After buying a home earlier this year, it became apparent that while my wife’s Mazda Mazda6 can haul some things, it wasn’t suiting our needs quite right for bigger home projects, including landscaping and hauling firewood.  With that in mind, I went shopping for a pickup truck.  While a mid-sized pickup would suit our new needs, the fuel economy penalty is negligible when the smaller truck is equipped with a V6.  This limited the search to the Toyota Tundra, Nissan Titan, RAM 1500, GMC Sierra 1500, and Ford F-150.  The Titan didn’t have all the creature comforts I was looking for and the Tundra was in limited supply after the devastation in Japan earlier this year (so I couldn’t find one optioned out the way I liked).  That left the American truck makers, and while the Chevrolet Silverado is very similar to its twin, the GMC Sierra, I prefer the looks of the Sierra, so that dropped the potential truck pool to just three.

During my research, I drove several trucks from GMC and Ford, as well as a RAM 1500.  The RAM simply wasn’t quiet enough, even though it had the best ride of the three.  Now down to two, I borrowed a 2011 GMC Sierra from my friends at King Buick GMC and drove it for a few days.  It was a great experience, and gave me a taste of what my commuting life would be like behind the wheel of a full-size pickup truck.  The Sierra was sized just right, and fit into normal parking spaces.  It was missing the Bose stereo (which I listened to in another Sierra) and moonroof, two things I had put on my “must have” option list.

As a refresher, take a look at the review I wrote on the 2011 Ford F-150.

For this comparison, I used my experiences behind the wheel of each truck, and as usual, I’ve found something to like in each category about both trucks.  Let’s see how they stacked up:

Exterior: GMC Sierra

Yes, the new F-150 is a handsome truck, but the designers at GM really nailed the Sierra’s look.  It’s rugged, but refined, while the Ford more closely resembles a Tonka truck.  The dimensions of each truck just aren’t drastically different from each other, so this is a very subjective quality.  The big difference, though, is truck height.  Although Ford has stuck to a flat load floor, GM’s engineers gave their truck an actual transmission hump down the center of the cab’s floor.  This lowers the overall truck height by a few inches, making it easier to get in and out of.  The offset is that a flat load floor can be used to haul weather-sensitive objects such as big-screen TVs.

Interior: Ford F-150

This one is close.  While the faux light wood trim in the F-150 Lariat first turned me off, it has since grown on me, and has become a nice contrast to the black plastic and leather found elsewhere in the cab.  Meanwhile, the wood trim on the Sierra SLT is simply classy  The SLE trim level is completely different, missing the wood trim but still quite functional and more like a work truck.  Whereas GM’s designers have opted for an interior that looks more at home in a Tahoe or Suburban, Ford’s people have made the Expedition more like a truck on the inside.  With the 4.2″ LCD in the instrument cluster of the F-150, as well as SYNC and a better navigation system, the F-150 winds this part of the comparison.

Capacity/Capability: F-150

I probably won’t ever max out my F-150, in either hauling or towing.  That being said, Ford’s optional tailgate step and box side steps are a phenomenal addition to any full-size truck.  The tailgate step makes it really easy to get up into the truck bed, and the box side steps mean that anything that slid forward is easily retrieved.  On a side note, they’re probably my wife’s favorite feature – she loves showing off how easy it is for her to get up and into the bed, even though she’s only 5’3″ tall.  As a counterpoint, if you’re tall enough or don’t need to get into the bed that often, either truck will do.  The steps just give the F-150 the edge.  If you’re not going to tax either payload or towing capacity, you won’t miss out by picking the Sierra, so it becomes more of a personal preference.

Power Train: F-150

No big surprise here; the Sierra last had a redesign for the 2007 model year, and hasn’t seen any drivetrain improvements since then except the introduction of a 6-speed automatic.  The powertrain options in the GMC Sierra are more than adequate though, and the cylinder deactivation is a neat trick for saving fuel.  The current-generation F-150, however, was new for 2009, although it greatly resembles the 2004-2008 model, and is running on a similar platform.  The big news for the F-150 is the complete revamp of the engine lineup for 2011.  From a new base V6 to two new V8s, as well as the EcoBoost, the F-150 has this round wrapped up.  When comparing the trucks based on engine size, the 5.0-liter V8 from Ford is down on fuel economy by 1mpg in both city and highway driving (in 4×4 guise), but is up on power – 360/380 horsepower/torque compared to 315/335 hp/tq in the Sierra’s 5.3-liter V8.  If you opt for the EcoBoost V6 in the F-150, however, you match the Sierra’s fuel economy numbers for its 5.3-liter V8 in the city, but gain 1 mpg in highway driving, all the while besting its power, hauling and towing capabilities.  The EcoBoost engine in the F-150 is rated at 365 horsepower and 420 ft-lbs of torque.

Chassis/Suspension: F-150

In an interesting turn of events, my research shows that while the F-150 has a fully-boxed frame (read: stronger, more rigid), its bigger brothers, the F-250 and F-350, have C-channel-based underpinnings.  On the GM side of the fence, their Sierra 1500 has C-channels, while the Sierra 2500 and 3500 have fully-boxed frames.  Either way, the chassis and suspension on the F-150 are a notch above the Sierra’s, so they have a similar ride, but the Ford has more composed handling.  Neither truck could be confused with their grandfathers from the late 1990s.

Creature Comforts: F-150

SYNC is an awesome voice-activated system, and it’s tied into one of the easiest-to-use infotainment systems I’ve used.  The aforementioned 4.2″ LCD screen in the instrument cluster is also a big winner over the old, pixelated dashboard readouts.  The sound deadening on the Sierra was pretty good, but Ford’s engineers added an extra layer, and it’s whisper quiet in the F-150, even at 70mph (I read 73dB at 70mph on a decibel meter app on my iPhone, 75dB in the Sierra).  The F-150 wins by a good margin here.  I liked the radio in the Sierra because it allows for AM, FM and XM to be combined in one 6-preset block.  The optional Bose stereo sounds nice as well.

Overall Winner: 2011 Ford F-150

While Chevrolet’s Silverado Heavy Duty (HD) took the honors of Motor Trend’s Truck Of The Year (TOTY) for 2011, it’s no surprise why Ford’s F-150 has regained the crown for 2012.  The new engines have bumped the F-150′s capability to surpass that of GMC’s Sierra, and more importantly for a lot of owners, fuel economy too.  The GMC Sierra is a very attractive package though, with well thought out interior bits and a keen eye for the details.  With a refresh looming for 2013 or 2014 for the Chevrolet Silverado and GMC Sierra, I expect to be revisiting this subject in short order.

by John Suit

Thanks to Steve Francisco of King Buick GMC for the use of multiple 2011 GMC Sierras for this comparison and the review.

Related posts:

1. Review: 2011 GMC Sierra SLE
2. Review: 2011 Ford F-150 EcoBoost Lariat
3. Ford announces 2011 HD-Edition F-150 with 6.2-liter V8

While the body has stayed the same since the last review truck, meaning it’s still handsome, the drive train has gotten a huge upgrade, and this truck has a few more options on it.  For a refresher on last year’s truck, see my previous review.

Outside, the sheetmetal work is handsome, definitely muscular, and slightly Tonka-truckish.  While certain angles may make the F-150 appear small, it only appears so.  With a wheelbase of 145″ when equipped with the extended cab (SuperCab) and 6.5′ bed, its overall length is 19.25′ feet long – more than twice the length of a Smart ForTwo.  The F-150 is 97″ wide, just an inch and a half shy of the length of the Smart ForTwo.

Inside, the cabin is well-appointed, with a feature-rich steering wheel, the optional navigation system, SYNC, and for long-haul comfort, optional 10-way adjustable bucket leather seats featuring both heating and cooling.  The amount and design of controls at hand are well thought out, although temperature knobs for the dual-zone automatic climate control would be nice.  Furthermore, while there are a lot of plastic surfaces, they’re all nicely-grained.  A bit of debate over the 2010 F-150 Lariat surrounds the color of the plastic wood trim, which went from dark in the old truck to lighter in the new one.  At first, I thought it was a bit garish, but after spending some time behind the wheel, the light trim breaks up an otherwise dark feel.  The front arm rests and other often-touched areas have been thankfully covered in soft-touch rubberized plastics, while the hard-plastic window sill isn’t at all uncomfortable to rest your arm on, if the weather permits rolling down the windows.

One area in particular that has seen a great improvement over the 2010 model is the instrument cluster.  Whereas the previous model reminded you that you were driving a truck with chunky gauges, the 2011 model has blue-lit gauges with chrome bezels.  They wouldn’t be out of place in a luxury sedan, and really add a touch of class to a truck with an MSRP of over $45,000.  Ford has added its 4.2″ LCD to the instrument cluster of the 2011 F-150.  While the standard trip odometers and instantaneous fuel economy displays are present, the F-150 also includes a “Truck Apps” display, which shows yaw, pitch, steering angle and 4×4 status.  That, combined with the updated gauge cluster, present a higher-tech, more classy look.

For 2011, Ford has done to the F-150 what it did to the Mustang: completely revamped the engine options.  While the Mustang received new V6 and V8 engines, so has the F-150.  The four new engines include a 3.7-liter V6, 5.0-liter V8, EcoBoost 3.5-liter V6, and a 6.2-liter V8.  For the Lariat trim level, which I was in the market for, the 5.0-liter V8 is the base, with the EcoBoost being a $750 option.  Having experienced both engines in the F-150, I preferred the EcoBoost for its greater capability and superior fuel economy.  Ford’s torture test (and the results of that test) on a random EcoBoost also convinced me it had the chops to go the distance.  Check out the torture test’s web site for yourself – there’s some fun videos there.

For those of you new to EcoBoost, it’s Ford-speak for twin-turbocharged and direct-injected engines, which it expects to be at least optional on 80-90% of its offerings in a few years.  It gives the power of a V8, with better fuel economy.  In four-wheel drive F-150s, the EPA rates the 5.0-liter V8 at 14/19 city/highway, while the EcoBoost V6 achieves 15/21 city/highway, a boon if you spend a significant amount of time on the highway.

All the information on the EcoBoost means nothing without actually experiencing it from behind the wheel.  The EcoBoost-equipped F-150 has prodigious amounts of power and torque for any situation you may encounter, whether it’s an uphill freeway on ramp or passing a slower-moving vehicle.  Passengers have remarked to me that, “a truck just shouldn’t be this fast.”  Since the EcoBoost engine in the review vehicle wasn’t fully broken in yet, there was a small amount of turbo lag, where the turbochargers took a second or so to spool up before really adding power to the V6.  On a normal drive, you won’t ever notice the lag.  It’s not until you really mash the gas pedal that it shows up.  On the flip side, when cruising along at highway speeds, or even when coasting, the on-board computer will display a 22 to 24 MPG average, simply astounding for such a large vehicle with its boxy front end.  When the road gets curvy, you’ll want to be traveling at reasonable speeds, since the top-heavy F-150 isn’t going to carve corners like a low-slung sports car.  That being said, the truck’s handling is predictable, letting you know what’s going on at each corner.  Should you find yourself going into a corner too fast, the brakes are more than capable of slowing the truck down without any commotion – commendable for a front-heavy rear wheel drive vehicle.  Having actually had to panic stop in a corner, I can attest to the effectiveness of the brakes.  They won’t stop the F-150 like the brakes on a sports sedan, but they definitely aren’t a “push and pray” setup either.

Engine innovations aside, there are two options which come in quite handy on the F-150: box side steps and the tailgate step.  The tailgate step is available no matter which F-150 you’re looking at, but the box side steps are only available on 6.5′ and 8′ long beds.  Howie Long can make fun of them in GM’s truck commercials, they both come in handy for those of us less than 6′ tall.  The box side steps allow easy access to items in the front of the bed, while the tailgate step and grab handle make getting into and out of the bed safe and easy.  On the nice-to-have list is a bed liner, which the dealership did before I took delivery.  The spray-in bed liner is durable, and unlike a drop-in bed liner, won’t allow dirt and water to collect between it and the bed itself.

While a couple of days in the 2010 F-150 impressed me, in the two months I’ve owned my F-150, it has impressed me further.  A very compliant yet composed ride features no tire slap when driving over speed bumps.  The new electric power steering is dead on, giving good parking lot maneuvering, but weights up at highway speeds to aid in higher-speed stability.  It’s also quite communicative, letting the driver feel the truck’s traction and road surface imperfections very well, unlike a lot of the earlier electric steering systems.  Electric power steering is becoming popular in passenger cars and trucks, as it increases fuel economy and available power.  It works by replacing the hydraulic system (which uses engine power to boost driver input) with an electric motor (which uses the truck’s existing electrical system).

Ford has equipped all 2011 F-150s with its SelectShift 6-speed automatic, which features manual operation and a Tow/Haul mode.  The former is operated by a toggle switch on the side of the gear shift lever, which when in Drive, allows the driver to lock out the upper gears.  It’s particularly helpful when going downhill because the driver can use the engine to keep the truck’s speed in check.  When you put the truck in “M,” the toggle button allows the driver to select which of the 6 gears to use, which can be useful in the snow or off road.  Tow/Haul mode, enabled by pressing a button also located on the side of the gear shift lever, holds lower gears to keep the engine in its power band, and also downshifts on downhill grades to keep road speeds down.  The transmission is the only real source of complaint I have with the F-150.  When the transmission is cold, and even a few times when warm, shifts can be less than smooth.  While not completely jarring, it can be unnerving.  Follow my Owner’s Log reports on my F-150, in case the transmission becomes problematic, although reports on the various F-150 forums haven’t seen any major issues with it.

In the amenities department, the subject of this review has a few more goodies than the one I previously reviewed.  The 700-watt Sony audio system still impresses (even though its speakers took a good 1,000 miles to break in), but the optional navigation system is very intuitive, making it easy to use.  It’s the same unit found in the 2009 Lincoln MKS that I owned briefly, so I was already familiar with how it works.  Other differences between the last truck and this one include the generously-sized moonroof and the extended cab versus full-sized cab.  Ford calls it a SuperCab, whereas the full-sized cab is a SuperCrew.

Both cab lengths feature four doors, but the SuperCrew has four regular doors, while the SuperCab features front-opening “suicide” doors.  Equipped with the SuperCab, this truck has the 6.5′ bed, so while its overall length is quite close to that of a SuperCrew with 5.5′ bed, the bed itself is a foot longer to hold longer objects.  The SuperCrew Lariat F-150 is also available with a 6.5′ bed, but the resulting wheelbase and overall length mean it won’t fit in standard-sized garages or parking spots.  To aid in parking and trailering, Ford offers a backup camera, either mounted in the rear view mirror, or as in this truck, in the 8″ touch screen, which also displays navigation and climate control information.  While it’s available on other Ford vehicles, with the F-150, a black dotted line is displayed over the center of the rear view to help drivers line up with trailers.

On trucks not equipped with the oh-so-handy backup camera, the generously-sized side mirrors do a great job of pointing out objects on both sides of the F-150, with a built-in blind spot mirror on the driver’s side.  When parallel parking, they are big enough to easily show the curb, making it quite easy to place the truck in a parking spot.  Also, backup sensors can be equipped, with or without the backup camera, which also help, mostly in bringing the driver’s attention to smaller objects directly behind the truck.

With the option list almost fully-checked on this F-150, it’s easier to list what’s not on the truck: the Lariat Chrome Package, Max Payload Package and Max Towing Package.  Without the Chrome Package’s 20″ wheels and Pirelli Scorpion tires, the ride is a little softer, and from the research I’ve done, will handle driving in snow better.  The Max Tow package adds towing mirrors and a somewhat different suspension setup, easier to haul heavier trailers.  The Max Payload package adds stiffer leaf springs, adding almost 1,000 lbs to the payload capacity.

Conclusion:

Ford has a hit on its hands with the 2011 F-150.  Great power, decent fuel economy, and a laundry list of both functional and luxury options give it a winning combination.  If there’s anything to complain about, it’s the transmission, as I mentioned above, but nothing that I’ve seen so far has required a dealership visit.  With somewhere north of 650,000 different combinations, excluding paint color, there’s an F-150 out there for anyone who needs or wants a pickup truck, and with the engine options Ford has made for 2011, it’s got less of a penalty at the gas pump to boot!

Competitors: Chevrolet Silverado 1500, Dodge Ram 1500, GMC Sierra 1500, Nissan Titan, Toyota Tundra

As-Tested:

Year: 2011
Make: Ford
Model: F-150 4×4 SuperCab Lariat EcoBoost

EPA Fuel Mileage: 15/21 City/Highway

Base Price: $37,765

Options:

$750: EcoBoost 3.5-liter V6 (twin-turbo, direct injection)
$350: 3.55 Ratio Limited-Slip Axle
$2,495: Sony Navigation Radio (includes 10-speaker Sony audio system)
$995: Power Moonroof
$950: Lariat Plus Package (includes universal garage door opener, remote start, rear view camera, reverse sensing system)
$325: Box Side Steps
$375: Tailgate Step
$230: Trailer Brake Controller
$975: Heated/Cooled Front Seats
$1,420: Lariat Chrome Package (angular step bar, chrome power heated side mirrors)

Total: $45,210

Destination: $995
Lariat Premium Discount: -$1,000

As-Tested Price: $45,205

Post-purchase modifications: $475: Black 6″ running boards; $699: Vortex spray-in bed liner.  Total Price: $46,379.

Ford has an online Window Sticker viewer.  Click here to view the Window Sticker for the actual test vehicle.

by John Suit

Related posts:

1. Owner’s Log: 2011 Ford F-150 Lariat (10/2011 – 1/2012)
2. Review: 2011 GMC Sierra SLE
3. 2011 Ford F-150 Followup – 20% Increase in Fuel Economy?

For several decades, Ford, Dodge and GM have been battling, all trying to one-up each other on the toughness and power of their trucks.  Ford has it’s F-Series trucks, Dodge (now RAM) has its 1500s, and GM has its Chevrolet Silverado and GMC Sierra.  With each generation, the manufacturers build in more payload and towing capacity, more powerful engines, more creature comforts and more refinement.  The latter two on that list might seem nonsensical, but since more people are (or were, pre-economic fallout) buying trucks for recreation instead of for work, the makers wanted to capitalize on that, with expensive options and enough trim levels to give you a headache.

In that evolutionary vein, the progression from a truck I used to own to the subject of this review is astounding.  I had a 1997 Chevrolet K1500, but today’s trucks simply blow the old ones out of the water.  More power, more capability and better fuel economy are just the starters.  Enough waxing nostalgic though, let’s see what the 2011 GMC Sierra SLE is all about!

While GM’s latest truck platform was introduced in 2006 as a 2007 model, making it the oldest of the three major truck platforms, it’s aged gracefully.  Its platform, code-named GMT900, is built solidly, with handsome sheet metal and a well-designed interior.

For just under $41,000, you get the Sierra SLE Crew Cab, with a 5.5′ bed, the Power Tech package, Convenience Package, and the Chrome Essentials package.  The Power Tech package is centered around the 5.3-liter V8 and heavy-duty towing equipment, while the Convenience Package adds remote start and dual-zone automatic climate control, among other niceties.  The Chrome Essentials gives you chrome bumpers, mirror caps and wheels, which went very well with the Stealth Gray metallic paint on my tester.

With a base price of just over $35,000 for the SLE trim level and almost $5,000 in options, plus $995 destination, the total MSRP was $40,795.  As it sat, my tester represented a good mix of options, with a good dose of useful features but nothing frivolous – a truck suited to both work and play.  If I were buying a Sierra, the biggest extras I’d tack on would be the Bose stereo and moonroof.

Truck exteriors have evolved since the mid-1990′s, from boxy to round, and now back to squared off, blocky designs.  While the Chevrolet Silverado and GMC Sierra share a lot of body panels, the Sierra seems to somehow have a more refined and cohesive look to it.  The raked windshield and rounded-off fender flares hide some of the bulk of the truck, and the head-turns I got while driving it in the DC Metro area confirmed its attractiveness.

Moving into the cab, the driver’s seating position is commanding, with all of the controls close at hand.  Climate controls are smartly disconnected from the audio system, unlike a lot of vehicles I’ve been in recently.  The steering wheel controls are sized right for bare or gloved hands, and even weeks after driving the Sierra, I’m still talking about the steering wheel-mounted audio controls.  They are in such a perfect position that when your right elbow is resting on the center console as you drive, the tips of your fingers can reach up and adjust the audio settings without having to move at all!  I give GM a thumbs-up for this design, as the audio controls are second only to the turn signal stalk in my frequency-of-use.

GM also gets an attaboy for allowing presets to mix bands.  You get 36 presets, in blocks of six, but instead of the usual band-centric preset blocks, you can have one block of six presets with stations on AM, FM and XM.  If you only have a couple of favorite stations from each band, you no longer have to scroll through your preset blocks to get to a specific station – just mix it in with your other favorites.

Now for the not-so-good news.  While GM offers Bluetooth technology in the Sierra, it’s a bit kludgy in use.  Pairing my iPhone with the Sierra wasn’t too difficult, once I’d watched a video on it, but trying to make phone calls was distracting, to say the least.  Incoming calls, on the other hand, were easy to answer, and callers said the audio quality was very clear.

Looking around the cab of the truck, the surfaces were plastic, as expected, but instead of a cheap or low-rent feeling, the Sierra uses some very nice materials.  A lot of automakers are using continuously less-expensive plastics in their newer vehicles, but GM opted to go the other way.  It’s a very nice touch, and makes it easier to swallow the $40k-plus you’ll be asked to spend on a well-equipped truck these days.

The seats in the Sierra are quite comfortable, with plenty of cushion.  At 5’8″, I found it easy to find a good seating position in the six-way adjustable leather seats.  If the SLE’s seats don’t fit you, there are 10-way adjustable seats found in other option packages and trim levels.  For passengers, since my tester was a crew cab, the back seat had plenty of room – at least as much as the front seats, if not more.  The only issue with the Sierra’s back seat is the transmission tunnel, which intrudes into the center of the rear area.  This prevents the truck from having a completely flat load floor, which GM most likely did to keep the overall height of the truck down.  While this helps with ingress and egress, I’d rather be able to keep larger items protected from the elements.

Once on the road, you’ll find a fairly-well composed ride, albeit with hints of wiggle and tire slap when traversing less-than-perfect road surfaces.  Aside from this one hickup, the Sierra drove well.  Steering feel is commendable for such a large vehicle, as are the brakes on the Sierra.

This leaves the acceleration from the 5.3-liter V8 found in the Power Tech package.  While adequate, the engine left me wanting for more power.   The EPA certified the GMC Sierra at 15 city and 20 highway when equipped with the aforementioned V8, which is the mid-range engine in the Sierra lineup.  The transmission and throttle programming GM used to gain those good-for-a-truck fuel economy numbers meant that keeping up with traffic was just fine, but anything resembling a hurry took a deep stab at the gas pedal to be completed.  In addition to computer programming, GM’s 5.3-liter V8 has a cylinder deactivation feature called “MDS,” which is GM-speak for Multiple Displacement System.  In layman’s terms, the V8 runs on only four cylinders, effectively running as a four-cylinder engine.  This happens when only light gas pedal pressure is used, meaning a leisurely pace or flat highways are about the only circumstances where you’ll see the feature’s effect on your MPGs.  The information display in the instrument cluster has an instantaneous MPG readout, which also displays the number of cylinders the V8 is using – useful for efficiency-conscious drivers.

In all, the GMC Sierra provides a lot of utility for those willing to trade a little bit of ride comfort and fuel economy.  If you’re going to be hauling stuff more than people, opt for an extended cab with a 6.5′ bed.  While the 6.5′ bed can be had with the crew cab, it makes for an even longer truck, which can be hard to fit into regularly-sized parking spots.  On the other hand, if people and comfort are your priorities, with infrequent hauling or towing required, get the crew cab SLT model, which more closely resembles the currently-available family sedans on the market, and includes a fair amount of luxury features as well.  Either way, you’ll be a happy truck driver.  Trucks have come a long way in the last ten to fifteen years, adding creature comforts, ride and handling Americans are used to seeing in the mid-sized sedan segment.  From base work trucks to luxotrucks, the Sierra provides a trim and package level for just about anyone in the market for a new truck.

Competitors: Acura TL, Acura TSX, BMW 3-Series, Buick LaCrosse, Chevrolet Malibu, Ford Fusion, Honda Accord, Hyundai Azera, Hyundai Sonata, Infiniti G37 Sedan, Mazda Mazda6, Saab 9-3, Subaru Legacy, Volkswagen Passat, Volvo S60

As-Tested:
Year: 2011
Make: GMC
Model: Sierra SLE

EPA Fuel Mileage: 15/20 City/Highway

Base Price: $35,955

Options:

$2,820: Power Tech Package (discounted to $1,500; includes 5.3-liter V8, Bluetooth, 6-way driver’s seat, dual-zone automatic climate control, max trailering, etc.)
$1,450: Chrome Essentials Package (includes 18″ chrome wheels, polished exhaust tip, chrome mirror caps, chrome door handles)

Total: $38,725

Destination: $995

As-Tested Price: $39,720

by John Suit

Thanks to Steve Fransisco of King Buick GMC for providing the test vehicle.

Related posts:

1. Comparison Test: 2011 GMC Sierra vs Ford F-150
2. Review: 2011 Ford F-150 EcoBoost Lariat
3. Review: 2010 Ford F-150

by John Suit

Source: AllThingsD.com

Related posts:

1. Ford Sync 2.0, er MyFord Touch
2. Redesigned: 2011 Ford Edge
3. Detroit Reveal: 2011 Lincoln MKX

For many years, the Nissan Maxima has been marketed as the 4-Door Sports Car (4DSC).  It’s been offered with a manual transmission, plenty of power and great handling.  It came with everything you’d expect from a sports car, but with two extra doors and a proper trunk.  In 2004, Maxima fans balked at how big their sporting sedan had gotten, even though it was built with Nissan’s corporate V6, the “VQ” and a manual transmission.  They got even more upset in 2007, when the manual transmission was ditched in favor a Continuously Variable Transmission, or CVT.

That last statement may have you scratching your head and asking what a CVT is, so I’ll give a quick explanation.  A Continuously Variable Transmission replaces the standard gears in an automatic or manual transmission with a pair of pulleys and a belt that rides between them.  Split vertically, these pulleys feature a deep “V” shape to them, which the belt rides in.  By changing the depth of the “V”, the CVT gets its gear ratios. (for a great article on CVTs, head over to HowStuffWorks.com).  What this leads to is  faster and very smooth acceleration, gentler overall operation and increased fuel efficiency.

Nissan, finally returning to the 4DSC roots of the Maxima, redesigned the car for 2009.  With the new model comes a slight increase in weight and slightly smaller exterior dimensions.  It also comes with the addition of more power, better handling and a driver-oriented “cockpit”-style interior.  The weight increase can be attributed to the new European pedestrian safety laws, which have affected nearly every automaker, as they change the front ends of their vehicles to be safer in pedestrian collisions.  The extra pounds are also explained by the added standard and optional features found in the Maxima.  While it’s a rare sight to see a new car be smaller than its predecessor, the Maxima succeeds in that regard, compared to the 2004-2008 model it replaces.

When viewing the Maxima, it’s best to take in all the surfaces.  The front end evokes mental images of Aston Martin’s current offerings, while the rear fenders seem to be taken from Ferrari.  The entire body has an hourglass figure to it, letting the front and rear fenders flare out from a somewhat thinner midsection – the passenger cabin.  Besides the two side rails, which run from the base of the windshield to the trunk, there is no metal on the Maxima’s roof.  It’s merely five pieces of glass, all of which come together to make up the dual panel moonroof/sunroof that has become popular for higher-end vehicles, including crossovers and some SUVs.  High-intensity (HID) headlights and LED taillights round out the Maxima’s exterior, the former becoming main stream, the latter just starting to appear as factory equipment on some vehicles.  The LED, or Light-Emitting Diode, has been around for many years, but has recently seen use in new cars and trucks, as a longer-lasting taillamp, and in some cases, headlights as well.  LEDs typically outlast traditional bulbs by a factor of 10, which means that they don’t need replacing nearly as often.

Listed as an entry-level luxury sedan, the Maxima has features you’d expect of it, such as keyless entry and push-button start, and with that comes a button on the driver and passenger door handles to unlock them.  Sliding into the driver’s seat, you’ll notice a fair amount of depth to the seat – the side bolsters work hard to keep you firmly planted in the bucket seat.  Looking around, all the seats are buckets, even though the rear seat is supposed to seat 3.  I’d say a small child could sit there, but no adult will be happy riding in the middle seat for very long.  Rear passengers have a decent, if not commodious amount of headroom, which is somewhat limited because of the coupe-like design of the roof.  Leg and hip room are about average for a mid-sized car, but larger passengers definitely won’t be as comfortable, given the sporty seats.  On long drives, a driver who is wide in the shoulders will notice that the side bolster on the right wants to cut into his or her shoulder, and because of their firmness, the seats can become tiresome, leading to fidgety driver and passenger.  The front seats are both power operated, with plenty of adjustability, including a manual thigh extension for the driver.

Back up front, the center stack looks like it was ripped directly from the Infiniti G37, and it was.  The recessed and hooded navigation screen sits above the controls for the audio and navigation, and further down, the climate controls.  There’s a nice flow to this design, one that Honda could learn a lot from.  My only gripe with this area of the dash is that the volume knob and driver’s temperature control knob are lined up vertically and are the same size, shape and feel.  They are a few inches apart, and after a few drives, I no longer reach for the wrong one.  The steering wheel is comfortable, wrapped in leather, and the up and down-shift paddles mounted on the steering column are easy to use as well.  Given this car’s sporty premise, it’s no surprise to see the paddles, but the gear shift lever also features a manual mode.  Regardless of how you operate it, the CVT only approximates the 6 gears it lets you control.  Drivers have actually found that driving in standard “D” mode is the fastest, but using the gear shift lever or paddles to control the transmission has a better seat-of-the-pants feel.

Overall, the fit and finish and material quality in the cabin of the Maxima is very good.  Hard plastics are used sparingly, and the soft touch materials all have a pleasant texture to them.  The designers also used wood veneers in certain areas, complementing the black leather very well, although it shows all dust and dirt, and seems to be a magnet for it!  The steering wheel-mounted controls, which include the voice-activated navigation and audio, are easy to use and are different in shape and texture, making it easy to use them at night and without looking.  The arm rest on the center console is a bit too firm, leading to fatigue during a long drive.  If Nissan had added another quarter-inch or so of padding underneath its leather, the arm rest would be quite comfortable.

It’s 2010, and while some manufacturers (I’m looking at you, Mazda) refuse to wake up and add decent infotainment packages to their offerings, Nissan has embraced the MP3 player, giving owners the flexibility to plug darn near any USB drive or music device into their Maxima.  They went so far as to include the USB port, an auxiliary input (1/4″) jack, and the red/yellow/white ports for RCA connectors.  When in Park with the parking brake engaged, you can watch DVDs on the 7″ touchscreen used for the navigation, or video off of the RCA connectors, which is a nice touch I haven’t seen in too many places.  Nissan’s infotainment system is a looker, too.  It makes full use of its color range, showing some nice graphics on the screen, depending on which mode it’s in (Satellite Radio, iPod, AM/FM, CD, etc.).

Speaking of the navigation system, it works decently, but is not nearly as good as Ford’s SYNC.  The map display, however, is better.  It uses a less-muted color scheme than the SYNC system, and has some 3D representations of landmarks.  Regardless of its look, most drivers care about its ability to help you navigate unfamiliar areas, and in this regard, it falters.  The system is slow to recalculate if you miss a turn, and in some cases has required me to re-input my destination in order to get it to recalculate.  The menu-driven interface is fairly intuitive, but for certain functions, a thorough scanning of all the menus is required.  If you’ve already got a handheld GPS navigation system and don’t care too much about the other features in the Tech package (namely, Bluetooth audio, DVD playback and XM NavTraffic features), go ahead and get the Monitor package, which includes the rear-view camera, 7″ touch screen, and USB port.

The rear view camera on the Maxima is a standout feature for technology lovers.  It is crisp, clear, and provides both a green/yellow/red delineator for distance, but also takes steering input and shows where the car is heading.  This is greatly helpful for parallel parking so you don’t run into the curb with the 18″ painted wheels, leading to an expensive repair.  The auto-tilt side mirrors help in this regard also, tilting down when the car is put into reverse for a better view at whatever is next to and below you.

All this talk, and we haven’t even driven the Maxima yet?  True, but the car is packed with goodies, and the window sticker almost requires supplements!  Putting your foot on the brake pedal and pushing the Engine Start button brings the dashboard to life, turns on the infotainment system, and after a few seconds, fires up the 3.5-liter 6-cylinder powerplant.  Good for 290 horsepower, the Maxima has a leg up on some of its competition, and coupled to the CVT, gets better fuel mileage too.  The engine comes to life with a throaty snarl, another clue to its sporting side, and settles down quickly into a quiet idle.  Getting out onto the road, one of the first things you notice is a lack of gear changing, because of the CVT.  When you press on the gas pedal, the car simply starts accelerating, with no fuss.  While cruising, a stab of the accelerator leads to a bark from the exhaust, followed by almost instantaneous acceleration.  Since the transmission doesn’t need to shift, the car’s drivetrain is quite responsive.  When using Sport or Manual modes on the transmission, its responses seem even faster.

The transmission makes for a more engaging drive, but how does it like going around corners?  It’s supposed to be a sports car, remember?  Well, it won’t disappoint in that regards, unless you’re used to driving a rear-wheel drive sports car.  Given that the front wheels are driven in the Maxima, it’s not going to handle as well as a BMW at the limit, but it will hang with most of its competitors.  The Maxima’s handling can be described as competent, even above average.  Driving through corners at high rates of speed, the suspension is forgiving, letting drivers who are getting beyond their skill level know that what they’re doing won’t end well, and the tires and traction control system help in this regard.  If you try to over-drive the car, it will step in and help you out, and the tires will give an audible clue as to what’s going on at road level.  Steering is fairly communicative, working with the suspension to let you know about 90% of the bumps in the road surface, but without being too harsh over expansion joints and bigger disruptions.  Should all this fun need to come to a quick halt, the Maxima’s got you covered, with very responsive brakes, another nod to its sporty intentions.

Since it’s a sedan, you’d expect a decent-sized trunk as well, and you definitely won’t be disappointed.  The large trunk opening makes all that space easy to access, even though you won’t be folding the rear seats down in any “SV” model Maxima, since it eschews the 60/40 split fold-down rear seats for a small pass-through and fixed rear seats.  Still, enough room for your groceries, golf bags, or whatever luggage you might need for a week-long vacation.

Conclusion:

So what did I think of the Maxima?  I don’t think it qualifies as a sports car, with both front wheel drive and the CVT.  I think the 4DSC moniker that Nissan has given it is misleading, and the car should be re-designated 4-Door Sporting Car.  Close, I know, but here’s why.  The Maxima has the power, seats, controls, steering, suspension and brakes of a sports car, but its transmission, tires and being front-wheel drive scream “family sedan.”  I know that some of you will disagree with me, and that’s ok.  If Nissan were to at least go back to a rear-wheel drive platform, they might have an easier time getting people to believe the Maxima is a sports car, but then it would compete even more directly with their own Infiniti G37 sedans, and that makes no sense.  If and until that day happens, the Maxima will go on, selling enough to keep itself viable, but serving a niche market who like it for what it is: a sporting car with room for 4 or 5 people and enough bells and whistles to keep you busy for a while.  It also makes a cheaper alternative for those looking at the Infiniti G37 sedan.

Competitors: Acura TL, Acura TSX, BMW 3-Series, Buick LaCrosse, Chevrolet Malibu, Ford Fusion, Honda Accord, Hyundai Azera, Hyundai Sonata, Infiniti G37 Sedan, Mazda Mazda6, Saab 9-3, Subaru Legacy, Volkswagen Passat, Volvo S60

As-Tested:
Year: 2010
Make: Nissan
Model: Maxima SV w/Premium Package

EPA Fuel Mileage: 18/26 City/Highway

Base Price: $36,640

Options:

$1,840: Premium + Tech Package (Hard Drive, Nav, 7″ Touch Screen, XM NavTraffic, XM NavWeather, Zagat Survey, BlueTooth, DVD Playback)
$180: Carpeted Floor Mats (2 Front, 2 Rear, 1 Trunk)

Total: $38,670

Destination: $750

As-Tested Price: $39,420

Gallery:

by John Suit

Related posts:

1. Owner’s Log: Service Visit for 2010 Nissan Maxima
2. Owner’s Log: 2010 Nissan Maxima, Update 5
3. Owner’s Log: 2010 Nissan Maxima, Update 6 (Final)

The Flex is a long vehicle.  Its shorter height makes it look even longer.  Its overall shape can be compared to the Mini Cooper, albeit much larger.  It’s also reminiscent of the “woodies” from the 1940s and ’50s, with boxy lines and the sculpting on the doors.  The front end features the Ford corporate grille, which consists of 3 horizontal chrome bars, and with the wide and flat hood, gives the Flex a snub-nose look, which I find attractive.  The lines on the Flex are mostly straight, which works with this body style, and any curves other than the wheel wells would break up the paradigm Ford’s designers were going for.  While driving the Flex, I found that its looks were polarizing.  Passers-by either loved it, or hated it.

Continuing the retro but modern design on the interior, Ford fitted the Flex with modern gauges, controls, materials, but used a retro pattern on the seats.  A comfortable place to sit, the driver’s seat featured 6 ways of power adjustments, including forward/backward, up/down, and seat cushion angle.  Lumbar support adjustments are accomplished by turning a knob on the side of the seat, and the seat back’s angle is controlled by a lever which provides plenty of available angles.  The driver’s seat can be raised or lowered a good amount, which leaves plenty of head and leg room for taller drivers or people who want to sit higher.  The steering wheel was disappointing though, with only tilt and no telescope.  Another missing feature on the tester, but an option on SEL and Limited trim levels, is adjustable pedals.

The rest of the interior is nicely done, with a lot of soft touch plastics, mixed in with harder plastics for controls and surfaces which might take more abuse.  The gauges and controls all feature “Ice Blue” lighting, which is nice to look at but can be distracting at night.  There are more buttons on the dashboard than expected, but thankfully the audio and HVAC knobs are big and easy to reach.  The knobs also feature good detents for positive feedback when driving, so you know exactly how far you turned up the radio without having to look over at the display.  The gauges are easy to read as well, although the speedometer only has markings every 20 MPH.  If the lighting is too bright, you can use a dimmer switch to tone down all the interior lighting.  Moving to the back seat, there is a huge amount of leg room and deep cushions for passengers, but the standard 3rd row is strictly for children.

The third row seat limits the cargo area, a disappointment that is somewhat mitigated by the fold-flat seats, and points to the Flex as more of a people hauler than a cargo hauler.  Albeit small, the cargo area is easily accessed, only requiring a slight pull on the liftgate before the struts take over and lift it the rest of the way.  If you fill up the cargo area, there’s plenty of room to put bags or other detritus between the first and second row of seats.

For your listening pleasure, the Ford Flex features a 6-speaker audio system tied into the optional SYNC system, although it’s only so-so.  Clarity from the speakers is ok while not great, and the lower bass notes are a bit boomy, which was a let-down.  For anyone who is unhappy with the audio, an optional Sony system is available, which sounds good in other Fords that I’ve driven.  While the tester did not feature automatic climate control, it at least had temperature control for the rear seats, both on the dashboard and on the back of the center console.

Driving around town, the Flex has decent power, but passing maneuvers and quick acceleration are hampered by the overworked engine.  Those who need more power will want to opt for the available EcoBoost engine, which comes packaged with all wheel drive.  The EcoBoost engine will satisfy anyone’s need for more power in the Flex.  The handling is also good, if not excellent, allowing more body movement than one would like to see, especially given how firm the suspension feels.  While not overly stiff, you feel more of the road and its imperfections than most buyers of a crossover really want.  Given the tester’s tire and wheel package, this was surprising.  A good mark for the suspension is that going through curves with the Flex never caused it to become unsettled.  The tires never made any noise, and traction was very good when going around corners at faster than normal speeds.  The Flex’s cornering ability is a good match for the brakes, which worked well and hauled the crossover down from speed fairly quickly.  They definitely don’t work like sports-car brakes, but were impressive for such a massive vehicle.  Because of the steering and brakes, the Flex drives like a smaller vehicle than it is, with good manners on the highway and around town.  Speaking of highway speeds, the loudest thing you’ll notice is the wind coming around the windshield and hitting the side-view mirrors, and only if you have the volume turned all the way down on the radio.

Conclusion:

The Ford Flex is an interesting vehicle.  A throwback to cars from the past, but with features like SYNC and rear seat temperature control, a link to more modern cars.  A comfortable drive which won’t do anything too surprising, it makes a good people-hauler, if not the best cargo vehicle.

Competitors: Chevrolet Traverse, Honda Pilot, Toyota Highlander

As-Tested:

Year: 2010
Make: Ford
Model: Flex SE FWD

EPA Fuel Mileage: 17/24 City/Highway

Base Price: $28,550.00

Options:

$570: Class III Trailer Tow Package
$395: SYNC Voice Activated System
$395: White Two-Tone Roof

Total: $29,910

Destination: $775

As-Tested Price: $30,685

Ford has an online Window Sticker viewer.  Click here to view the Window Sticker for the actual test vehicle.

Special thanks to Steve Fransisco and Century Ford of Mt. Airy, MD for loaning the tester to Road Reality.  Click here to view their web site.

By John Suit

Related posts:

1. Review: 2010 Ford Fusion Hybrid
2. Review: 2010 Ford F-150
3. Review: 2010 Ford Mustang GT