First off, I must say – I have GOT to stop using my iPhone to take pictures of these test-driven vehicles.  While its camera is good, it surely isn’t good enough to do the job here at Road Reality.  With that in mind, look forward to future test drives being accompanied by better-quality photographs.

Next, I was genuinely impressed with the new Ford Explorer.  While it was the gussied-up Limited 4WD trim, dripping with several thousand dollar’s worth of extras, its basic setup is quite nice.

The new Explorer is big.  Blacked-out A and B-pillars try to hide the size, but from behind the wheel, or actually looking at it up close, it’s a big vehicle.  If you’re looking for something that’ll make you feel safe and carry a bunch of stuff or people, the Explorer will fit the bill.  While not quite as big as its predecessor, it has gained in the fuel economy area, by a matter or 2-4 MPGs.

Stepping up into the driver’s seat, you’re welcomed by heated and cooled front seats, as well as leather 2nd and 3rd row seating surfaces.  Grabbing the door handle to close it, a welcome thud accompanies the closing of this vault.  Yes, I said vault.  While entering the Explorer, I asked the salesman if a remote start system was offered, and he tossed me the Ford MyKey, which has a remote start button on it.  Pressing it twice caused the SUV to start its engine.  Upon entering, I realized I had to press the “Engine Start” button, upon which the instrument cluster lit up.  I asked the salesman if I had caused it to shut off the engine, but he informed me that it was indeed running, and a few seconds later, as the tachometer became visible on the dash, it indeed read somewhere between 750 and 850 RPMs.  That’s just how quiet and isolated the Explorer feels.

Out on the road, the light steering made it almost too easy to change lanes, except there was no unintentional drifting.  The BLIS (blind spot information system) kept me apprised of anybody entering or exiting my blind spots, and good, not great brakes kept me out of the trunk of any cars in front of me.  Add in the relatively high seating position, and it made for a confidence-inspiring highway drive.  While the new Explorer is loosely related to a smattering of other Ford products, including the Taurus, Flex, Edge and Lincoln MKS, MKT and MKX, this is the first time I’ve been impressed by the brakes on this platform – they’re no longer “big car brakes.”

I also opened the windows and sunroof while driving, and the sound levels didn’t really rise.  They were kept in check and proper air flow was felt.  While leaving the dealership, I noticed just how loud my Nissan Maxima is, even though it’s usually lauded for its quietness.  Road, exhaust and wind noise all seemed several decibels louder in the Maxima.

I only have two complaints about driving around in the Explorer.  The A-pillars, while blacked-out on the outside, seem huge from the inside.  Given my short time with the Explorer, I think a further test drive is warranted.  The other complaint is the driver’s foot well, which seemed to be missing during my drive.  While my wife had plenty of room in any of the other seats (and she tried them all!), I felt the Explorer was missing some room to stretch out my legs.  Again, a further test drive will either confirm or expunge this from the 2011 Explorer’s record.

In combination with some serious sound-deadening, the Explorer’s suspension was tuned to react to the driver’s input, while not bothering him or her with anything else.  Fairly large bumps, caused by construction, were noted by the suspension, but completely mitigated without any fuss.  Some of the bumps were jarring in a car like my Maxima, but never even felt underneath the 4,700+ pounds of the Explorer and its ultimately-compliant suspension.

So, what to do when you’re not being bothered by normal road noises or imperfections in the asphalt?  Tune into the 12-speaker Sony audio system, which is part of the upgraded MyFord Touch system.  I’ve read a lot of reviews of the MyFord Touch system, most of which panned it for its sluggishness, lack of response, and general fussiness.  My experience was quite different.  I found that after acclimating myself with the system for a few minutes, it was easy to use, almost intuitive.  And let’s not forget the steering-wheel mounted controls, which can be used to modify many system settings, as well as SYNC.  The voice-activation system is quite good and at this point in its evolution, can change the audio and climate controls in a few simple commands, letting the driver keep their hands on the wheel and eyes on the road.

My suggestion to anyone who is apprehensive about the MyFord Touch system?  Tell the salesman to get you a user’s manual and spend a good hour playing around with it, all while sitting still.  Taking the driving out of the equation is the best way to get used to a high-technology system such as this.  Once you’re ready, get back out on the road and see if you like it or not.  While not for everyone, it provides a great many functions in a clean interface.

If I’ve glossed over anything at this point, it’s the space.  While my wife enjoyed sitting in all 3 rows of seats, I was busy seeing how much cargo space there was, for yard tools, mulch, luggage and whatever else my mind could dream up.  While it’s not the biggest cargo area in all of the SUV world, the power 3rd row seats were nifty, and when folded they had enough space to swallow enough groceries for a family of 7.  When the 3rd row seat was put back in its upright position, again a power maneuver, there was still enough room for our average grocery trip and a trip to get our favorite adult beverages.

So, while the Explorer may no longer ride on a truck-based chassis, its underpinnings are quite good for on-road, and will suffice for most of what its buyers need off-road.  It won’t go rock crawling or spend a lot of time on the trails, but if your favorite destination is off the beaten path, you shouldn’t have any trouble getting you and several friends and their luggage there.  Meanwhile, you’ll be treated to comfortable seats, great-sounding tunes and a soft, worry-free ride.  The as-tested price of $47,000 will push some buyers away, but the 4WD Explorer starts at around $31,000.

by John Suit

Related posts:

1. Test Drive Frenzy – 6/6/2010
2. Test Drive: 2011 Infiniti FX 35 AWD
3. The 2011 Ford Explorer … in the snow! (w/Video!)

The FX series hits all the high points of a crossover, with most of the functionality of a mid-sized SUV.  It’s fairly tall, fairly large, and has a fair amount of cargo space.  Notice the use of the word “fair” in the preceding sentence.  While not the tall, boxy SUV it competes against, it also doesn’t have the commodious boot SUVs are known for.  While groceries and a week’s worth of luggage for two may fit in the cargo area, if you add more passengers, you may want to make it a couples weekend, and closer to home than you might want.  Taller drivers may have trouble, depending upon their seating position.  I’m 5’8″ tall, and only had about 3″ or so of head room.

Speaking of passengers, the rear seat area is fair for a night out on the town, but long distances may make you rethink your purchase.  While not a snug fit, don’t expect three to sit abreast in the back without hearing about it.

The FX’s claim to fame isn’t in the back anyway.  The driver is the central focus, with all the pertinent controls close at hand, especially the all-important gas pedal.  Equipped with the all-wheel drive system, passing acceleration can be downright sluggish, but as the system breaks in, I expect it to get better (the vehicle I test drove had a scant 8 miles on its odometer).  Meanwhile, from a stop, the 303-horsepower 3.5-liter V6 under the hood gives the FX plenty of scoot.  I didn’t have a chance to take the FX off-road, but I expect it will do well in a light to medium snowfall due to its ground clearance, which is ample but not too tall.

While you’re inside the FX, take a look around.  What you see is almost all soft-touch plastic, leather, or wood.  A very pleasing interior, worth the $53,000+ MSRP.  While the driver’s seat didn’t have as much thigh support as I would have preferred, it was definitely comfortable.  The armrests on the doors are perfectly positioned for long-term comfort as well.  The center stack should look familiar for anyone who has read my review of the 2010 Nissan Maxima, or many other Nissan and Infiniti owners, as many of the controls are shared between the Maxima and several Infiniti vehicles.  A highlight here is the Infiniti “around view” camera, which stitches together the picture from several strategically-positioned cameras on the FX, giving a complete 360-degree view of what’s around you.  The system worked well, if not as clear or crisp as I’d expected from the experience I’ve had behind the wheel of my Maxima, which features a backup camera only.

Moving back to the outside, there are plenty of curves to attract the eye, which can’t be mistaken for anything but an Infiniti.  Bulging fenders, a couple-like fastback which incorporates the rear doors and the rear liftgate, and a swept-back windshield all make for an attractive (to some) exterior.  Slightly overwrought, yes, but very pleasing at the same time.

Since the FX35 shares its engine with that of my 2010 Nissan Maxima, it was interesting to see what an AWD setup and several hundred pounds do to a mostly unmodified engine.  While the FX’s acceleration was not brisk, as in my Maxima, it was adequate.  The FX and Maxima also share a lot of parts, from the center console and its built-in navigation and HVAC controls to the steering wheel and even window switches.  The FX almost feels like a mid-level Maxima that’s been lifted up.

Overall, the FX35 has plenty of get-up-and-go, handles well for a tallish vehicle, and has the techno-wizardry a buyer could ask for.  Those looking for more oomph should opt for the faster (and quite a bit more expensive) FX50.  The only thing it’s missing is real utility, which it tries and mostly makes up for with power and handling.  Definitely worth a test drive for a married couple or younger family.  Those with more than two children or a need for more cargo-carrying ability should look at larger SUVs or wagons.

by John Suit

Related posts:

1. Test Drive Frenzy – 6/6/2010
2. Test Drive: 2011 Ford Explorer Limited 4WD
3. Quick Drive: 2011 Hyundai Sonata

2010 Nissan Maxima

In the pursuit of quieter and quieter cars, I test drive a lot of different ones.  I suffer from Tinnitus, also known as “ringing of the ears.”  It’s a bothersome thing, and some cars more than others will aggravate my condition, to the point of headaches and earaches.  The Lincoln MKS I had didn’t bother my tinnitus at all, but now my 2010 Maxima (review pending) does.  So yesterday, I went out and test drove some cars.  A couple of these are known for their quietness, another couple of them I just wanted to compare with.  How did I fare?  Click past the jump to find out!

Before we get started with the test drives, a little bit about my Tinnitus.  It’s been diagnosed as severe, and comes with some high frequency hearing loss, also diagnosed by an audiologist.  Also, through trial and error, it seems that cars which feature speakers on the top of the dashboard, or aimed at the driver from the “sail panels,” are cars which will bother my tinnitus.  See the picture below for an example of a sail panel.

Lexus IS tweeter location - sail panel

2008 Lexus ES 350

The first car I test drove was a 2008 Lexus ES 350.  Very similar to the 2010 model, but a lot cheaper, and with relatively few miles on it.  This car was whisper quiet, and super smooth.  I took the first three cars on the same driving loop, which involved both slow city speeds and highway speeds, with plenty of potholes, curves and different driving situations mixed in.  The car I test drove had about 35,000 miles on it, and looked about like a new car, and drove like it as well.  It was a CPO, Certified Pre-Owned, which for Lexus means they put new tires and brakes on the car, as well as performed any maintenance that is called for.

So, smooth, quiet, luxurious, the Lexus ES 350 was definitely nice.  But did it bother my tinnitus?  It seemed to, but further test drives will be required to confirm this.  The Lexus ES features speakers on the top of the dashboard, at the base of the windshield.  Perhaps fading the stereo to the rear would help – and that’s what I want more test drives for.

Other than the noise issues I had with the ES, it was a pleasure to drive.  The brakes weren’t in sports car territory, but they weren’t unresponsive either.  While I didn’t get a chance to test is, the car featured a navigation system.  Its touch screen was very responsive and the overall system seemed to work well.  The backup camera was crisp and clear, a given considering its high resolution.  Heated and cooled seats were nice, worked well, as did the automatic climate control.  The ES has a lot of luxury features, and I’ve seen 2007 and 2008 models at 60% of the cost of a new one.

2007 Lexus IS 250

Next up was a 2007 Lexus IS 250 AWD (all-wheel drive).  This is Lexus’ entry level car, a sporty sedan.  It’s a lot louder than the ES, given its sporty mission, so you hear a lot of road noise, tire noise, and a little exhaust noise and vibration.  None of this helped my tinnitus any, but the reason I took this car out was to see how its stereo was, since it had no speakers on top of the dash, only in the sail panels (explained and shown earlier).

Driving the IS back-to-back with the ES showed the differences in the two cars.  The ES is quiet, smooth, comfortable, and the IS is louder, but fairly smooth and comfortable, as a Lexus should be, given its perception and parent company, Toyota.  The IS had a lot of the same features as the ES, but in a smaller package.  I also felt like head room was at a premium in the IS, a feeling I didn’t get while driving the ES.

2006 Acura RL

Next door to the Lexus dealership was an Acura dealership, which is where I headed next.  I was given the keys to a 2006 Acura RL.  This is the previous body style, but still had plenty of creature comforts.  The RL had its tweeters located in the sail panels, aimed almost at each other, but facing slightly out, as seen below.  Click to enlarge the picture.

2006 Acura RL dash (tweeter is left of the steering wheel)

The stereo in the RL didn’t seem to bother me any more than the Lexus did, but the rest of the car did.  For the supposed amount of luxury, the nav/audio system was clunky, with a low-resolution screen and an overanxious announcer who wanted to tell me every little selection I made or was thinking of making.  The ride was nowhere near as comfortable as either Lexus, but the noise level was between the IS and ES, so it was fairly good.  This is partly due to Acura’s active noise-cancellation technology, which uses the stereo’s speakers to cancel out noise from the engine, exhaust and road.  It works pretty well, but is a highlight in an unimpressive drive.

2011 BMW 328i

Our final stop of the day was at a BMW dealership, which had a couple of their entry-level cars on hand for test drives.  The first one was a 2011 BMW 328i, with the 6-speed manual transmission, sunroof, and not much else.  At this point, my tinnitus or my sensitivity level was quite high, and the 328 seemed to bother it even more.  The 328 also lets in quite a bit of road noise, which didn’t help matters, but its stereo was decent.

Almost everything on this car was intuitive, except for the windshield wipers.  I couldn’t get them to sweep continuously, but after a quick look while at a stop light, I realized it had rain-sensing wipers, so I used those, and it kept the windshield free of view-diminishing water.

The 328 handled well, as you’d expect from a BMW, and even though it only had the 3.0-liter 6-cylinder base engine, it was still peppy and fun to drive.  Perhaps a 5-series BMW should be test-driven next?

2009 BMW 128i

Last, but not least, was the BMW 128i.  This one featured an automatic transmission, sunroof, power seats, base engine and base stereo.  Its drive was similar to the 328 I had out earlier, and that’s not surprising.  The 1-series cars are based on the previous-generation 3-series platform, and BMW tends to evolve their chassis from one iteration to the next, rather than starting anew.

The 128 was louder than the 3-series though, and nothing could help at this point.  It was after this test drive that I realized I had auditory fatigue from all the test drives and concentrating on the tinnitus, so we called it quits and will try again in a couple of weeks.

Overall, it was an interesting day, and led to some conclusions:  1, I will have to drive another Lincoln MKS, as that is the last car that didn’t bother my ears.  2, I will have to take another Lexus ES out and play with the stereo more.  3, I’ll have to look at some other brands and see what kinds of stereos they feature.  I have driven a lot of different Fords, and found that their stereos don’t seem to bother me much, if at all, so more research is definitely in the cards.

by John Suit

Related posts:

1. Test Drive: 2011 Ford Explorer Limited 4WD
2. Test Drive: 2011 Infiniti FX 35 AWD
3. Fun Stuff: 2010 Chevy Equinox Smoke test Video

Approaching the car, it is reminiscent of the Mercedes-Benz CLS, with a low, sweeping roofline.  This design is very popular these days, making sedans resemble coupes, even though they retain four doors.  This usually leads to a lack of head room in the rear, but my rear passenger didn’t have any trouble with that regard.  Your taller friends may wish they got the front passenger seat, though.

The seats in the new Sonata are quite comfortable, with plenty of power adjustments on the model I test drove.  The front seats feature a 2-level heating option, which worked well.  Surprisingly, a lot of the interior that you’d touch on a regular basis was made of soft touch materials, whether it be leatherette or plastic.  It’s good to see a car in this price range (under $30,000) with such a great interior.

The dashboard is a funny thing in the Sonata.  While it has a gimmicky-looking “mode” button for the climate control, which just cycles through the different vent mixes, it has really nice radio controls, a slick shifter, easy-to-read instruments, and cleverly-hidden cubbyholes to store your cell phone and other detritus.

The model I test drove was equipped with the push-button start, another surprise in this price range.  It’s things like this that have made Hyundai a very popular seller since the economy went south, and even a little before that.

Pulling out of my parking space, the things that hit me right away were the power and steering of the car.  Traditionally, the Sonata has been available with 4 and 6-cylinder engines.  For 2011, Hyundai is using 3 different 4-cylinder engines which use new technology to produce plenty of power and still deliver great fuel efficiency.  The turbocharged and hybrid variants of the Sonata aren’t available yet, so I was driving the regular one, and anyone who buys this car should not worry about a lack of power.  While it won’t win you any races, with 3 people in the car I had no problem merging with freeway traffic and speeding up to change lanes in busy city traffic either.  I mentioned the steering.  It’s quite light, and was a breeze to use both on the highway and in a crowded parking lot.

Once up to speed, I opened all the windows and the sunroof.  While just opening the side windows an inch or so didn’t add any unpleasant amounts of wind noise to the cabin, the sunroof surely did.  Hyundai needs to redesign the air foil at the front of the Sonata’s sunroof or something, to quiet that down.  I definitely noticed myself raising my voice at highway speeds to talk with my passengers.

With the windows and sunroof closed, the cabin gets a lot quieter, but other cars and some road noise get in.  I guess that sound deadening is where Hyundai sliced a few pounds out of the redesigned car, since they say that the 2011 model weighs less than the 2010 one.  I would’ve rather paid more for a quieter V6 model than save weight and a couple MPGs.

Overall, the 2011 Hyundai Sonata is a compelling car.  I value quiet, comfort and good in-car electronics over most anything else in a car, since I spend a lot of my driving either on the highway for long stretches or commuting.  In either case, you don’t want a lot of outside interference with your driving.  In the case of this car, you get all but one of those.  The Sonata is definitely comfortable and has good in-car electronics, with bluetooth audio, iPod connectivity, satellite radio, etcetera.  I would like to try out their navigation system, so I may have to go back and drive another one.  If only it were a few decibels quieter overall, it would definitely dethrone some of its rivals.

by John Suit

Related posts:

1. Hyundai Sonata Turbo Debuts!
2. Hyundai announces Sonata Hybrid!
3. Breaking News: Hyundai stops sales of 2011 Sonata