In a Nutshell: Not the best-looking SUV, and somewhat pricey, but solid, well-built, and pleasant to drive.

Audi, recently, in response to the popularity of the Mercedes M-Class, BMW X3/X5, Volvo XC90, VW Touraeg, and Porsche Cayenne, introduced an all-new SUV, the Q7. The Q7 not only gives Audi a representative in the ever-popular and ever-burgeoning world of premium European-designed wagon/SUV's, but, like the way the Volvo XC90 solved the problem of the XC70 Cross-Country not being enough SUV for some people, the Q7 generally solves the problem of the Audi All-Road not being enough SUV for some Audi owners either. The Volvo XC70, Audi All-Road, and similar vehicles like the Ford Freestyle and Subaru Outback, are not really SUV's... they are basically just station wagons raised a few inches for added ground clearance and with slightly different suspensions.

So, the Q7 has some of its roots in the VW Touraeg-Porsche Cayenne platform, but in many ways is a unique vehicle different from its two corporate cousins. As just mentioned, it sits somewhat higher off the ground than its Audi All-Road brother, and, though not a hard-core off-roader like a Jeep Wrangler, Land Rover, or Hummer, has some mild off-road capability as well (The Touraeg has more). Four different versions of the Q7 are offered...a 3.6, 3.6 Premium, 4.2, and 4.2 Premium. Base 3.6 models start around $40,000; loaded 4.2 Premium models can run well over $60,000 and are real budget-busters. As I was asked to test a Q7 but not given any specific engine or model request, I chose a relatively middle-of-the-line 3.6 Premium model with the Convenience package.....the way that many potential buyers are likely to look at Q7's. Though a mid-level model, my test vehicle listed for a not-so-econobox figure of more than $50,000. So, for this vehicle, take your checkbook to the dealership with you, or make sure that you have a good credit rating.

This vehicle doesn't sell for chump change, but, in general, you get your money's worth....I'll go into that more in detail below. Though there are a few substandard plastic parts inside, and the front end of the vehicle, in my opinion, is downright hideous with that barn-door grille, it is obvious that Audi didn't turn this vehicle over to the bean-counters and cost-cutters before it was released. There are a number of signs of quality both inside and out, though the now-traditional unreliability of German-designed electronics is something to keep in mind. The overall fit and finish is well above average both inside and out, numerous safety features are included, and the Quattro AWD system, along with Subaru's, is one of the most proven on the market. I addition, this vehicle was, despite a rather firm ride, and steering effort that was a little too low for my tastes, a pleasure to drive... and handle.

So, let's look at the Q7 now in more detail:

Model Reviewed: 2007 Audi Q7 3.6L Premium

Base Price: $45,900

Major Options:
Panorama Sunroof: $1850
Convenience Package: $1200
Sirius Satellite Radio $550
Destination Charge: $720
List Price as Reviewed: $50,220

Exterior Color: Light Silver Metallic

Interior: Black Leather with Walnut wood trim.

Drivetrain: 3.6L longitudinal-mounted DOHC V6, 280 HP @ 6200 RPM, 266 ft-lbs. torque @ 2750 RPM,
6-speed Tiptronic automatic transmission, Quattro full-time AWD system with ESP (Electronic Stability Program).


PLUSSES:

Slick, smooth-as-a-baby's-butt steering.

Superlative handling, by SUV standards, with right-now steering response.

Flat cornering with minimal body roll.

Quick brake response with no sponginess.

Generally low noise level.

Better-than-average exterior paint finish with little orange peel.

Solid-feeling doors.

Solid, high-quality, body sheet metal.

Classy-looking interior.

High-quality leather seats.

Generally high-quality materials inside....with a few exceptions.

Stretch-out legroom in the rear seat.

Room enough under the hood for V6 engine work.

Many luxury features inside.

Rear heated and reclining seats.

Superlative hardware and materials in the rear cargo area.


MINUSES:

Excessive weight hampers acceleration with V6.

Quite firm (but not harsh) ride.

Ugly, oversized grille.

Low rear roofline and sunroof cuts into rear-seat headroom.

4.6L V8 models quite pricey.

Complex, frustrating, hard-to-use MMI system.

Flimsy-feeling, plastic, steering-column stalks.

OK stereo but not up to those of others in this price class.

Power-Steering effort too low.

Weird pricing system for exterior paint colors.

Poorly located brake pedal.

Overly complex climate and radio controls on NAV version.

Tiptronic transmission not as smooth-shifting as DSG.


Well, as you've probably guessed by now, I'm not a big fan of this vehicle's front-end styling. The overall shape, as you walk up to it, is pleasant enough, and it is immediately recognizable as an Audi product. Actually, is not a bad-looking vehicle behind the grille and headlights, but the front end, in my opinion, is awful. The enormous, trapezoid-shaped grille, glaring right at you from between and below the two sweep-back headlights, is like Linda Lovelace getting ready to......well, never mind. Whoever designed that monstrosity deserves a place in the Automotive Hall of Shame with Chris Bangle and the guy who decided to import Yugos... Malcolm Bricklin, I believe.

OK...so much for my opinion of it. I realize, however, that it was done this way for a reason. All current U.S.- market Audi products have this grille, and it was purposely designed to bring back the image of the famous 1930's Auto-Union (Audi's forerunner) racing cars, with their rear-mounted engines and THEIR oversized grilles. Yes, some people LIKE that grille..... I won't deny that. More power to them. I'm just not one of them, that's all. Nor am I a fan of Audi's MMI......more on that later. And it's not that I just dislike large grilles, either......the Chrysler 300 manages to do a similar oversized grill with a LOT more class and looks.

I found the rest of the exterior, though, to be quite attractive and well-built. All of the exterior hardware and trim was first-rate, well-attached, and made of superior materials....Audi sure didn't cut any costs there. The body sheet metal and all of the panels, hood, doors, and liftgate (power-operated) had a solid, high-quality feel to them, and the quality of the paint job was well above average, though not quite to Toyota-Lexus standards. The paint colors offered were the usual funeral-home hues, but a nice Cobalt Blue Pearl and Garnet Red Pearl are offered (see the Audi web site). Audi, however, like most German makes, (and Dodge/Chrysler) charges extra for some colors, but they do it in a different, and rather strange way. Other German brands give you solid colors free and charge extra for metallics and pearls. Audi gives you the one solid color (white) free, charges extra for SOME metallics and pearls, and doesn't for others. Go Figure. Anyhow, I found the exterior quite impressive, except for the shape of the grille. The materials used give the impression that they won't just fold up like paper in an accident.

Under the gas strut-braced hood, which opens and closes with a tank-like thud, the north-south, longitudinally-mounted 3.6L V6 is an excellent fit, with plenty of room to work around the back, sides, and even in FRONT of the engine. Audi engineers have cleverly designed the 3.6 so that the pulleys, belts, hose outlets, etc......on the front of the engine are nearly flat...they leave plenty of space between the radiator, fan housing, and the front of the block. I can't recall the last time I've ever seen a north-south engine designed like that. The poor guys in the service bays that have to work and bang their knuckles on today's overcrowded engine compartments are going to like this one....and so will some do-it-yourselfers at home.

Open the nice, solid doors and get in. The vehicle, as a purpose-designed SUV, sits fairly high off the pavement, yet low enough that step-in height is not bad at all. Stainless steel running-boards are offered as an option, separately, left and right, at $769 EACH (!) but, in my opinion, are not necessary for all but the shortest people. Once inside, you are treated to multi-power-adjustable, multi-memory, well-shaped seats with a nice, high-quality leather feel to them. Legroom is fine in the front seats, but the headroom under the complex, multi-adjustable power sunroof and its thick housing is not the best....you have to adjust the seat way down for a big guy with a baseball cap like me. But once the seat is down, there's no problem. In the back seats, there is limo-like rear legroom, even with the front seat adjusted for a guy my size. Headroom, though, is worse than in front, mainly due to the slightly downward-sweep of the rear roofline and the secondary, smaller moonroof and sun shade over the rear seats. Fortunately, unlike with many other vehicles, this problem is resolved by the reclining rear seats (you don't see THAT every day)...tall people can ease the 50-50 seatbacks down so that their heads clear the roofline.

Much has been written in the automotive press about the high quality and classiness of Audi interiors, and not without reason. Yes, there are a few flimsy-feeling and poorly-designed plastic pieces (I'll get to those in a minute), but it is clear that Audi doesn't let bean counters design their interiors....especially in this vehicle. The dash materials, steering-wheel leather, door trim, wood paneling, console control knobs, seat hardware, door and window switches, etc...are all first-rate, and don't like on some vehicles, feel like they are going to fall right off. Go around back, open the power-operated liftgate, and what do you find inside? MORE quality. The cargo floor panel works and slides in and out just as smooth as a duck's back, and on the sides, in special, recessed, mini-holes, are REAL, thick-hinged, METAL loops coated with, yes, REAL chrome. The hardware holding the closed panel in place is painted metal, too....not plastic. Underneath the panel is the now increasingly-common (on wagons and SUV's) multi-compartment secondary cargo tray. The rear seats and cargo area, like on most similar vehicles, adjust in many different configurations for different cargo and hauling needs....and, as mentioned above, also have rake adjustment so tall rear passengers can recline and clear the low roofline. The rear seats each have their own individual 6-stage seat heaters as well.

Back up front, the primary gauges are clear, well-designed, as with most vehicles these days, and have the usual black/white faces with red needles. Everything pretty much has a solid feel except for the cheap, flimsy-feeling plastic steering-column stalks (a seemingly chronic thing these days in German-designed cars) and some of the buttons in the center of the dash. The Q7, like most Audi products, comes with the MMI (Multi-Media Interface) computer knob on the console, which is more or less a clone of BMW's I-Drive, and almost as complex and frustrating. The knob itself has a solid feel and seems to be made of nice materials, but the display itself, in a NAV-Like center-dash screen, drove me up the wall just trying to do simple things like adjusting radio volume, stations, fan-speed settings, etc... although, to be fair, radio volume can be adjusted with the steering-wheel control as well. Ah, yes, for the days of simple, no-nonsense knobs and switches where you knew exactly what you were doing at any given second and didn't have to pretend you were Spock and Chekov on Star Trek.

Now, before you MMI and I-Drive fans start tossing things at me, yes, I KNOW that there are some of you who LIKE this sort of computerized console and dash-mounted junk. Again, like with the oversize, El Jumbo grille, if you like it, fine... more power to you. Just don't count me in those numbers.

Audis are getting more and more of a reputation these days in the auto press as Driving Machines, and good competition to BMW. Is that newfound reputation justified? Yes....and No....as we will now see.

Take the plastic-cased key housing, push the chrome button on it, and, like with other VW/Audi products, the metal ignition key flips out like a jacknife. The metal key goes in the ignition switch, old-style (no push-buttons on the 3.6 models). The engine starts up and idles reasonably smooth and quiet (not quite a Lexus LS460, of course), Get the seats, mirrors, and belts adjusted, and slip the 6-speed Tiptronic transmission into gear. This relatively large, long, and heavy (5020 lb) vehicle is surprisingly agile in the parking lot, has a good turning radius for its size, and I was able to maneuver it through some pretty tight spaces and corners in the lot getting it out to the road. Once on the road, the 5000 lb. weight takes its toll on the somewhat overburdened V6....even with the help of the transmission's 6 gears. The 3.6 has enough power for normal, sedate driving on relatively level surfaces and light loads, but for a full load in hilly terrain, the 4.2 V8 might be a better choice despite its higher price tag....and the 3.6, as I described earlier, is itself is no Cheapie. The Quattro AWD system, so good otherwise in inclement weather, also takes its toll on acceleration with its weight and drag. After driving the Dodge Nitro last week, with its tin-can-loud exhaust and engine drone, the much quieter nature of the Q7's 3.6 was a pleasure. Not LS460 levels, of course, but smooth and quiet more or less befitting the price.

The Tiptronic transmission, especially when cold, did not have the superbly smooth, instantaneous shifting of Audi's own DSG (Direct-Shift-Gearbox) transmisson, nor could I find the DSG listed for the Q7 as an option....perhaps the engineers have not figured out a way to bolt it to either the 3.6 or 4.2 and Quattro like they have with the 3.2. Still, there is nothing wrong with the Tiptronic. It is not as buttery-smooth as the DSG, but with its quick, firm shifts, it makes the most of the V6's torque trying to haul this two and a half-ton vehicle around. The shifter itself could be a little more solid-feeling, though...it, along with the steering-column stalks and a couple of dash buttons, was one of the few cheap-feeling pieces inside.

The ride is generally quiet, partly due to good sound insulation and the excellent quality of the body construction. It is a fairly good highway cruiser on smooth roads but is a little stiffly-sprung for rough roads and sharp bumps, which are heard and felt as thumps. This is with the standard 18-inch wheels...the 19-inchers and lower-profile tires on some other Q7s (and available as an option on the 3.6) could be expected to be a little stiffer.

The brakes are one of the Q7's best features, especially by the El Sponge-o, wet-noodle braking standards on many American SUV's. The brakes have a firm feel, with almost no sponginess, instantaneous response, good modulation, and evenness of response. German drivers, apparently, will not put up with second-rate brakes. The only thing I disliked about the braking system is something that I find on a lot of vehicles...my big, size-15 clodhoppers sometimes get hung up momentarily on the underside of the brake pedal when I lift my foot off the gas. This makes difficult to do heel-and-toe shifting, but on a vehicle like this, with a Tiptronic and no clutch, you're not going to be heel-and-toeing anyway.

Now, for the BEST part... the handling. On a twisty road is where new Audis come closest to being BMWs. Even this big, heavy SUV had, for its size and weight and high center of gravity, just superlative handling. One must remember that the Q7 comes from the also-superb Porsche Cayenne Platform. Not only was the cornering flat and steering response virtually instantaneous, but the power steering had a feel just as smooth and slick as molasses...the only fly in the ointment was too little effort in the power steering and too-little road feel. If Audi engineers would give the power steering just a little less boost at lower speeds and a little more steering effort, it would be as perfect as almost any BMW's....the front suspension, for cornering, is just about ideal, and would probably be even better with the optional 19" wheels.

So... the verdict:

Overall, the Q7 is an interesting mix of high-quality construction, a rather high price, semi-sports-car handling, all-weather traction, versatility, luxury, and classiness. Though, like other German cars, the electronics may not hold up well, overall, its German Black Forest Elf quality reminds one vaguely of the way that BMWs and Mercedes products were built some 20-30 years ago, before the disastrous quality slide of recent years. I, personally, would toss the grille, the MMI, and a few of the interior plastic pieces in the trash, give the power steering just a little more effort, and change the exterior paint colors and their pricing a little, but would easily keep just about everything else... Audi, overall, has done a good job with this vehicle, and, while pricey, there are far worse ways to spend your hard-earned automotive dollars.

In a Nutshell: Don't fall for the Dodge "Ram-Tough" ads... there are better ways to spend your automotive dollars.

This review of the new Dodge Nitro was requested, not from CL, but from a close friend of mine who moved away some years ago, (Joanne) who recently survived a rollover of her old Jeep Cherokee but received a broken arm from it. We all know how prone many SUV's are to rollovers, but she was forced off the D.C Beltway, a notorious road for aggressive driving, by another driver, who admitted fault. She lost control, the Cherokee flipped, and she was pinned in it until the Fire and Rescue people got her out (thank God it didn't catch fire...most fuel-injected vehicles have automatic fuel cut-off switches in an accident). Though she was trapped in it for awhile, and suffered a broken arm, she is convinced that, along with God, of course, the Cherokee's structure, though deformed, saved her life. I won't comment on the Cherokee part, as I was not there to physically see the wreck for myself. The Cherokee, of course, unlike many car-based "crossover" SUV's, is purposely-designed for tough off-roading, so, of course, it has to have a structure stout enough to crawl over rocks and across creek beds without bending and twisting like a piece of overcooked spaghetti. Joanne, of course, though she lives in a semi-rural area, did not use her Jeep for off-roading, (few people do nowadays) but more typically for basic transportation, grocery shopping, and, of course, bad-weather mobility. Her broken arm is coming along OK (God is not limited to just saving lives) and, as of course the Cherokee was totalled, she has been running around in a temporary used Jeep, but it is now time for some new wheels once again. So, after a number of long-distance phone discussions with me, she has looked at some new Jeeps herself. I recommended, first, the superb Jeep Commander, which I reviewed last year. I liked most of the things about it except for the typical Chrysler-Jeep cheapness of hardware and trim, and it has a big structure to protect you in a crash. She felt it was too big and clumsy for her needs...and, of course, it is not cheap, even in V6 vs. V8 trim. The Wrangler, of course, is too small and crude, even in the newer 4-door form, rides too stiffly, and is toomuch of a pure of-roader for her needs. She seems to be undecided on the Liberty...likes some things, doesn't like others. The Jeep Compass is too small, too poorly-built, and is really just a compact Dodge Caliber, not as Jeep (see my Compass review). She has not seen the new Jeep Patriot yet, and I have not reviewed it. She WAS, interested, however, in the Dodge Nitro when I told her it was built on the same platform as the Liberty, and could be expected to have much of the same use and driving characteristics, and she requested a specific Nitro review....the lower-cost version. So, I chose a base V6 SXT model with 4-Wheel-Drive (actually the only one the dealer had in stock) for the review, though, in all honesty, I would rather see her in a vehicle like a Toyota RAV4/Highlander, Honda CRV/Pilot, Hyundai Tucson/Santa Fe, or of course, a Subaru Forester/Outback....all of which I feel are better-quality than a Jeep. But, after having had two relatively reliable Cherokees and putting a lot of miles, on them, and convinced that one of them helped save her life, getting her out of another Jeep or Jeep product will be a tough sell. So, for her, it was time to go look at a Nitro and evaluate it. I am posting it in CL for you guys, of course, just like I do most of my reviews....some of you guys may be interested in it as well.

Dodge, with Daimler-Chrysler approval, of course, introduced the Nitro this year, in response to complaints from its dealerships that they did not have anything to sell in the highly popular small-to-mid-sized SUV category, having nothing in the SUV line but the larger and more trucklike Durango, which in fact is built off of the Dakota pickup (Dodge, inexplicably, has not, as yet, done an SUV version of the full-size Ram to compete with the Chevy Tahoe/Suburban and Ford Expedition). The basic platform of the Nitro (and you can tell it in some of the styling) was taken off of the Jeep liberty, as I mentioned above. The two vehicles share a number of features (unfortunately, one of them is the same cheap Chrysler trim/hardware). The Nitro, while having a limited amount of off-road capability, is not quite as hard-core off-road as the Liberty, which is purposely-designed as an off-road Jeep, but even the Liberty is not quite as hard-core of-road as the Cherokee that it replaced...the Liberty, unlike the Cherokee, has an independent front suspension instead of a live axle, and was never totally accepted by Jeep purists.

The Nitro, of course, shares the more civilized independent front-suspension design of the Liberty, but has rather strange suspension dynamics and tuning... more on that later. While I'm not a believer in so-called automotive "image" myself, the Nitro's styling is obviously geared toward young males, with its bulging "Macho" front fenders, sporty Dodge cross-haired "Ram" grille, (body-color or chrome depending on trim version) and the excess-chrome, strip-cruising, "pimp-em-out" packages available from the factory. Three official trim versions are offered, the SXT, SLT, and, like most Dodge products, an R/T. However, a rather large number of customizing accessories and trim options are available, more or less like on Scions, for those who are not satisfied with the standard versions. Two V6 engines are offered, in 3.7L and 4.0L SOHC versions (I found the base engine's power level fine......more on that later). A choice of rear-wheel drive or 2WD/4WD is offered, with the 4WD version, unlike the standard 4WD Command Trac on the Cherokee, being a full-time 4WD that, like AWD (All-Wheel-Drive), can be used on any surface, anytime.....you don't have to switch it on and off, although an electric dash switch is provided for that purpose if you don't need the all-wheel traction. In addition, the Nitro has some clever features in its cargo area... again, more on that later.

OK, let's look at the Nitro SXT in detail:

Model Reviewed: 2007 Dodge Nitro SXT 4X4

Base Price: $21,770

Major Options:
Electric Blue Pearl paint $225
4-Speed Automatic Transmission $825
Trailer Tow Group $670
Freight $660

Price as Reviewed: $24,150

Exterior Color: Electric Blue Pearl with Gray lower cladding.
Interior: Two-tone Light Everest II/Dark Wallace II (in plain English, light gray/black cloth)

Drivetrain: 3.7L SOHC longitudinally-mounted V6, 210 HP @ 5200 RPM, 235 ft-lbs. of torque @ 4000 RPM, 4-speed automatic
transmission, RWD/AWD systems with Shift-on-the-Fly dash selector switch.


PLUSSES:

Shoe-box styling gives relatively good space efficiency.

Decent power from base V6, even with automatic, A/C, and AWD.

Good anti-roll characteristics.

Clever Load-and Go system with adjustable cargo floor.

ABS, Stability Control, and Electronic Roll Mitigation standard even on base model.

3 nice exterior paint colors that will keep you awake.

Smooth-shifting automatic transmission (but no manual-shift mode)

Seamless On-the-Fly 2WD/AWD selection.

Good ground clearance for snow and mild off-roading.

Gray vinyl cladding (on non-monotone models) protects most of the lower body from damage.

Room inside for all but the largest adults.

Easy entrance/exit.

Relatively comfortable cloth seats but little lateral support.

Well-designed, easy-to-read gauges.

Many different add-on and electronic options available for convience, versatility, and flashiness.


MINUSES:

Insultingly cheap dash and door trim on base SXT models.

Typical Chrysler/Dodge shoddiness and cheapness of hardware and general trim.

Sponge-O-Matic brakes.

The 3 nicest paint colors mentioned above cost extra.....from $150 to $225.

Weird, unusual suspension tuning mixes stiffness and sponginess.

OK stereo but no Mark Levinson.

Slow steering response.

Overly-Macho front fenders bulge out too much.

Noisy engine and exhaust.

Flimsy-feeling sheet metal.

No locking gas cap.

Substandard paint job even with the extra-cost colors.

Driveline vibrations on my sample vehicle.

Similiar, previous, vehicles from Dodge and Jeep have a general history of unreliability.


Well, I've already covered some of the Nitro's first impressions as you walk up to it, but I'll continue here. The general exterior styling, like the Jeep Commander, Patriot, Honda Element, Scion xB, and the old Cherokee, is shoe-box square, though like on the Dodge Magnum and Chrysler 300, the roofline is a little lower, in relation to the windows and beltline, than on some of its competitors. Chrysler stylists seem to like the idea of low, "chopped" windows, although on the Nitro, the roofline is still fairly tall and does not seriously compromise visibility like on the 300 and Magnum. That square roofline helps interior room, as we'll see in a minute. The front fenders, as mentioned above, bulge WAY out; the rear ones less so; an obvious sop to Macho styling... the marketers seem to be pushing this vehicle towards young men. The exterior sheet-metal and hardware/trim quality is about average for Chrysler products... cheap and rather flimsy. The exterior paint job, again, like many Chrysler products, has more orange-peel texture than a Florida citrus grove. However, to its credit, Dodge, at least, unlike some other vehicle manufacturers, actually included some paint colors that wake you up instead of put you to sleep. The Electric Blue Pearl, Inferno Red Crystal Pearl, and Sunburst Orange Pearl. It's nice to see colors like this... too may vehicles are painted like funeral hearses, and I get tired of it. The Inferno Red is beautiful, and is quite similar to the gorgeous Lexus Matador Red that we have discussed here at CL. For some reason, it doesn't have as much orange peel as the other colors do either. But, you pay for the privilege of having a standout color...the Inferno Red (like on other Chrysler products it is offered on), Electric Blue, and Sunburst Orange all cost extra. The other, standard colors are... well, you got it... military/funeral home stuff.

Being an SUV designed for mud and snow, there is, of course, good ground clearance underneath...both for mild off-roading (remember, this is not a hard-core boonie-mobile), snow, and, of course, for getting a hose underneath for cleaning. On lower-priced versions, such the SXT I drove, a wide belt of typically Chrysler/Dodge-cheap vinyl gray cladding encircles the lower part of the vehicle....while it is cheap-looking, it is a good idea and helps keep lower-body-paint from damage from rocks, stones, salt, abrasives, road debris, etc... Monotone-paint Nitro models, of course, do not have the matte-gray cladding, and have to be driven more carefully, on better surfaces, to prevent lower-body paint damage.

Another concession to "sport" styling on the outside is the big lower front-air dam under the also-big, bulging front bumper. In fact, the whole front end of the vehicle has a bulging look sticking out from the basically-square styling. Not my cup of tea, but some people, of course, prefer coffee... in this instance, strongly caffeinated coffee.....to simple tea. The air dam, however, does not seem to have impacted approach angles for rough terrain too badly, though, of course, it would be more versatile without it.

The hood sits up rather high, mostly due to the chunky-look up front and the big, rectangular Dodge cross-hair grille, and does not have struts to hold it up.....you stick a plastic-tipped metal prop-rod into its hole. Inside, the 3.7L SOHC V6 fits pretty well. though the oil dipstick is a rather far reach back for short people, and the accessory drive belts are mostly hidden up front under the radiator housing....they may not be easy to change for a traditional north-south longitudinal engine mount, which is usually easier than with an east-west transverse-mount.

Open the doors and get in, and the conditions inside are mixed. The actual entrance and exit, despite the higher-than-normal center of gravity common to most SUV's, is fairly easy. Running boards are offered as an option, but IMO, are not necessary, except maybe for small children or the very shortest of adults. Once inside, you shut the door with the typical Chrysler/Dodge tinny "Twack" sound and are welcomed (in the SXT version I had) by acres of flat/matte-black bargain-basement plastic trim all over the doors, dash, and rear cargo area.....and equally cheap-looking painted-silver plastic on the upper console. The off-white (ivory) trim, though, on the headliner and the inside of the windshield A-Pillars, the two-tone cloth seats, and the fairly nice, chrome-ringed climate-control knobs kept the interior from looking too much like a coal mine. On more expensive Nitros, of course, several different interior packages and trim options are available to spruce things up a little, such as body-color inserts for the console.

The seats are fairly comfortable (I liked the cloth upholstery and am generally not a fan of leather) but, for a person of my rather large and portly dimensions, are a little lacking in side support, and I could feel a small ridge pressing unto my uppper back. Not really uncomfortable...just noticeable. Of course, on the base version, you adjust them manually. Due to the vehicle's squared-off body styling, there is adequate headroom and legroom, both front and back, for all but the largest adults...I had no problem with my 6'2" 280-lb. frame and ubiquitous baseball cap, though front-seat room, like in most vehicles, was somewhat bettr than rear-seat room. The slightly chopped roofline that I mentioned earlier impacts headroom only slightly...like I said, I had no problems.

Up ahead of you, the gauges, like most Chrysler products, are clear, well-designed, and easy-to-read. As is becoming more and more a styling trend these days, they sit inside three circular tunnels built into the dash, but stil no problems reading them (and the tunnel design, of course, helps keep intense sunlight from fading them out and making them unreadable...a problem in some vehicles). The non-NAV version I drove had nice, well-designed rotary climate control knobs, with chrome rings, that were easy-to-use and had a nice feel (just about the only interior hardware that DID).
The stereo was OK, had easy-to-use buttons and knobs, but was certainly not up to Lexus Mark Levinson standards. However, considering that many of the young men who will buy this vehicle will likely toss out the factory unit and put in their own stereo and speakers, that is probably a matter of only minor importance. The steering-wheel stalks are clearly labeled but feel like they are going to break off right in your hands as you use them.

There are some clever and interesting designs in the cargo area in back...more and more SUV manufacturers are paying attention to that these days. A cargo tray cover partially slides out for loading big, heavy things without having to strain and lift them inside too far, over the big, chunky, rear bumpers, and the cover can be popped out completely. Underneath is a multi-cubbyhole tray that can also be taken out to reach the spare tire and tools under it. Unfortunately, it was a good idea but again, you have the same old cheap Chrysler hardware.....the snaps and locks are quite flimsy. The rear cargo-gate lifts up, vertically, in one piece, and is hinged at the top, as in most domestically-designed SUV's.

OK...time to drive. Start it up with the old-fashioned key.... Dodge does not, as yet, use start buttons except on the Viper, a racing-class vehicle. The engine is rather noisy and does not have a particularly smooth idle.....but perhaps I am just spoiled by the expensive luxury cars I have driven lately....like the Lexus LS460, GS300, BMW 550 and X5. Let the oil pressure come up, adjust seats, mirrors,and belts, slide the transmission lever back into Drive, and go. Curiously, this admittedly "Sport" vehicle does not have the SportShift Autostick feature of other Dodge/Chrysler products.

The transmission itself, however, is quite smooth-shifting and quiet. Not so with the engine....you can hear the engine revs and exhaust quite audibly.
The power level, though, for the 3.7L V6 is not bad at all.....you have what is IMO, adequate power for just about everything you need for normal driving, even with the burden of the automatic (a 6-speed manual transmission is standard on the SXT), 4WD, and the air conditioning running. It is no dragster, of course, but it will get out of its own way....and will probably be better yet with a broken-in engine (my test car, as usual, was brand-new). Also, as typical, I did not test it off-road or fully loaded (there are few places in the DC area to test off-roading), but given the engine's rather good powerlevel unloaded on dry pavement, I don't see any problems under those conditions either.

The noise level, outside of the engine and exhuast wasn't bad, though of course it wasn't Lexus-quiet. The body and chassis seem to be reasonably well-sealed off from road, wind, and tire noise. There was a noticeable defect in the front drivetrain, however (probably in the driveshafts) that spoiled the ride more or less continuously at speeds of about 25 MPH and up. I don't know if it as a sample defect in my test car (the dealership did not have any other 3.7L automatic 4WD models in stock to cross-check with) or if it was a design fault. It did not feel like wheel balance or an out-of-round tire,which ususally shows up in a steering-wheel shimmy... this was a slight (not bad) vibration/shimmy in the front-end itself, or the drivetrain. So, to anyone considering this vehicle, be sure to check for this on the test-drive.

The brakes, like those on many domestically-designed SUV's (the large GM SUV's are the worst) were spongy and unresponsive. One key to this may be in the brake calipers themselves. Of course, you cannot judge a metal's durability just by looking at it (it takes lab tests) , but the brake calipers used on the Nitro seem to be made of a rough, unfinished, metal that, on the surface, looked poorly done. Poorly-engineered calipers can contribute to a spongy feel by allowing the brake pads to flex more than necessary.

The suspension, while there was nothing seriously wrong with it, had some strange tuning and dynamics to it. Like the suspension on the much heavier and more massive Ford Excursion, but to a lesser extent, it had a tendency, even with correct tire pressures, to pound rather stiffly over small bumps and road irregularities, but allow the front end to bob up and down slightly like a boat just as you come to a stop. This, to me, suggests overspringing and underdamping. The standard Sport Suspension, though, combined with the standard Stability and Roll Stabilization controls, did a good job of checking body roll in sharp corners.....despite a relatively high center-of-gravity, it cornered with almost Miata-like flatness. Joanne, if she buys this vehicle, can be reasonably assured that it will be much more resistant to a roll-over than her old Cherokee was.


So... the verdict:

Dodge has come up with a relatively nice alternative to mid-sized Jeeps, and has finally given its dealerships something to put up against the likes of its domestic and foreign competition in the highly popular, small-to-medium-size SUV market. However, to be honest, despite a good power level from the base V6, relatively good space efficinency inside, easy entrance/exit, some clever features in the cargo area, and easy-to-read and use gauges and controls, I did not find it one of the more impressive vehicles I've tested. I won't really judge the chunky, Macho styling....that is a personal matter of taste, except to say that some of it is not for me, especially the super-bulge front fenders, which, IMO, look like something out of the 1930's. But the interior hardware/trim/plastics, exterior paint quality (except for the Inferno Red), exterior hardware, sheet metal, suspension tuning, brakes, and (possibly) the front drivetrain all need work... this vehicle, IMO, is far from finished, from an engineering and planning point of view. And, as I said in my opening statement, IMO there are better ways to spend your SUV dollars. Toyota, Honda, Subaru, Mazda, Hyundai, Kia, and even Ford and Mercury with their Escape and Mariner have competing vehicles that are better-built and better-engineered... and some of them have Hybrids as well. But, for Jeep enthusiasts, the Nitro offers an alternative to the Jeep nameplate with a vehicle built on the same platform.

In a Nutshell: The Ultimate Driving Machine puts on snowshoes.

BMW, in 2000, released the original X5, over the objections of many company purists, in response to then-skyrocketing demand for SUV's, especially upscale ones, and, in particular, as a response to archival Mercedes-Benz's successful but poorly built and unreliable M-Class and the still-under-development Porsche Cayenne. Some BMW purists were outraged at the thought of a BMW SUV, just as they were also to be disappointed over some of the forthcoming Chris Bangle designs about to unfold at that time. Similar outrage, not surprisingly, was felt by many Porsche enthusiasts at the thought of one of the world's premier sports-car companies getting involved with what they considered "soccer-mom" vehicles.

However, money talks, and you can't argue with sales. The new X5 was every bit as successful in the SUV market as its rival M-Class, and, not only soccer-moms, but even some former BMW enthusiasts, seeking more versatility and better winter traction, had a change of heart and lined up to buy the X5 in droves. Though, of course, it didn't (and doesn't) sell in Camry-Accord numbers, by European SUV standards, it was and is a very successful machine. I, myself, see many of them every day here in the Washington, D.C. area... they are quite popluar in this high-income region.

The X5, as a car-based SUV, was so successful that BMW decided to undercut it with the smaller and less expensive X3, which, price-wise, made the vehicle more accessible to lower-income people than the X5, and it was also easier to maneuver and park in tight shopping-mall environments, as most X5's had ended up being used that way anyway. The X3 did appeal to a wider range of income groups than the larger X5, but its emphasis on sharp handling and the resulting stiff ride turned off a lot of potential soccer-moms that placed a premium on riding comfort and didn't care much about race-track handling. The X3's ride was so stiff that even sport-oriented car magazines criticized it... and BMW engineers ended up making tire and suspension changes as a result.

The X5, as stated, went on to become one of the most successful new BMW introductions ever in the American market, but, like the Mercedes M-Class, it
had its share of design and build-quality goofs. By that time period, the electronics and hardware in many European-designed cars had started to show an alarming drop in reliability, and the X5 was no exception. Some goofs were just annoying and inconvenient... some actually dangerous. A number of early-model X5's were built with defective engine cooling-fan switches that sometimes did not go on and off properly with engine temperature, leading to overheating and engine fires. A number of X5's, even within the warranty period, were totalled from engine fires getting out of control, with BMW obviously eating a heavy cost for them (I don't have any numbers on injuries or deaths).

Even with a worse-than-average repair record, and caution on purchase from Consumer Reports, the X5 continued to sell well, and its popularity continues to this day. As I discovered from this review, it does, in fact, offer a lot of the traditional BMW steering, handling, and chassis dynamics, without the need to park it when the first snowflakes start to fall. Its overall build quality, while still not quite up to Japanese standards, is no doubt better than several years ago (my test vehicle had only one minor defect....I'll get to that). The second-generation model does not depart radically from the first-generation model except to add some Chris Bangle touches inside... the exterior styling is not that noticeably different until you get up close.

Now, let's take a look at the new X5 in detail.

Model Reviewed: 2007 BMW X5 4.8i

Base Price: $54,500

Major Options:
Cold Weather Package: $900
Premium Package: $2550
Rear Climate Package: $700
3rd Row Seat: $1200
Park Distance Control: $700
Destination Charge: $695

Price as Reviewed: $61,245

Exterior Color: Black Sapphire Metallic

Interior: Sand Beige Nevada Leather with Dark Bamboo Wood Trim

Drivetrain: 4.8L Longitudinal-mounted V8, 350 HP @ 6300 RPM, 350 ft-lbs. torque @ 3400-3600 RPM,
6-speed automatic with automanual Sportshift, X-Drive AWD with DSC (Dynamic Stability Control). 3.91 final-drive ratio.


PLUSSES:

Same great BMW steering feel and chassis dynamics as always, even with a higher center of gravity.

Torquey V8 despite the vehicle's weight and drag of AWD.

Smooth-shifting automanual does not have the jerkiness of BMW SMG transmissions.

AWD traction and Wagon/SUV versatility combined with the BMW panache.

High ground clearance for deep snow.

Volvo-style Roll-sensing system works with DSC for safety.

Relatively handsome (IMO) exterior styling resists the jelly-bean look.

Fairly wide choice of interior leather patterns and colors.

Several different interior wood trim patterns available (graphite metallic trim available in V6 models).

Longitude-engine mount, as opposed to transverse-mount, makes for a simpler, Subaru-style AWD system.

(Limited) 4/50 Free Maintenance includes even some wear items, like brake pads and wiper blades.

Multi-Adjustable and Multi-Retractible second-row rear seat.

Comfortable drivers'and front-passenger seats.

Relative lack of body roll on corners.

55-series tires give relatively good ride.

Well-done paint job, especially in the lighter colors.

Solid-feeling doors (unlike some other recent BMW's).

Good exterior hardware.

(Mostly) Good interior hardware and trim.

Plenty of space up front for tall people, even with sunroof.

12-year-unlimited mileage rust/corrosion warranty beats even Hyundai's.


MINUSES:

Open your wallet, brother....this is no econobox. You pay for those benefits.

Awkward, flimsy, transmission shifter action takes some getting used to.

I-Drive.....you already know my opinion of that. (Yes, I know some people like it ).

61K list price does not include NAV.

Optional ($1200) 3rd row seat virtualy useless.

Exterior paint colors duller than Grandma's Sewing Club.

Flimsy, poorly-designed steering-column stalks confusing to use.

Stereo OK but not outstanding.

Somewhat touchy brakes.

Annoying, automatic-locking door system above 10-15 MPH.

Unimpressive Nevada Leather seat and steering wheel trim.

No cloth seats available in the American market.

Expensive service and parts when Warranty and Free Maintenance runs out.

Dealerships inconsistant....some relatively friendly, many with the old BMW/Mercedes/Porsche arrogance.

Good, but not perfect, assembly quality.

Relatively small fog lights in the front bumper.

Opening the specific review, as always, with a general overview as you first walk up to the vehicle, visually, it is obviously a member of the BMW family. The first impression that you get (not surprisingly, given the X5 model designation) is that of a 5-series wagon up on stilts, with a lot of extra ground clearance. In fact, it sits up high enough that running boards are an option, but that, of course, is a real boon going through deep snow or mud, and the high ground clearance it also makes it lot easier to clean underneath the vehicle with a hose. Anyhow, the familiar BMW styling traits of the split double-kidney grille, eyebrow headlights, tapered hood, and trapezoidal taillights are all there, yet it pleasantly, (IMO) avoids the too-common jelly-bean look of so many of today's vehicles... I get SO tired of looking at that.

The front end-styling is more or less reminiscent of the new 5-series, but is not a formal copy of it. I thought it was well-done, except for the small fog lights in the small bumper. They are only a couple of inches across, and though I did not drive the vehicle at night or in poor visibility to test them, they don't look to me, even if they are super-efficient HID bulbs, like they would actually do much good.

The rear end was equally handsome... again, it looked like just what it was supposed to be.... a wagon/SUV, not a bullet-shaped spaceship. The exterior paint was well-done, more so in the lighter colors than darker ones (my test vehicle was black), with almost no orange peel and a smooth, even gloss. However, that's not to say I actually liked the colors...not a single one of them, IMO, even the Mineral Green Metallic, would have much use outside a funeral home ( see the actual color chips on the attached BMW web site). Even conservative Wall Street businessmen wear brighter-colored suits.

Ho-hum paint colors aside, as I said, the exterior is well-done. The sheet metal and doors,in BMW tradition, feel solid and strong, the exterior hardware and trim durable and well-attached, though not as much so as with the BMW's of the Pre-Chris Bangle era, and the general level of exterior fit-and-finish is good.

Open the doors and get in (a step up for some shorter people, hence the optional running boards) and the interior, though obviously Bangle-ized, is generally well-done also....except, of course, for the quirks common to most recent BMW's. The doors shut with a generally solid thud (better than in the sister 5-series), and the hardware, except for the transmission shifter and steering-column stalks (more on this later), solid and well-attached. The dash is generally well-laid out, with typically-BMW-style excellent round, highly visible primary and secondary gauges. The wood trim on the dash is well-done and reminiscent of the pattern on many new GM vehicles....polished wood across the dash with chrome trim strips 9 my test vehicle had the rather dark brown Dark Bamboo swirl-pattern......several others are available. The wood trim extends to both front and both rear doors as well. All of the rest of the interior was well-assembled, with one obvious assembly-line goof: in one of the center A/C vents, the tab behind the knob was not properly connected to the louvers, so the louvers would not move with the knob and redirect the airflow. Otherwise I could find no defects.

Most of the hardware felt solid and well-assembled, but The flimsy, dime-store plastic twin stalks on the steering column that operate the wipers and speed control were poorly done, both in the plastic quality and in the design of the switches (I noticed the same thing in both my Volvo S80 and BMW 550 reviews). BMW and Volvo could both learn a lesson from Japanese manufacturers in the design of the stalks.
Ditto for the transmission shift lever on the console (no steering-wheel paddles in my test vehicle)... it was small, thin, made of thin plastic with flimsy buttons, and took some getting used to. You have to hit the buttons and move the lever just so, different from most shift levers, to get it from Reverse through Neutral into the Forward gears. And the manual SportShift function, like on Mazdas, works in reverse of that of most vehicles today ( discounting the side-to-side Chrysler-Mercedes AutoStick). BMW and Mazda automanuals downshift when you move the levers forward and upshift when pulling them back... the opposite of most vehicles. (Remember that, folks, when you are out on a test-drive, or you could red-line the engine and give the drivetrain a big jolt).

I also was not impressed with the look and feel of the Nevada leather trim in this particular package. Although several other leather trim packages are available, I did not, and could not, sample them all. Anyhow, the Nevada leather had a dull look to it, felt cheap.....more like vinyl instead of leather......and did not even have much of a leather smell. It was not the superb leather you find on upper-level Jaguars and Lexuses. And, like Mercedes, which offers cloth seats on most of its German-home-market vehicles but not here for America, BMW does the same thing.
Cloth, for those dissatisfied with the leather, is not available in U.S.-spec vehicles.

The rest of the interior was well-done, except for the controversial I-Drive. I'm not going to get into the I-Drive in detail because it is too controversial; we have already discussed and argued it back and forth to death here in the CAR CHAT forum. Most of you know how it operates, and most of you know where you stand on it. You either like it of hate it. I happen to be one of those who dislikes it, and similiar devices like Audi's MMI, in every so-equipped vehicle I've ever been in. And that's it... no more on that subject in this review.

The front seats, in BMW tradition, were quite comfortable, well-shaped, and supportive in cornering, and there was plenty of head and legroom for tall people. I wasn't very impressed with the leather, but we have already covered that subject. The rear seats, of course, were less comfortable and less roomy, but felt quite solid and well-constructed, and there were several different levers on their top and sides which cleverly allowed them to just fold the seatback for third-row seat access or fold the whole seat forward and down several different ways to extend the cargo area. The third-row seats, as with most so-equipped vehicles, were virtually useless unless you have a large family with some small kids to go in back. If you don't, save your $1200 and don't check that off on the option box (this pricey vehicle is expensive enough without it).

The dash controls for the stereo and climate control are generally well-designed and easy to operate, though not the best I've seen, like in Toyota/Honda/Subaru-designed vehicles. Fortunately, some dash-control functions, once set, don't need to be used with the You-Know-What; the simple dash buttons will suffice. I have to base these comments for the dash buttons on the non-NAV version.....even at 61K, my test vehicle did not have a NAV system.

The rear cargo area, thanks to the fairly squared-off look and the lack of jelly bean, space-ship styling, is fairly roomy and space-efficient, though, of course, not the size of a Chevy Suburban or Ford Expedition EL's cargo area. The rear hatch is a split-level clamshell design, and the upper or lower halves can be opened separately as needed.

OK....BMW's, more than anything else, are built for driving, so let's go driving. Start-up is with a by-now fairly ubiquitous, for upscale vehicles, transponder plastic key box and starter button. The fairly big 4.8L V8 is not Lexus-smooth and quiet at idle... a small amount of noise and vibration is noticeable.

Once on the road and warmed up, the 350 HP and 350 ft.lbs. of torque are more than enough for this vehicle, even with its heavy weight (5335 lbs.) and the additional drag of the AWD system... though it is not a top-fuel dragster, it will pin you back into your seat....and with all of that power, weight, and AWD, you can just about watch the gas-gauge needle drop... at 93 octane, Premium fuel now well over $3.00 a gallon at many stations. The door-lock system automatically locks all the doors when you get to 10-15 MPH.... an inconvenient, safety-nanny feature that I have never liked. The transmission, unlike the knock-your-fillings-out jolts you sometimes get with the BMW SMG (Sequential Manual Gearbox), shifts smoothly, quietly, and unobtrusively, even under throttle in manual operation, though the shift lever is not well-designed... I have already covered that subject.

The steering, like on almost all BMW's, is a REAL treat on this car; firm, responsive, plenty of effort and road feel... just like a telephone line in the system connected your two hands on the wheel with the front tires. That steering feel remains even with the added AWD hardware up front that filters out some feel and response on other vehicles. Handling is typical BMW, even with the high center of gravity... smooth, even response to the steering, relative lack of body roll...the vehicle goes exactly where you point it and responds with a minimum of understeer. Who says that an SUV has to drive like a Grandpa or Grandma vehicle?

The ride, considering the handling level, is quite compliant, partly a result of good suspension engineering, and partly a result of the 55-series tires which strike a good ride-handling balance as well. The ride is not Camry-soft; you do feel bumps, but it is by no means harsh.....and nowhere near as firm as with little brother X3. How the tires will do in snow or ice, I can't say...I did not drive the vehicle in those conditions. But I myself have an Outback with 55-series tires that is just superb in snow... it literally laughs at the white stuff. The X5's tires are probably a little more aggressive on dry pavement than my Outback's all-seasons, and not quite as grippy in snow, but the 5335 lb. weight of this vehicle should make up for that somewhat.

The brakes could be improved a little. There is no problem with the hardware or size... they stop plenty short, have Electronic Brake Force Distribution and Brake Assist (a feature I've never liked...it can cause rear-enders by sometimes slamming them on full-force), and are more than adequate, but the brake-proportioning system is too sensitive on initial pedal application...it starts slowing the car down too rapidly and you have to back off on the pedal instantly.

So... the verdict?

Despite this car's superlative steering, AWD traction, good power level, comfortable seats, wagon utility and space efficiency, it is not a vehicle that I would buy out of my own pocket. It is simply priced too high, IMO too expensive for what you get, (I know some of you may disagree) and excludes some commonly wanted equipment AT that price. Even the BMW salespeople, who profit from selling this vehicle, felt it was overpriced, and they recommend the substantially lower-priced 3.0 In-line six model, which, at 260 HP and 225 ft.lbs. of torque, cannot equal the V8, but should prove adequate for normal driving. This is an expensive car, though it comes with some nice perks like the 4/50 free service and parts replacement, the 12-year unlimited rust warranty, and of course, the panache of BMW ownership and the nameplate. The bumper-to bumper warranty, however, will probably be needed....these vehicles do not have Toyota/Honda reliability. , But for those who want a versatile, all-weather BMW, are willing to pay the cost of it, and feel that the smaller BMW X3 is just that... too small... well, your BMW salesperson is waiting.