I tried so hard to dislike the Toyota Prius, nicknamed “Pious” for the attitudes of most of the people who drive them. But still, it had been more than three years since I’d driven one and that first Prius test drive was admittedly short on miles.

It was time for a long drive and the 2008 Toyota Prius was ready to run. I forced it to run hard, too. All the way from home base in Long Beach to Sonoma and back, with side trips at high speed through the Marin County area, for computer ills that sidelined me for more than a day. (When you make your living with a computer and it dies, there aren’t many alternatives to throwing away added money)

I found the seats on the Prius comfortable and the driving position excellent. There were no blind spots to speak of and the ride was soft – perhaps a bit too soft for me, but good for the balance of the world. Acceleration was good and the payment for lead-footing it wasn’t terrible. In fact, it was surprising to me.

Here’s the bottom line: On my trip, I averaged more than 50 mpg around town and at least 48 mpg over the road from the 11.9-gallon tank. This trip included plenty of hillclimbs through the Tejon Pass departing and returning to the Los Angeles basin, together with hills in Marin County. I drafted where possible and never let the tank go farther than 1/2-empty.

The 2008 Prius gives up more than sufficient power from its dual-mode hybrid synergy engine system to make it up hills without complaint. The 1.5-liter engine puts out 76 horsepower at 5000 rpm and 82 lb-ft of torque at 4200; the battery-powered motor gives up 67 horsepower between 1200-1540 rpm and a whopping 295 lb-ft of torque between 0-1200 rpm for a net output of 110 horsepower from this 2932-pound machine.

The Prius’ transmission is a bit different than what we’re accustomed to: it juts from the steering column and moves forward and up for reverse; forward and down for drive. You don’t push or pull it with energy; rather the stalk is delicately placed in whichever position the driver wants to put it. There was no hunting and pecking from the continuously variable transmission as it hauled through most of California; all shifts were positive in nature.

The MacPherson strut front and Torsion beam rear suspensions are compliant but not overtly soft and the ABS and EBD-equipped brakes on the Prius are amazing in their stopping capabilities. They grab and stick with precision and they release on command. The rack and pinion electric power steering is spot-on and easy to maneuver with no slop at all. Turning circle for this front-wheel-drive sedan is an excellent 34.1 feet.

The 2008 version I drove to Sonoma and back has a list price, with extra value package discount of $27,803. That price included a special technology package that contains leather seating and steering wheel cover, an excellent voice-activated DVD GPS navigation system that helped me find everyplace I wanted to go, a wonderful JBL 6-disc audio system with nine speakers and MP3/WMA capability, satellite radio setup and hands-free Bluetooth® phone operation.

There’s a handy backup camera (with a really irritating beep), proximity smart key and anti-theft systems, auto-dimming rear mirror with HomeLink and HID headlamps that gave perfect illumination, together with integrated fog lights. The same vehicle for 2009 goes for $29,364. There’s nothing more one could want on this car!

Like so many cars these days, Toyota equips this Prius with a proximity, pushbutton-start system. With the fob in hand, there’s no need to press buttons to unlock or lock the sedan; it’s very happy to do those maneuvers for the driver. As the driver approaches the car, the door automatically unlocks and it relocks as the key is located farther from the vehicle.

The cruise control system on the Prius works extremely well, even with undulating hills on the 101 and I-5. This sedan isn’t the best handler, thanks to its low resistance-rolling Goodyear Integrity P185/65 rubber on 15-inch six-spoke alloy rims. The tires aren’t noisy at all but they don’t inspire utmost confidence under heavy loads in a corner. (Nor were they meant to do so). The ride is so good that this petite driver needed only one relief stop in the 450+ mile return haul on Sunday night; that’s a first!

I love the visibility on the Prius, which has eight side windows (portholes front and rear on each side) and separated rear glass. A nice dose of privacy tint will keep the sunshine from ruining any perishables inside. The instrument panel at the header of the dash is so well illuminated that all information is easily visible day and night.

I especially enjoyed the steering wheel controls for the navigation system that allowed me to check consumption and return to the map without taking my hands from the wheel. The driver can also control heating, air conditioning and ventilation systems as well as audio. I used the CD player most of the way up and back and my sole wish is that it had random settings. The drivetrain is so very quiet that there’s no need to heavily boost audio volume.

The Prius has excellent luggage space under its covered hatch with a yawing 14.4 cubic feet available for added cargo acquired on this run. Rear seat room is ample for all but the largest of passengers, who are treated to their own central armrest, cupholders protruding from the rear of the central storage, together with pockets in the front seatbacks.

In closing, the Toyota Prius is a car for all seasons and all reasons – it’s really hard to hate, although some of its stuck-up drivers might be. Prius is not a wagon, but it can handle just about anything one might normally place in any other hatch. It has economy and ecology without compare and is a star in the marketplace. Who could ask for more?

© 2008 Anne Proffit

Motor Press Guild Track Days

Once a year, the Motor Press Guild holds its track days, an opportunity for accredited journalists to sample the next year’s legions of offerings from various auto manufacturers. This year, the event took place the end of October at Auto Club Speedway in Fontana, California. Until now, it occurred at Willow Springs Raceway in Rosamond, about as far from humanity as possible.

Because I’ve already driven quite a few of these cars on the street, I chose only to take out cars I’d never sampled, primarily on a driving course outside the track’s gates. The reason for this decision was the track itself – a Disneyesque 1.4-mile (or so) configuration within the 2-mile Auto Club oval that incorporated none of the banking on the big track. It was pretty much of a “solo” type of circuit, one I didn’t like much.

I started by taking a street drive in a bright yellow Lotus Elise. Surprised that nobody else was in the car, I finally realized I was one of the few who could actually fit inside. But not quite, as I’m really a bit too short to see over the steering wheel, so had to look to the side of it.

The Elise has zero creature comforts, unless you count its 189-horsepower 1.8-liter Toyota designed power mill. And its lovely, snicky 6-speed, close ratio manual transmission. Now that was comfort, as was the extremely direct steering box. I also loved the combo Lotus/Brembo brakes, especially with the large trucks that roam the area near the racetrack and don’t see small Lotus cars as they dart in and out. Sorry, guys – couldn’t help it!

Once I’d wiped the big-ass grin off my face, it was time to drive the Jetta GLI wagon, equipped with the gasoline 2.5-liter engine. I like it, especially when using the sport shift to power through the on-ramps. Wish they’d put some ballast in the back, though. It didn’t handle the twisties as well as I’d like, but it’s a nice little machine. If I were buying, though, I’d suck it up and get the diesel. Now that thing rocks! VW’s quality control was spot-on with this car. But it sure was a letdown after the Lotus.

General Motors has made some vast improvements to the wonderful Corvette convertible, which I last drove to the top of Pikes Peak in 2006. At that time, I wasn’t terribly impressed with the automatic transmission-equipped ‘Vette, but I sure am now. Just slip it into “S” mode and work the paddles for bug-in-the-teeth fun. The basic Corvette hauls home the bacon now, and it sizzles! Interior comfort is great and build quality is world class.

On to major disappointment. I climbed into the Acura TSX with 6-speed manual, expecting to enjoy it as much as I loved the old Integra and RSX. This four-door front-wheel-drive sedan is fraught with torque steer! Pound the pedal and the steering wheel jerks left – or right – with a mind of its own. The new Acura front grille is hideous and the interior feels cheap, even with the navigation system et al in place. It’s a yawner – at $32,820. What happened to the company that once built a Legend?

Okay, I’ll test a Honda Fit, I thought. With its five-speed manual and no added equipment giving this nicely redrawn 2009 five-door hatch a list of $15,220 including freight, I thought it might make me happier than did the Acura TSX from the same family tree. Even with steel wheels and wheel covers, a plain Jane interior and no options, the Fit just fits. It has minimal torque steer when mashed, goes ‘round corners like it owns them and has fine over-the-road manners, even in 30-mph-plus crosswinds experienced during this blustery, hot day.

By this time, I’d had enough of four-bangers so went with a car I already knew – just to have some fun. There’s nothing BUT fun from the Lexus IS F, the IS-series four-door, rear-wheel-drive sedan on 8-cylinder ‘roids. Tons of power, tons of torque, the ability to stop immediately without a nosebleed, turns corners in the flick of the wheel and, even with a 7-speed automatic transmission, downshifts using paddle or gearshift with a nice double-clutch whine when you’re hauling butt.

The IS F is nasty on the outside with its quadruple pipes and bulges here and there, but it’s so nice and technical on the inside. If you can’t find a comfortable position in this car, you haven’t got what it takes to drive it. Definitely one of my fave rides of the year.

When I first saw the Jaguar XF premium luxury sedan at the LA Auto Show last November, I thought it looked kinda bland. You know, Jag does a Buick? Well, now that I’ve had a chance to wheel this 300-horsepower meanie with its 4.2-liter V8 and 6-speed paddle-shift automatic, I think this new machine is worthy of the cat’s name.

Like most luxury or near-luxury cars these days, the Jaguar XF has a start/stop button. From there, it’s quite different: the gearshift is on the central tunnel is an upside down custard cup, which one just turns to access the necessary gear. Not a problem after the first time you get in the car, and the paddle shifts are crisp and delightful. Steering is excellent, brakes lack nothing and the only problem with this sedan is its cost. Got an extra $61,550 lying around? Spend it here and be happy.

By the time I’d finished with the Jaguar, the day was done, so I climbed into the Jeep Wrangler Sahara Unlimited and went to the hotel for dinner.

The next morning, I was waiting around when I realized the Infiniti FX50 S was available for flogging. I’ve always liked the looks of this vehicle and never had a chance to drive one, so off we went in the crossover. The Infiniti is very comfortable and very fast, but I’d bet you’ll pay at the pump, I’m sure. I still don’t see the rationale for vehicles of this type, but if you want a powerful, comfortable, well equipped crossover that may go off-road, here it is!

If a revived relic from the late 1960s is your cuppa, Dodge has a Challenger SRT8 for you! I just loved this wretched excess machine, from its nasty black exterior with shark-nose front air dam to its hood scoops, those totally identifiable lines that arch over the rear wheels and that very, very small rear window that aids rearward vision not one iota! But hey, it’s modern and this Dodge Challenger SRT8 has power galore, brakes up the wazoo and shitty, loose as a goose power steering. That’s the only thing the folks at SRT missed – the steering absolutely sucks! Even a shorty like me is comfortable in the Challenger SRT8, most certainly with accelerator pedal firmly planted.

Having addressed the urge for adrenaline, it was necessary to take a look at a real car that real people. That urge sent me to the Mazda6 four-door sedan, equipped with four-cylinder engine and six-speed manual transmission. It was the exact opposite of the poor Acura TSX, with no torque steer to speak of, yet sporty road manners. Although I don’t know the exact cost of this vehicle, I do know that Mazda hit the mark with the new 6: it’s handsome, has great acceleration, braking, steering and goes over the dips like a Citroen, which is high praise from me.

I kept glancing at a Hyundai five-door hatchback, like it was trying to rope me in and finally, I just could not resist. The Elantra Touring hatch is a bare-bones car, pretty much like the Fit, and it has cloth interior, sunroof, but also boasts alloy rims. The interior is nice enough, the ride is nice enough, the acceleration is capable.

I had only one problem: to be cool, Hyundai has these different colors for the LED audio display and I couldn’t see a darn thing in that window without stopping under an overpass to change channels. What on earth were they thinking? I like the feisty little 2-liter four-banger and the five-speed transmission. I like just about everything else on the car but the stupid too-cool LEDs. This is a very nice vehicle that will appeal to lots of folks but it’s not available yet! Stay tuned.

On the lot, I noticed a big Mercedes-Benz with all kinds of graphics on it. In this case, M-B is using its flagship S550 to cross the country, “Driven to Beat Cancer”. It’s got hood graphics on the white exterior by one of my favorite fashionistas, Karl Lagerfeld, and that was enough for me to take a spin. The S-class Mercedes-Benz is the pinnacle of excess, but not wretched excess. It’s an extremely comfortable, well detailed luxo-mobile, but you can drive it, and I’m grateful for that.

The interior quiet, calming and fully equipped. The multimedia interface isn’t a pain in the butt to operate – like BMW’s – and it was quick and easy to find the Sirius radio station I wanted to listen to. The S550 is powerful and handles well with its inherent bulk. Even if you’re not a Mercedes-Benz fan, you’ve got to like the fact that they perform all of these charitable endeavors, instead of just taking the money and wasting it on sports, like auto racing (tongue firmly in cheek).

I only drove a few cars on the Mickey Mouse track. One was the Mazda6, which acquitted itself nicely, a second was the Mazdaspeed3, which is one of the most fun cars out there that isn’t named MINI. The Speed3 (for the sake of simplicity) just flat out hauled around the circuit and, although I probably would have liked to have it with sandbags in the back to keep the rear end more stable, this front-wheel-drive, five-door hatchback is one car I’d place in my driveway.

Back to the street, it was time to take a ride in the Audi S5 coupe, which boasts the 4.2-liter engine and 6-speed manual transmission. There’s no real rationale for this car – it’s expensive, gets shitty mileage but man, it is so much fun. Try one, if you’ve got 60 large in your bank account. I sure wish Audi would bring this model with its turbodiesel and their PR guy tells me the smaller cars will get the diesel treatment in 2009 – more, please!

My grand finale was another Audi, but not just another Audi. I took the track drive in the Audi R8, which by any other name would be a Lamborghini, as they’re cut from the same cloth. Of course, the Audi is more refined, lacking Italianate genes for the skinning of its exterior, but it sure hauls butt. I can’t tell you the speeds I reached on the short chute that was intended to be a straightaway, because I was looking down the track at the next turn, like a proper driver.

The magical engine with its throaty roar, the gated shifter and the superb suspension of this Audi R8 make a better driver out of anybody – even me. When I play and win the lottery it’s No. 1 on my list.

Yeah, there were a ton of other cars out there but not enough time. And I had to get back to my home before the idiocy of “rush hour” set in. They closed the street tour at 2:30 and the track time ended at 3PM. Back to the Jeep we went – and got 20+ mpg on the way back. It’s all about that attention to what you’re doing, something that happens when you’re on a racetrack.

© 2008 Anne Proffit

BMW 128i

Much as I love BMW cars, I really think BMW missed the mark with the 128i coupe.

A machine that should have cost well under $30,000 nicely equipped keeps rising well above it in the 2009 version (which I didn’t drive). Although the fun factor is inherently present in this vehicle, going from a 2009 base price of $29.975 (including destination), it’s tough to keep this little two-door, rear-wheel-drive coupe from heading off into pricing lands it really shouldn’t visit.

Don’t get me wrong: this Bimmer is a wonderful little car. It is nut-and-bolted the BMW way, strong and sturdy as ever, and it has exceptional manners over the road. Equipped with a lovely 3-liter dual overhead cam, VANOS-equipped inline 6-cylinder engine that emits 230 horsepower at 6000 rpm and 200 lb-ft of torque at 2750, the 128i is running 2850 rpm when it hits 80 mph, en route to a 7000-rpm redline. The speedometer rolls to 160 mph. My car was equipped with a 6-speed manual that snicks easily through all forward gears but needs some help to access reverse.

The BMW 128i has good sizing for a category only it belongs to: 171.7 inches long, 56 inches tall and 68.8 inches wide, it rides on a 104.7-inch wheelbase that reduces overhang and enhances handling. It weighs a bit much for a four-seater (actually 2+2 in real life) at 3252 pounds and has a somewhat wide turning circle at 35.1 feet.

I’m thinking a four-cylinder – one that weighs less than this six and can produce about the same power with a supercharger – might have been a better choice, but BMW hasn’t brought its lovely four-bangers into the USA for way too long, moving upmarket and producing bigger cars as it has gone along. This coupe reminds me of the sweet little 318Ti, which was a market failure for BMW. I’m hoping, for their sake, that the 128i doesn’t meet the same fate.

To assist in active safety, BMW has allotted a full complement of alphabet soup driver aids like DSC (dynamic stability control), all wheel ABS (antilock brakes), BFC (brake force compensation, a start-off assistant, brake drying, brake stand-by and DBC (dynamic brake control, together with DTC (dynamic traction control).

The 2009 version of the Alpine white on black leatherette BMW 128i I drove has a list price of $32,675, $700 more than the 2008 version. It has the sport package that bumps the wheels up to five-spoke 17-inch alloys riding on Goodyear Eagle 205/50R tires at the front and 225/45R 18-inch rubber at the rear. There are great sport seats with adjustable lateral bolsters, two-way headrests and thigh support, sport suspension that adds a bit to the jarring ride over rough road and shadowline trim.

Beltline gray poplar wood trim is another option ($500) and it’s nice (because the balance of the interior is basic black), as are heated front seats at the same cost. BMW charges $400 for iPod and USB adapters in the center console, handy when the satellite radio hasn’t been activated. There’s also a spot to place a cell phone. The one-touch, two-way moonroof is standard equipment as are rain sensor wipers and auto headlights.

All seat controls are manual on this car and there is a height adjustment feature that requires a bit of wiggling to use. The dash is businesslike with black/white gauges directly in front of the driver. There is no temperature gauge and the start/stop operation is completed by pushbutton with fob inserted in the dash. The center stack is pretty straightforward with audio atop heating, air conditioning and ventilation controls, all bathed in readable LEDs. BMW still fits an ashtray and lighter, the latter usable for 12-volt functions.

Two rear passengers have a center divider between them for “stuff” and there is no third seatbelt, no rear cupholders, vents or storage. As one would expect from a coupe of this size, legroom is at a premium, better left to packages and very small passengers.

You’ve got to love the styling of this petite coupe, with its lack of overhang and crisp lines. The nose swoops forward aggressively and the tail has BMW’s signature bump, aiding the trunk’s usable space. BMW doesn’t disclose the trunk size, but I’m figuring somewhere in the neighborhood of 9-10 usable cubic feet. There are slight side sill and a small harelip on the decklid, while both front and rear airdam extensions are a bit on the bulbous side. It all integrates well.

This BMW 128i announces its appearance with a set of pipes at the rear that have an easy-to-like exhaust note. It is easy to like the mileage figures for this car, too: it is rated by the EPA at 18/28 from the 14-gallon tank and requires premium fuel. My mileage readings slightly exceeded those figures, using the trip computer that is standard on this coupe.

The BMW 128i is a nice enough coupe but it’s so close in size to the 3-Series coupe (just less than 9 inches shorter) that you’ve got to wonder the rationale for including it, especially at this price, in BMW’s US lineup. There is a convertible version available for those who like their sunshine on demand and larger, supercharged 3.5-liter versions of each incarnation, as well.

© 2008 Anne Proffit

2008 Kia Sorento EX 4x4

“It’s a little long in the tooth,” said my friend when I told him I’d be driving the 2008 Kia Sorento EX 4x4 while in Atlanta for the ALMS Petit Le Mans. Yeah, I agreed, but the only other solution was the 2009 Kia Borrego and it had a bigger engine and got worse fuel economy. With the Atlanta area suffering fuel shortages in hurricane season, I didn’t want to take any chances.

The choice turned out to be a good one. While the ’08 Sorento appears to be on its way out the door in favor of Borrego, it’s a good mid-sized sport-ute with enough space for five human beings and all of their luggage. Kia tells me it’s got 31.7 cubic feet of space behind the rear seats, but didn’t give a number for when those seats are folded, which I’d gather would more than double the seats-up total.

The Kia Sorento EX 4x4, as a mid-sized Stupid Useless Vehicle, is well positioned size-wise. It is 180.7 inches long, 71.3 inches high, 74.2 inches wide riding on a 106.7-inch wheelbase and holding 8.2-inches of ground clearance. Weighing in at a tidy 4290 pounds, it’s actually 1000 pounds lighter than the Subaru Tribeca I drove recently. And it looks better too.

Speaking of appearance, the Spicy Red Kia Sorento presents a solid demeanor and follows up with similar behavior. It has bland enough character lines to go unrecognized by law enforcement officers when traveling at 80 mph (all of 2600 rpm on a tach that redlines at 6500), but has a sophistication to its exterior that says “I cost more” than the price of $30,095 with all options taken into account.

The massive cladding that surrounds the bottom of the Kia Sorento EX 4x4 tells anyone this vehicle is ready to go off-road. It even traveled through a bit of red Georgia clay on my watch, seeking appropriate spots to park at Road Atlanta, and delivered itself adroitly from a gully when the operator made the error of not checking out the drainage ditch into which she had pulled to park on race day.

I did notice a little bit of wind noise, likely coming from the roof rails atop the vehicle, but little noise from the 3.8-liter 24-valve, V6 engine giving grand acceleration on that inevitable I-85 racetrack, not at all held back by the shiftable 5-speed automatic transmission. All of the 4WD controls were hidden at the header of the windshield, next to the lighting and sunroof controls – a strange place to put them – but at least one can change the manner of propulsion on the fly to low range.

This is a real truck, folks, with a full ladder frame and heavy-duty suspension, and it rides like a well-damped truck at that. It has power rack and pinion steering that seems a bit light sometimes (like so many trucks) and acceptable, but a bit grabby all-wheel ABS-equipped power disc brakes.

The 2008 Kia Sorento EX 4x4 has a well-developed chassis that rides on Michelin P245/70R 16-inch tires mounted on 5-spoke alloy rims. Might have liked larger rubber, but that would have meant different gearing, and what’s there works just fine.

Inside the five-seat cabin, Kia has outfitted the Sorento EX with all the airbags one could need: dual-stage front, driver’s knee and full-length side curtains. For active safety there’s electronic stability, traction control and tire pressure monitoring system, along with active front headrests.

The gray interior is nicely appointed and, with the luxury package fitted adds sunroof, leather, heated front seats, dual zone climate control, automatic headlamps (fogs are standard), premium 6-disc audio system, chrome outside door handles and full-time torque on demand 4WD. The only other option is a rear spoiler that will keep the hatch window clean, if nothing else. Unfortunately, there was no pre-wiring for satellite radio on this vehicle, which was the top of the Sorento line-up.

I did like the bi-level center storage, even though the 12V plug wasn’t inside; rather, it was at the base of the center stack which also has little drawers to hold one’s MP3 player, a necessity these days. For the rear passengers, of which I had zero, there was good legroom – I had a large friend sit back there and tell me so! – plus the requisite pull-down armrest with cupholders inside. Unfortunately, no air flow for the folks in the back, but at these prices, that’s understandable.

Rear vision is pretty good from the driver’s seat, with a plethora of windows around the cabin, bathed in a gentle privacy glass. The hatch area has its own cover (without extra charge) and a second 12V to enable use of camping gear, I’d suppose. There was no netting under the hatch but there were a few cubbies in the rear to catch items like wine bottles, always a travel necessity.

I did just under 275 miles over five days and this resulted in less than 3/4-tank usage from the Kia Sorento EX 4x4. The EPA rates this truck at 15/20 from the 21.1-gallon tank; I’m sure it can do that, if not better.

In closing, this is a good near-crossover ute with solid construction and very good materials inside and out. It’s easy to get into and out of, even if you’re very short, like this writer, and comfortable, too. Would I suggest it? Depends on the need, but it’s definitely worth taking a look.

© 2008 Anne Proffit