Awkwardly styled, the Sebring Convertible is the Pat Boone of automobiles – it hits the notes, but there’s no soul in its singing. The convertible does look slicker than the standard Sebring sedan and its hunchy shape, but the hood is still too short and the retractable hardtop’s roofline still doesn’t look quite right. Maybe it’s because of the high trunk out back? The roof looks like it was plopped on, Automoblox-style.

There are some angles where the Sebring looks good. Catch it in the right light, and all those strakes and character lines manipulate the reflections just so. It doesn’t happen often, but the right shading down that strong Chrysler family swage in the body side will have you exclaiming “wow, if you stand here, close one eye, and squint, it actually looks good. If you can ignore the strakes in the hood.”

Middle management pencil pushers will focus on the spec sheet and convince themselves that the Sebring offers much of what you can find in the BMW 3 series for a lot less. It makes its case on paper, initially. Standard four cylinder power can be upgraded to either a 2.7 liter or 3.5 liter V6, big alloy rims conceal four wheel disc brakes bolted to a four wheel independent suspension, an available MyGig system bundling navigation and multimedia together with a LCD in the dash, leather seating, power folding hardtop, it all sounds very nice, though the price can scrape high into the 30s.

Upon first setting eyes on the Sebring, the reaction to the price goes from a shrug to “are they on drugs?” In Chrysler’s defense, the good people at the Sterling Heights plant have solidly screwed all the pieces together, the Sebring Touring we tried was well-assembled. The fine construction job only goes so far when the pieces aren’t very good. While the outside has to deal with being generally ungainly, the interior is molded from plastic so cheap it’d make a milk jug blush. Door and dash panels are large swaths of injection molded cheapness. Surface textures are off-putting, and most everything is rock hard to the touch.

The Touring wore seats that were generally comfortable and attractive with two shades of leather and contrasting stitching. The dashboard’s design appears more disjointed in pictures than it comes off in practice, though the attempt to dress things up with featureless expanses of silver colored plastic again screams cheap. A redesign isn’t really what’s needed, just new molds that will impart some high quality surface finishes so the HVAC controls don’t have to float in limbo. It’s easy to sit back and call for millions of dollars in molds and materials upgrades, but that’s what this car needs.

Actually, the Sebring needs one last thing: new engines. We’re astounded you can even get a four cylinder in the Sebring, even the 2.7 liter V6 feels inadequate. Chrysler’s Phoenix engines are slated to hit the production stream for the 2010 model year, and we hope they’re as good as promised so the wheezing, braying sixes Chrysler now has can go to the grave.

It’s good at what it does; normal adults fit in all the seats, front and rear, and the trunk is nice and big, useful even when the top is down. Given the exterior size, the interior feels a little more intimate than you’d first expect, though, and the trunklid rises on very stiff struts yet has no grab handle, making closing difficult. The Touring comes well equipped and is solid on the road, but the price is unforgivable. Chrysler wants BMW money for the Sebring, but there’s a big difference between the two. The BMW drives with aplomb, while the Sebring drives like a bomb. Not entirely, but its limits are low, easily pushing the Turanzas into abuse territory and there’s not much feedback from the helm.

For a car that doesn’t purport to be sporty (never mind what Touring badging implies), the Sebring hits all the right notes to satisfy the likes of Michael Scott, and it will please the audience that’s always bought Chrysler convertibles. It is nice to have a convertible with a useable trunk, and the retractable hardtop makes it possible to have a no compromises closed car when the weather doesn’t support top-down motoring. It’s not a cracking good bargain, but choices are limited when it comes to commodious domestic-branded droptops, and for that, we can hope that the Sebring goes to finishing school and sticks around.

Click to view our original 2009 Chrysler Sebring Convertible Road Test photo gallery

Up until 2007 the Sequoia was considered a reliable sport utility, but not quite up to par or size with the full size segment leaders, the Chevrolet Suburban and Ford Expedition.   Starting off at a three-quarters scale disadvantage, Toyota knew they had to go bigger to angle for more sales from the full size segment.  Just as they did with the Tundra last year, the Sequoia is redesigned and up-sized going into 2008.  With a more aggressive front-end and a  5.7-liter 381-horsepower engine cherry picked from the new Tundra, Toyota has placed the Sequoia in an extremely competitive position relative to the also fresh Suburban and Expedition.  The big question: Is the new bruiser big enough to scare the other guys? The bigger question: If it is, did Toyota finally enter the super-hot SUV party just as it’s getting busted by high fuel prices?

From the moment you start up the optional 381-horsepower i-Force V8, it’s overly apparent there’s some serious muscle lurking under the hood. Lay into the accelerator and the brute force push from behind lends serious doubt that you are in fact driving a 17-foot long full-size sport utility. The exhaust note harks of Nissan’s 5.6-liter but with the smooth bravado of a DOHC Ford V8.  While only 1-inch short of an Expedition in total length the Sequoia is surprisingly small on the road, if only in feel.  It fits in a normal mall parking spot, navigates with a tight turning radius, and does not exhibit the normal light rear end feeling that many trucks and utilities in this segment can’t seem to get away from.  Between the fully independent rear suspension and the tourqy V8, we came away surprised just how livable Toyota has made the Sequoia.  The normal plus size awareness one must usually heed when driving any vehicle of this size has been beautifully engineered away.

On the exterior, Toyota must get credit for draping the visually aggressive exterior from the Tundra onto the Sequoia without bloat. Wimpy looks this monster does not have.  There are a few changes from the Tundra aside from the overall shape.  Chrome on the grill has been switched for paint and the faux vent on the front of the hood has been removed all together. The interior keeps the truck’s dash configuration but adds a more rich color palate and less black polished plastic around the radio.  A power flat fold third row seat is quick and easy to operate, complementing the available power open/close rear hatch nicely. Power hatches are common options on many vehicles these days but Toyota has taken it one step further by bringing a power retracting window into the mix as well.  We used the rear window quite a bit as warmer weather starts to penetrate New England this time of year.

On days the weather doesn’t work in your favor, as we also encountered,  the optional  four-wheel-drive system handles it all. With a half-foot of snow on the road, the Sequoia trudged through like the frozen road didn’t even exist. Stability control kept things strait and at lower speeds a lockable center differential firms up traction even more.  If you’re crazy, throw the transfer case in low and raise the air-suspension to its high level to gain an even greater advantage.

Again- not wanting to allow Chevy or Ford to have all the cake, Toyota took time with the Sequoia’s interior. Dual power front seats are large and comfortable. The second row is equally large and slides front to back giving the surprisingly spacious third row more leg-room as needed. Toyota claims the third row can fit three adults comfortably but we wouldn’t put more than two of our closest friends in the way back.  Even loaded up with a full bevy of adults, you can be rest-assured they will all have a place to bring along something to drink, with sixteen cup holders.  And if a 2:1 cup holder to passenger ratio wasn’t enough, many are large enough to fit a Nalgene bottle- a definite plus.

But besides all the flashy features, the bright spot on the Sequoia is the available 5.7-liter engine. It’s not standard, but if you absolutely need to tow something or are sadistic about fuel costs- this is your choice. 381-horsepower and 401-lb-ft of torque trump all the offerings from Ford, General Motors, or Nissan. As you might also guess- so does it’ s need for fuel. The EPA rates the Sequoia at 13-mpg in the city and 18 on the highway. During our 931-mile test we averaged just under 15-mpg.  For all the performance, those 931 miles set us back a cringe inducing $198 of regular unleaded. While not quite as tourqy, GM’s 6.0-liter with active fuel management reaches above 20-mpg with ease. In our example, driven a similar distance the GM would have only cost around $150 in gas. Over the course of a year this becomes a significant sum.  Toyota does offer an optional 4.7-liter V8, but with one less gear in the transmission (five versus six as found in our tester), the fuel economy on the highway drops to 16-mpg. Just something to make you go hmmmm.

By the end of our two-week stint we were really feeling this new Toyota. It offered plenty of space, great driving dynamics and rocket-like performance. While we are never one to turn away a monster engine, the thirst for octane may be too great for many people’s budget. Both the Expedition and Suburban fair better in fuel economy, which is quickly becoming a deal breaker as fuel prices threaten to continue their steep climb.  Is the Sequoia a better full-size? There is no doubt. Better than the current market leaders? Time will tell as personal choice is a hard thing to judge. We argue that the Sequoia has everything it takes to be the segment leader  and then some. However if fuel prices have any relation to sales figures, Toyota still has some catching up to do.

Conclusion:
All the right stuff to beat up all those pesky Suburban’s on luxury and performance but with a thirsty disadvantage.

Things we liked:
- Hello- 381 V8 horsepower!
- Power third row that is comfortable and folds flat
-Could tow your house

Could be better:
- Hello- 381 V8 horsepower!
- Hard plastics used in sections of interior
- Fit and finish not as detailed as GM interiors

View our original Road Test photo gallery of the 2008 Toyota Sequoia

It’s not like the Toyota Matrix and Pontiac Vibe have been hidden away from view at private boarding school.  No, these two have been out in prime time.  You may have noticed that when you squint they look an awful lot alike.  Sharing platforms is not a new idea in the automotive world.  Many of the vehicles on the road today share some sort of a basic structure with a similar vehicle under a sibling brand; for example the GMC Acadia, Saturn Outlook and Buick Enclave. This cost sharing strategy is always limited to brands within a single company, not multiple brands among top rivals. This makes the Vibe/Matrix duo a unique shared engineering example.  While Toyota and GM are an unlikely set of parents, we do know these mega-star offspring should have some seriously refined DNA.

The Pontiac Vibe and Toyota Matrix first entered the scene in 2003.  While never superstars, each became extremely appreciated and loved by their owners. A small hatchback with plenty of room, decent fuel mileage, and an economical price resonated with buyers.  As economic conditions today persist towards asinine in the US and fuel prices soar to $4 a gallon, we’d say it wouldn’t be risky to conclude the same recipe can only get more popular.  It only made sense to send the pair to finishing school in preparation for prime time. Intrigued by the duo and their new digs, we got a chance to pull the new 2009 Vibe aside for a few questions.

Most noticeably apparent in the makeover is that what started as a cute wagon is now an aggressively cut hatchback.  For any issues we’d ever had with the previous generation’s generic styling, the 09 model makes up for it and then some. Our Red Hot Metallic Vibe GT came rolling in on 18-inch machined aluminum rims, aggressive skirting, clear tail lens, and sporting a tasteful rear spoiler.  Sure the faux venting in front of the rear wheels may be a tad much but the overall look stays surprisingly clean and attractive.  There’s even a touch of femininity to the G8 inspired front fascia if you catch the right angle.  A sweeping side profile peaks in height along the front seats, drifting slightly downward towards the hatch.  By keeping the profile height moving, visual length created by four doors is kept in check. The overall look is kept neat, short, and compact. The low profile wheel and tires that come equipped on the GT are aggressive and look decidedly more detailed than one might expect on any vehicle at this price.  We’re impressed with the small touches, most noticeably the grill-style hatching in the headlights and real bolt-heads used in the rims.  Just a few years back, economical and stylish (let alone Pontiac and stylish) would have never gone hand in hand.

With the outside making no apologies for its clearly Pontiac-inspired face, the interior is of a less decisive origin. For many the Toyota sourced switch-gear, steering wheel, and climate controls mixed with a General Motors radio and rear view mirror will never get a second look. For the enthusiast it’s quite the head-scratcher.   A mix of GM and Toyota part used together in one interior is at first odd but work well enough together that it’s hard to knock the combination.  Our GT was equipped with OnStar,  Sunroof, XM radio, and avaliable Monsoon Stereo system.  Included below the gear selector is a switchable 115-volt ac outlet- ready to power your laptop, cell phone charger, or MP3 player on the road or in a parking lot.  During our nearly 850 miles driving the Vibe including one 6-hour stint to Cape Cod and back, only the seats stood out as potentially stiff for long drives. With that said- they were properly bolstered and during normal commutes owners should have no trouble.

It goes without saying the exterior and interior are giving us nothing but good vibes. Starting the engine and heading out on to the road, we found everything to be nicely in check. A Toyota sourced 2.4-liter four-cylinder engine lays down 158-horsepower through a 5-speed automatic.  This is the same top-level engine and transmission package from the venerable Toyota Corolla.  But even with all the refinement in style and accommodations, if a car can’t get your heart racing a bit on the road the package isn’t complete. We found extremely favorable manners in the Vibe. It handles corners precisely but a semi-numb electric steering boost does make it difficult to feel exactly what is going on up front.   The four-cylinder power plant isn’t exciting but offers more umph than its rating would suggest.  Even a little nudge off the line quickly explodes as variable cams switch over.  Four wheel disks offer strong grip and are effectively paired with traction and stability control for emergency maneuvers.

The most noteworthy characteristic of the Vibe is its merge of impressive fuel mileage and utility.  There are many low fuel consumption options popping up each model year but many come in sedan form. Configured as a four-door hatch, there’s an abundance of room in the Vibe for people, stuff, or a combination of the two.  The 2.4-liter paired with a 5-speed automatic earns an EPA rating of 29 miles to the gallon highway although we experienced 25.7mpg during our stint in highway and rural driving. Although we could have tried harder to get closer to the EPA rating, an even easier way to get increased fuel economy is base Vibe. It comes standard with a 1.8-liter engine rated at 32mpg on the highway and starts at just over $15k. That’s nearly 6-grand cheaper than our test example and easier on your wallet at the pump.
While we found a few things that we would have changed (hard plastic interior, uncomfortable seats), the as-tested price of $21,645 left smiles all around for this new iteration of a vehicle that owners have been praising for years. With fuel prices increasing and many of us refusing to give up the need to carry our stuff around, the 2009 Pontiac Vibe is without debate a surprising and refreshing option.  We liked it so much, It’s made my personal short list for vehicles I’m going to seriously consider when buying a new car this fall. How’s that for an endorsement?

Conclusion:
An impressively executed vehicle that melds the best from Toyota and General Motors into one useful, beautiful, economical,  and solid ride.

Click to view our original 2009 Pontiac Vibe GT Road Test photo gallery

Some of my first memories of Volvo include the commercial where a sedan is pushed off a building, slamming face first into the ground. The Volvo was trashed but the point was that the occupants would have been just fine, because Volvo was synonymous with safety. The link worked and to this day when someone asks me what the safest line of cars is, I point out Volvo as a good choice, but because they actually are- not that I bought the marketing hype. A main concern of a typical new American family, but often held to a lesser regard to people of my generation. It’s not that we don’t care about how safe a car is, but if it won’t get our hearts pumping at the same time- there’s just no point. Volvo, being obsessed with the safety image has recently made strides in the design and quality of their vehicles but until the C30, lacked a sporty disposition in any shape or form.

So, now in 2008, Volvo has really gotten their act together. The C30 represents an entry level car that the Volvo brand has needed for years. Starting at $22k it’s affordable for the segment the company is aiming for. It’s right in line with the GTI- a car that has done a great job positioning itself as not only cool, but extremely sporty for an obtainable price.  And although the C30 and GTI start in the same spot the idea is to funnel future buyers in completely different places. Volkswagen is a family marquee- Volvo is a luxury brand. Both V-dub and the Swedes hope their respective models entice younger buyers to end up staying in the brand once they need to move up in size.

In person, a look at the C30 and you can’t help but stare- even if for a second. Unmistakably a Volvo from front to back but very unlike any Volvo you’ve seen on the road before. It certainly sticks out. A fastback shape, signature Volvo tail lamps, and a slightly more sporty front fascia adaptation from the S40.  A large glass hatch dips down to the beltline presenting what some would call an odd appearance in the rump. Not odd in a bad way, more “hmm.. that’s interesting.”  Where the C30 is unmistakably svelte is in its profile.  Standing only 4.5-feet tall, the rear sloping back at such an angle, the wheels pushed far to each corner, you just get the feeling this is an automobile for someone who dreams of carving up a desolate mountain road.  Don’t let the Volvo badge fool you- those instincts are right. The “T5″ badge on the back is abstract, but if you didn’t know already stands for Turbocharged 5 cylinder. 18-inch low profiles on a compact?  Hmmm… indeed.

A quick jump into the driver’s seat sets an interesting tone.   Shapes you’ve never seen outside another Volvo flow from the outside in.  The interior’s main focal point is the waterfall dash.  Normally, being able to slide your hand behind the radio and heating controls means you’re a few pieces of plastic short of an interior, but in this Volvo it’s a fully intentional work of art. The slim controls gracefully flow from dash to center console in a smooth aluminum finish leaving room for a cell phone or other small item behind. Four symmetrical dials control audio and temperature. The dash pad is tastefully textured and soft to the touch. The seats are quite possibly the only disappointment we found in our non-leather C30 Version 2.0. Volvo’s T-Tec synthetic covering is meant to be a comfortable and wear/stain resistant leather substitute. Despite being comfortable and wear/stain resistant, it still feels like vinyl. A small grievance that is made up for in the rest of the interior.  Sliding the front seats forward gives you access to the rear.  The system is clumsy, as the folding lever pulls in an unnatural direction and resets the seat distance.  The good news is that all seats feature decent bolstering, gripping you tightly around the corners.  Staying firmly in place while driving a small hatch is a nice touch we appreciate.

So we’ve determined, stylistically at least, the C30 is extremely well executed.  All for naught however if you can’t flip it around a corner like a starving fruit fly. As mentioned, The T5 badge is the only hint on the whole car that you’re not just paying for a pretty face. Even upon firing the inline five there is no rush of noise or exhaust burble. At full throttle there’s not even a hint of the turbo.  Perhaps Volvo should have added, or at least offered, a more vocal option- but that’s just being picky. Line up for a corner and we could care less about the exhaust- the C30 is nimble. It’s obvious that the idea was to incorporate Volvo comfort with a connected and tossable feel.  We were skeptical, but after a week of tearing up New Hampshire back-roads we came away feeling as if they did a half decent job going far enough to satisfy the enthusiasts without becoming disconnected from the rest of the Volvo lineup. The one downfall is that to get that touch of complacency the rebound of the suspension is noticeable on frost-bubbled and bumpy routes. It’s loose enough that you feel like the car never quite settles down. Not bad, but not as perfect as the GTI or MazdaSpeed 3.

Touching into the throttle and a slow turbo-driven surge brings things up to speed quite nicely. The 6-speed manual is a great choice for this type of car but doesn’t have quite the finesse and accuracy we would prefer.  We do thank Volvo for at least offering a manual because a sport compact without one is most certainly missing something. Even with the performance you still get decent mileage. We averaged just shy of 20mpg with plenty of full throttle “testing.”

Conclusion:
A much needed injection of youth into the Volvo brand that may come up short for hardcore sport-compact enthusiasts but will excite the economical/safe crowd.

The Good:
- Low cut side profile that screams sport
- 227 horsepower turbo  5-cylinder with an impressive 90.8 hp per liter
- Stylish waterfall radio/HVAC surround
- Every safety feature you expect from a Volvo

Could be better:
- A suspension that sacrifices sport for comfort and in return feels unsettled
- Shifter linkage feels sloppy and numb
- Volvo calls the seat covering “T-Tec”- we call it “plastic”
- Sliding the front seats forward to access the rear means readjusting the driver’s seat. Not fun when you’re just getting out your backpack.

View our original 2008 Volvo C30 Road Test Photo Gallery