 260 ft lb , 353 Nm @ 4,500 rpm

2006 Mitsubishi Eclipse Handling, Ride & Braking Standard Features
- Four-wheel ABS
- Four disc brakes including four ventilated discs
- Electronic brake distribution
- Electronic traction control via engine management
- Immobilizer
- Spacesaver steel rim spare wheel
- Strut front suspension independent with stabilizer bar and coil springs , multi-link rear suspension independent with stabilizer bar and coil springs

2006 Mitsubishi Eclipse Exterior & Aerodynamics Standard Features
- Body color front and rear bumpers
- Day time running lights
- Driver and passenger power body color door mirrors
- External dimensions: overall length (inches): 179.7, overall width (inches): 72.2, overall height (inches): 53.5, wheelbase (inches): 101.4, front track (inches): 61.8, rear track (inches): 61.8 and curb to curb turning circle (feet): 40
- Front fog lights
- Complex surface lens halogen bulb headlights
- Heat reflective glass
- Luxury trim leather on gearknob and alloy look on doors
- Pearl paint
- Fixed rear window with defogger and intermittent
- Trunk/hatch spoiler
- Tinted glass on cabin
- Weights: curb weight (lbs) 3,472
- Windshield wipers with automatic intermittent wipe

2006 Mitsubishi Eclipse Interior Standard Features
- 12v power outlet: front and 2
- Air conditioning
- Element antenna
- Audio anti-theft protection: separate display
- Manufacturer's own audio system with AM/FM and CD player CD player reads MP3
- Cargo area cover/rear parcel shelf
- Cargo area light
- Cargo capacity: all seats in place (cu ft): 15.7
- Clock
- Compass
- Full dashboard console , full floor console with covered storage box
- Delayed/fade courtesy lights
- Cruise control
- Front seats cup holders fixed
- Door ajar warning
- Door pockets/bins for driver seat and passenger seat
- External temperature
- Floor covering: carpet in load area
- Floor mats
- Driver front airbag intelligent , passenger front airbag with occupant sensors intelligent
- Bucket driver seat with height adjustment and lumbar adjustment , bucket passenger seat
- Height adjustable 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
- Front seat center armrest
- Lockable glove compartment
- Two head restraints on front seats
- Headlight control with time delay switch-off
- Illuminated entry system
- Internal dimensions: front headroom (inches): 38.5, rear headroom (inches): 34.6, front hip room (inches): 53.7, rear hip room (inches): 44.4, front leg room (inches): 42.8, rear leg room (inches): 29.2, front shoulder room (inches): 54.2, rear shoulder room (inches): 51.2 and interior volume (cu ft): 81.6
- Low fuel level warning
- Remote power locks includes trunk/hatch
- Vehicle speed proportional power steering
- Front power windows with one one-touch
- Front reading lights
- 3-point reel rear seat belts on driver side and passenger side
- Two symmetrical bench front facing rear seats with zero adjustments
- Rear view mirror
- Remote control remote trunk/hatch release
- Front roof airbag
- Upgraded cloth/velour seat upholstery with additional upgraded cloth/velour
- Seating: four seats
- Front side airbag
- Six speaker(s)
- Leather covered steering wheel with tilt adjustment
- Tachometer
- Illuminated driver and passenger vanity mirror
- Ventilation system with recirculation setting

In various guises, the Mercedes-Benz S-Class has been in production since America was listening to Ike--that's Eisenhower, not Turner. The current version, code-named W220 and introduced in 1998, has sold nearly 500,000 copies worldwide, making it the best-selling premium sedan of all time. Yet of late the W220's three-pointed star has begun to flicker. In the first eight months of 2005, BMW's 7 Series outsold the S-Class in the U.S.--11,564 cars to 10,280. Then there's the issue of Mercedes-Benz quality, which in recent years has seemed more Swatch than Rolex. Pass the Pepto, please.


Now for the really queasy part: In February, Mercedes-Benz will begin shipping an all-new 2007 S-Class to our shores. Will America's buying public swoon? It had better. At stake is nothing less than the reputation of one of the world's premier luxury brands--and the star power of one of the auto kingdom's most renowned status symbols.

Immediately following the S-Class's world debut at September's Frankfurt Motor Show, we climbed behind the wheel of the new car for first-hand evaluations on the highways and mountain roads of northern Italy and Switzerland. First impression: The new S is a staggeringly advanced automobile, boasting some of the most innovative and useful safety features in recent memory. Second impression: Mercedes has been studying the BMW 7 Series under an electron microscope. Mercedes execs deny this, of course, arguing that any similarities to the work of their Bavarian rivals is due simply to natural product evolution. But the parallels between the two cars are too conspicuous to ignore (see sidebar).


The new S is appreciably bigger than the outgoing W220. Wheelbase on the long-wheelbase version has grown by more than three inches over the long W220 (unlike the previous model, Mercedes will sell only long-wheelbase versions of the new S-Class in the U.S.), overall length is up nearly two inches, and width has increased nearly an inch. Interior room has expanded in almost every dimension, most notably rear-seat legroom and cargo capacity. According to Mercedes figures, curb weight also has climbed--by more than 200 pounds, despite the use of aluminum for the hood, doors, front fenders, and trunklid.

The look is dramatically new. Like the 7 Series, the new S is an overtly "styled" car, with more curves and "surface excitement" than the clean, simple S-Classes of yore. Compared with the outgoing model, Mercedes has expanded the new car's grille and diminished its headlamps. Bold wheel arches add "shoulders" to the front and reappear in back. And...isn't that a 7 Series bustle on the rear deck?