The Kawasaki contradiction: The ZX-10R isn't lighter, it just feels like it

What's more important, brains or brawn? And what about agility? Or beauty?

It only takes one time accelerating out of the final turn at Losail International Circuit in Qatar on the 2008 Kawasaki Ninja ZX-10R to be reminded that Ninjas never did lack muscle. In second gear, the front end gets light as the power comes on smoothly, the slightest of headshakes (slighter than the previous model would have exhibited, for sure) waggles the handgrips, and the kilometer-long straight looms ahead, questioning just how much nerve you have when it comes to twisting the throttle.

Brawn? Check.

It's the other three areas where Kawasaki made the biggest changes to its Superbike platform for 2008.

But before moving on to that, it's worth reviewing the work Kawasaki engineers did to keep their literbike competitive in power output. The goal was to keep the previous Ninja 10's low and midrange power, while boosting high-rpm performance to make the motorcycle even more track-ready. Dual fuel injectors and new, oval-shaped throttle bodies feed the fuel-air mixture past titanium valves into revised combustion chambers, and cam profiles were tweaked to increase top-end power.

But the really interesting advances with the new Ninja aren't in the engine, but in the brains, agility and, to a lesser extent, the beauty categories. The Kawasaki Ignition Management System (see the sidebar, right), combined with the new dual injectors, is intended above all to improve throttle response, said Karl Edmondson, Kawasaki's sportbike project manager.

With hundreds of fuel maps on board and an ECU monitoring conditions 50 times a second, it's clear Kawasaki can check "brains" off the to-do list. The system may be complicated, but it works simply well. More on that later.

Of all the changes to the ZX-10R for 2008, the most noticeable when riding the bike are the improvements to handling. If all you did was compare 2007 and 2008 ZX-10R spec sheets, you might reasonably assume the 2008 would be a slower-handling motorcycle. Reality is exactly the opposite.

Despite slightly more rake and trail, an extra inch of wheelbase and eight more pounds, the 2008 turns more quickly and feels lighter than its predecessor. The sensation is heightened by the new bike's smaller, slimmer dimensions.

How did Kawasaki make a heavier bike feel lighter? You don't have to be an engineer to notice that the previous model's two underseat exhaust cans are gone. The weight of the exhaust system is about the same, with its catalysts needed to meet Euro III emissions standards, a collector underneath the engine and just ahead of the rear tire, and a new titanium exhaust on the right side. Now, however, that weight is much lower and closer to the center of the motorcycle.

Changes to the frame were aimed primarily at increasing feedback, said Edmondson. Surfaces were changed from concave to convex forms and, in a trick learned from Kawasaki's AMA Superbike team, welding was added to the frame to tune its rigidity. (Click on the diagram above to see the changes to the frame.)

While the frame was being updated, the ram-air intake duct's path past the steering head was re-routed to make it a straighter shot into the airbox.

The 2008 Ninja gets a new look to go along with the new hardware. The styling of the previous model focused on optimum aerodynamics, with curved surfaces designed to move smoothly through the air. But what looks good to the wind doesn't always look good to the human eye, and many found the 2006-07 ZX-10Rs to have a beady-eyed, overly rounded shape.

For 2008, the designers put some sharp edges back on the bike, though it's still nicely rounded. As lead designer Keishi Fukumoto noted, curvaceous shapes slip best through the wind, but sharp edges work well enough, when done right, and often look more attractive. The metaphor Fukumoto repeatedly referred to was a Japanese sword. The previous 10 might have been more easily likened to an American jellybean.

Kawasaki paid particular attention to the parts of the motorcycle that come in contact with the rider to provide maximum feedback for the rider. The upper part of the tank is flared, making it natural for the rider to have his outside arm resting against the tank while hanging off in a turn. Similarly, the area where the rider's knees press against the frame is shaped to fit the human form and covered in a grippy material.

The chance to try out all these changes came at Losail International Circuit, the world-class motorcycle track built just a few years ago in Qatar to attract MotoGP and World Superbike rounds to the Middle East. For many of the U.S. writers who traveled to Qatar for the intro, it truly was a trip halfway around the world (12 time zones) just to test the new Ninja. But Kawasaki folks knew what they were doing. The smooth, fast Losail circuit will make any good motorcycle look its best, and allow a fast motorcycle to unleash its power on that long straight.

Whether it's the Kawasaki Ignition Management System or the new dual injectors and oval throttle bodies or, most likely, the combination of all the above, throttle response on the ZX-10R is as good as you'll find on any showroom floor.

See that green slice on the tach at left? Keep the needle pointed anywhere in that space and smooth power just rolls on at your command. But even at lower rpm, throttle response is seamless and glitch-free. Kawasaki says peak power hits at 11,500 rpm.

At the end of Losail's kilometer-long straight, the two things a rider needs are stopping power from the front and no surprises from the rear. The Ninja's brakes were already strong, so Kawasaki only made minor changes for 2008: Front petal-disc rotors grew 10mm in diameter to 310 and shrunk half a millimeter in width, to 5.5. They work and they don't fade, at least at any pace I can push them. Equally reliable and drama-free is the slipper clutch, which made the fifth-to-second downshift at the end of the straight a lot easier. I never heard a single complaining chirp from the rear tire due to wheel lockup.

A few times it was a bit difficult to find neutral on the six-speed transmission when rolling to a stop in the pits, but that's perhaps a tradeoff for the fact that I never hit a false neutral in seven riding sessions over two days. In fact, I never missed a shift at all.

Where the ZX-10R shined most was In Losail's endless series of turns. Totally flat and nearly devoid of reference points, Losail can be a confusing track to a newcomer. Two turns may be quite different yet look alike on entrance. When I made a mistake and forgot which flat righthander I was approaching, the Ninja had plenty of extra in reserve. Just lean it further and ride through it. It's worth noting that in two days of riding by nearly 30 writers from five countries, not one motorcycle ended up on its side or even took an excursion into the gravel traps.

It's hard to evaluate a motorcycle apart from its competition or predecessor, and the task is even more difficult when the track surface is so optimum. Is the new Ninja's handling that great or is it the supreme smoothness of the Losail asphalt? The new Ninja feels more stable and less prone to headshake, but how much of that is due to improvements to the bike and how much is due to riding it on a track that has precisely one bump, instead of riding it on the typical car-rippled asphalt of a U.S. track? What was the effect of the World Supersport-spec Pirelli tires hand-picked by Kawasaki for the press intro (U.S. bikes will come stock with Bridgestones)?

Despite all that, here's what I can say for sure: For an intermediate-level track-day rider like me, the 2008 ZX-10R is easier to ride quickly than its predecessors or other literbikes I've yet sampled. The stability and handling gave me the confidence to dip deeper into the Ninja's well of power than I would otherwise.

What if you ride a faster pace? Well, U.S. racer Kenny Noyes, who grew up in Spain and currently races there professionally, was also testing the ZX-10R. He turned in some hand-timed laps in the 2:07 range around Losail. That's within 10 seconds of the best lap times turned in by World Superbike riders just a week earlier in testing. And Noyes was riding a street-legal bike in stock form (except tires), mirrors in place, turn signals in the wind, and headlight blazing.

That combination of brawn, brains and agility will soon be parked on your Kawasaki dealer's showroom floor, available for $11,549.

Kawasaki's famously newbie-friendly Ninja 250R grows more capable for 2008

Quick. Name the best-selling Kawasaki motorcycle in the United States in 2007.

The ever-popular and recently redesigned KLR650? The flagship Ninja ZX-10R sportbike? Maybe the Vulcan 900 Classic, an affordable cruiser?

No. While all those bikes rank in the top 10, Kawasaki's best selling model last year was the Ninja 250. And just as Kawasaki waited 20 years to redesign its popular KLR650 dual-sport, it let the smallest Ninja languish virtually unchanged from 1988 to 2007.

Can you blame them? Why mess with success?

Well, one reason to mess with success is to make it even better, and fortunately, that's what Kawasaki has done with the 2008 Ninja 250R.

While the changes for 2008 run through every part of the motorcycle, the exterior facelift demands immediate attention. The Ninja 250 was right in the mainstream of sportbike styling when it first came out in the 1980s, but trends moved on as the 250 stayed put, and nostalgia doesn't play in the sporting world the way it does in the cruiser world.

For 2008, the Ninja 250R gets sleeker bodywork, a two-piece seat (the rear seat cowl shown in some of the photos is a $99.95 option) and a single exhaust canister, all of which bring the look smartly up to date. In fact, with bodywork determined more by styling than by the aerodynamic concerns dictated by racing, the smallest Ninja will actually be more attractive to many eyes than its more rounded 600cc and 1,000cc siblings.

As soon as you settle into the 250R's seat, you notice a couple of additional differences from its bigger brothers. For one, although the seat is slightly higher than before, at 30.5 inches, it's narrow and still allows even shorter riders to get both feet on the ground. With the majority of Ninja 250 buyers being first-time riders (and 33 percent being women), user-friendly ergonomics are important.

Which brings us to a second difference from the bigger sportbikes. The riding position is more sport-touring than sportbike in feel. The rider leans forward just slightly and leg room isn't cramped for anyone under six feet in height. Ninja 250 riders told Kawasaki they use their bikes mostly for riding around town, backroads excursions, commuting and shorter weekend trips, and this riding position matches that mission, especially for urban use, better than a racetrack-oriented sportbike crouch would.

Past Ninja 250 owners said they wanted a fuel gauge, so Kawasaki gave them a big one. It's as prominent as the tachometer, which makes the gauge cluster a little unusual in the sportbike world. The small tachometer is still easy enough to read, however.

And you will want to keep an eye on it. You just don't have to monitor the tach as closely as before.

That's because much of Kawasaki's work in redesigning the engine was aimed at providing more low-end and midrange torque. Revving the old Ninja 250 was fun, but also essential for forward progress.

Kawasaki updated the head of the engine with reshaped intake and exhaust ports, a newly shaped combustion chamber and thinner valves. Cam timing was also revised.

The 250R uses two Keihin carburetors, with the jetting revised for the new engine. Informed readers will wonder why the U.S. version doesn't come with the fuel injection system found on the 250R in Europe. The answer is on the price tag.

When Kawasaki asked Ninja 250 buyers to rank the level of importance of different aspects of the bike, they placed "price" number one. That's not the case for any other motorcycle Kawasaki sells in the U.S. market.

"We had a choice," said Kawasaki's Karl Edmonson. "We could have carbureted or fuel injected. To keep the cost down, we went with carbureted."

Meanwhile, the company's European division felt it needed fuel injection to be able to sell the 250R in Europe. Either way, emissions is not a problem and the 250R is 50-state legal. Its new exhaust system includes two catalyzers.

Along with the additional power from the engine redesign, the 250R got more stopping power with a slightly larger single disc up front and petal discs front and rear. The Kayaba rear shock is now adjustable for preload.

Oh, and one more change that will bring cheers from knowledgeable riders. The Ninja 250R gets 17-inch wheels in place of the old 16-inchers. In addition to better stability, the modern-size, six-spoke wheels allow a greater choice of tires.

"This is probably the thing that has had the biggest impact on making this feel like a different motorcycle," Edmondson said of the switch to 17-inch wheels.

While I personally haven't had much experience with the former Ninja 250, test riders who owned the old version and sampled the 2008 model at the press intro in San Diego were quick to confirm Edmondson's assertion that the 250R feels like a different motorcycle.

We rode the bike the way Ninja 250 buyers say they ride: On city streets, jumping onto the freeway to get out of town, looping some tasty backroads -- everything except riding to work (luckily for us).

Pulling onto a southern California freeway on a 250cc motorcycle, there's reason to wonder about the bike's ability to keep up with traffic. No problem, as it turns out. About 8,000 rpm in sixth gear will have you speeding on any highway in the country, and the Ninja pulls to its 13,000 rpm redline. The additional power is crucial on the highway, and makes the 250R a far more versatile bike. You still have to plan passes in advance with a downshift or two, but really, you can ride this bike anywhere there's pavement.

Venturing onto curvier roads, the Ninja's light weight pays off. There's nothing exotic here. Non-adjustable (except for rear pre-load) suspension, a single brake disc at both ends and bias-ply tires. But you don't need much exotica when you have well under 400 pounds of motorcycle to accelerate, turn and stop and a modest 16.2 foot-pounds of torque twisting the rear wheel.

The wide-spaced hand grips and narrow tires add to the nimbleness and the disc brakes provide plenty of stopping power. The footpegs are high enough that you're unlikely ever to scrape pavement. And while you need to keep the revs up above 8,000 rpm if you want to keep forward momentum going at a brisk pace, that's not a bad thing. I predict that new riders will actually hone their skills faster on a small bike like the 250R than they would on a bigger machine. If you're in the wrong gear, you can't just twist the throttle harder to get out of the hole you dug for yourself.

Fortunately, the six-speed transmission shifts easily and I never had trouble finding neutral at a stop.

If I could suggest any areas for improvement, I'd look at the seat and the clutch. The seat is narrow, to help shorter riders get two feet firmly on the ground, and it starts to feel a little hard on longer rides.

More importantly, the clutch lever's engagement point is pretty close to the end of its travel, the reach is typical of most motorcycles and the pull effort is heavier than I'd expect for a small bike. A shorter reach would be helpful to many of the women riders buying the Ninja 250, and a lighter pull and broader range of engagement would help new riders learn clutch-throttle coordination. Some riders said a little adjustment improved the clutch. It might be a good idea for new riders to make sure the dealership pays extra attention to getting the clutch adjusted just right before the bike leaves the showroom.

The bottom line is that the improvements for 2008 make the Ninja 250R a more broadly usable bike than ever before, one that's aimed at exactly the types of riding that past buyers say they use their motorcycle for: around-town transportation, commuting, weekend sorties in search of fun. For an MSRP of $3,499, less than the price of similar-size scooters, buyers can get a real motorcycle that's cheap to buy, cheap to insure, cheap to keep filled with gas and will take you wherever the road leads.

The Ninja 250 has introduced thousands of newcomers to the joys of riding. Many of them moved on to bigger bikes. New riders will still get their first taste of street riding on the Ninja 250R. But now, more than ever, the Ninja 250R is all the motorcycle some riders will need.

2008 Suzuki XL7 Limited FWD Review

2008 Suzuki XL7 Limited

DRIVING DOWN THE ROAD
WITH CAREY RUSS

2008 Suzuki XL7 Limited FWD

Things are not necessarily what they seem on the surface in the automotive world. One day during my week with a 2008 Suzuki XL7, I happened to pull up next to a Chevrolet Tracker at a traffic light. A moment for light amusement - the small SUV badged "Chevrolet" was a Suzuki product. And the Suzuki I was driving was, in large part, a Suzuki interpretation of a GM product, assembled in a Suzuki plant in Ingersoll, Ontario, Canada from parts made around the world.

Welcome to the 21st Century. Sometimes it's hard to tell the players even with a scorecard.

Suzuki and GM have had manufacturing and joint-venture agreements for years, to the benefit of both parties, and their customers. Known for some seriously fast motorcycles, Suzuki has also been making four-wheeled vehicles for many a year, with an emphasis, at least in the US market, on small SUVs. As old-style body-on-frame vehicles like the Suzuki Grand Vitara and Grand Vitara-based first-generation XL-7 have lost favor to unibody crossovers, something new was needed. Since development costs of a new vehicle for the US market as high, and Suzuki is small, some sort of partnership was the way to go. And what better for a four-wheeled flagship than a crossover SUV?

Although it is built on the same GM "Theta" platform as the Chevrolet Equinox and Pontiac Torrent, the Suzuki XL7 is hardly a case of badge engineering. It's longer than its domestic-brand cousins, with provision for namesake seven-passenger seating. The engine is GM's latest twin-cam alloy 3.6-liter V6, but it's assembled by Suzuki in Japan, with minor differences from its stateside equivalents.

For its second year, the XL7 model lineup has been changed slightly, with the addition of a Premium trim level above base but below Luxury. Limited still tops the line. Base models are five-seat only, Limited means seating for seven, and it's customer's choice for the others. All but the base model may be had in front- or part-time single-range four-wheel drive configuration. As expected, comfort and convenience features increase with trim level; unexpectedly a full complement of safety equipment is found in all.

My test XL7 was a front-wheel drive Limited, with the two new features of that level for this year - the standard remote engine start, which can also start the climate-control system, and the optional rear-view camera. Rear-view cameras are increasingly common, but this one is different. Unlike others, it doesn't use the navigation system screen on the dash, it uses a small screen embedded in the inside rear-view mirror - right where you look. While the image is not as detailed as with a larger screen, image detail is not the reason for a rear-view camera. Visibility of things, especially moving things, that are too close and too low to be seen out the rearview mirror is, and this system does just fine in that regard.

As for the XL7 itself, there are no major changes since last year, and there is nothing wrong with that. With room for up to seven people, or plenty of cargo, good power and much better handling than is the norm for the class, it's a well-equipped mid-size crossover at the sporty end of the spectrum. Like other crossovers, it's not meant for serious off-road duty, but then SUV owners rarely do that. With nearly eight inches of clearance, it can handle all of common the urban and suburban road hazards, and a 3500-pound towing ability increases its utility.

APPEARANCE: Suzuki is striving toward distinctive, recognizable styling for its four-wheeled offerings. The XL7's hood and grille shapes are echoed in the other new Suzukis, the SX4 crossover and sedan. Large diamond-shaped headlights distinguish the XL7 from anything else on the road. Within the constraints of the two-box crossover design, it signals both sport, from its car-like front and rear ends, with bumpers integral to the body styling and small but noticeable fender flares. Dark textured plastic at the lower edge combines a traditional SUV cue with some sports car cues as well - are the silvery plastic pieces at the front (especially) and rear aerodynamic or skid plates? In reality, merely styling, but the overall look is more sport than utility. Alloy wheels are standard for all models.

COMFORT: Inside, the XL7 is stylish and functional. It's also well-equipped - all versions, even the base model, have power windows and locks, with remote entry, automatic climate control with pollen filtration, cruise control, full instrumentation with an information display for mileage and such, at least an AM/FM/CD audio system, driver's seat height adjustment, and plenty of interior lights, storage spaces, and coat hooks. The second row seats flip and fold 60/40 for cargo versatility, and adjustable seatback angle and a flat floor add to passenger comfort. The front passenger seatback folds flat forward if long items like lumber need to be carried. In all, the rear liftgate is power-operated. Premium models get larger wheels and a choice of interior trim, while Luxury adds leather seating, a power driver's seat, heated front seats, a sunroof, upgraded audio, and a leather-wrapped steering wheel with auxiliary audio controls. Limited then adds an easy-to-use touch-screen navigation system, Pioneer AM/FM/CD/auxiliary MP3/XM audio system, the choice of a sunroof or rear-seat DVD entertainment system, standard seven-passenger configuration, and more. The front seats are above average in comfort, and instrumentation and controls simple and self-explanatory. Window lifts in the center console are the only unusual feature, and that's not a major issue. GM mirror and window controls are about all that gives away that connection. The second row has plenty of room for two, and a center passenger is not out of the question thanks to the flat floor. Each part of the second-row seat flips and folds for third-row access. The two people sitting there should best be under 5-6. Or, fold either or both parts of the third row flat into the load floor for more cargo. A handy organizer under the rear floor hides small or medium items from sight, and locating the space-saver spare underneath, outside, as in a pickup, further increases interior space.

SAFETY: You don't have to buy the Limited to get the full suite of safety equipment that gives the XL7 a five-star NHTSA rating for frontal and side impact safety, and four stars for rollover protection. All have four-wheel vented disc brakes, antilock with brake assist, electronic brake-force distribution, traction control, and the ESP electronic stability system. A tire pressure monitoring system is also standard. The XL7's unibody structure uses high-strength steel, with a safety cage around the passenger compartment and front and rear crumple zones. Front airbags are supplemented by full-length side curtain bags.

RIDE AND HANDLING: With no truck in its ancestry, the XL7 feels very much like a large modern front-wheel drive car, in particular today's equivalent to the station wagon of the past. Its fully-independent MacPherson strut front, multilink rear suspension is tuned moderately firmly, and, with the relatively long wheelbase, gives a smooth, comfortable ride. Steering effort is never too light for good control, nor too heavy. Self-leveling Nivomat shocks at the rear are standard in seven-passenger models, to better deal with varied loads. They also help to keep the vehicle flat when cornering, for improved performance and control.

PERFORMANCE: It's no Hayabusa, but the 3.6-liter V6's 252 horsepower (at 6400 rpm) and 243 lb-ft of torque (at a nice, low 2300 rpm) and five-speed automatic transmission with manual mode have no problems moving the XL7 quickly. Because of its unibody construction, it's relatively light for an SUV at around 3900 pounds in front-wheel drive trim. That helps both acceleration and braking. Fuel economy, EPA 16 city, 22 highway and real-world 18 in a mix, is average for the class, and about right considering size and weight. The transmission has a manual mode, but I never found it to be a necessity given the engine's torque curve and the transmission's gearing. A little torque steer could be felt on hard acceleration, but plenty of torque is going through the front wheels at that time. A useful 3500-pound towing capacity adds to the XL7's abilities.

CONCLUSIONS: The Suzuki XL7 is a good choice in the midsize crossover class.

SPECIFICATIONS
2008 Suzuki XL7 Limited FWD

Base Price   $ 27,299
Price As Tested   $ 29,948
Engine Type   aluminum alloy dual overhead cam
     24-valve V6 with variable cam phasing
     on all camshafts
Engine Size   3.6 liters / 220 cu. in.
Horsepower   252 @ 6400 rpm
Torque (lb-ft)   243 @ 2300 rpm
Transmission   5-speed automatic with manual mode
Wheelbase / Length  112.4 in. / 197.2 in.
Curb Weight   3886 lbs.
Pounds Per Horsepower  15.4
Fuel Capacity   18.6 gal.
Fuel Requirement  87 octane unleaded regular gasoline
Tires    P235/60 SR17 Bridgestone Dueler H/T
Brakes, front/rear  vented disc / vented disc, ABS, EBD,
     TCS, ESP standard
Suspension, front/rear  independent MacPherson strut/
      independent multilink with Nivomat
      self-leveling spring/shock units
Ground clearance  7.9 inches
Drivetrain   transverse front engine,
     front-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
   city / highway / observed  16 / 22 / 18
0 to 60 mph    7.7  sec
Towing capacity    3500 pounds


OPTIONS AND CHARGES
Rear-vision camera   $ 649
Destination and handling  $ 0 (included with MSRP)

2008 Mazda CX-9 FWD Review

2008 Mazda CX-9

DRIVING DOWN THE ROAD
WITH CAREY RUSS

2008 Mazda CX-9 FWD

Some car manufacturers leave well enough alone, and some can't help but improve their product, detail by detail. Mazda is in the latter category, as evidenced by the 2008 CX-9.

The seven-passenger CX-9, Mazda's largest crossover, debuted last year and if the number I see near where I live is any indication, it has been a sales success. So Mazda could be excused for doing little besides tweaking the option packages and color choices for its sophomore year. That, apparently, is not the Mazda Way.

The 2008 CX-9 has a new engine.

Ok, that's not quite as major a change as it may seem. It's not an all-new engine. The 2007's 3.5-liter V6 has been replaced with an enlarged 3.7-liter version, with 273 horsepower and 270 lb-ft of torque. That 10 more horsepower in the upper reaches of the rev range is not a major difference for everyday driving; the additional 21 lb-ft of torque adds a welcome punch in the more-commonly used mid-range.

Additionally, the Blind Spot Monitoring System is available for the premium Grand Touring models.

The CX-9 model lineup and nearly all important exterior and interior details are otherwise unchanged. As is customary in the crossover SUV field, the CX-9 is a unibody machine, built like a car (in this case, a distant derivative of the Mazda6 sedan) with a transverse front-engine, front-wheel drive powertrain layout. All-wheel drive is offered for all trim levels. The Sport holds the entry level, with an upscale middle-class level of standard equipment for less than $30,000 in FWD form. The Touring upgrades the interior, with leather seat trim, heated power front seats, and Bluetooth¨ phone connectivity highlighting. The Grand Touring heads into entry-luxury territory with fancier interior trim, 20-inch wheels and low-profile sport tires, the Mazda Smart Card keyless entry and start/stop system, and the optional Blind Spot System for a $33,335 base price with FWD, or $34,655 with AWD.

Mazdas are drivers' cars, and the CX-9 is no exception. While it's not as nimble on the road as an MX-5 Miata, a Miata doesn't carry seven people. And the CX-9 does, better than any other crossover I can think of, if you'd like adults in the third row to remain your friends, and with greater efficiency and a much better driving experience than a similarly-commodious traditional SUV. The fatter torque curve from the larger engine makes everyday acceleration effortless, and since it lessens the need to run the engine in lower gears at higher rpm, it could even decrease fuel consumption a bit.

APPEARANCE: Sporty? Yes. Utilitarian? Absolutely, but not to the detriment of its looks. Don't look for any "rugged off-road" style here. The CX-9 's angular two-box shape is more large sport wagon than SUV, and echoes the smaller CX-7 crossover and Mazda3 compact hatchback. Without direct comparison, it looks to be the same size as the smaller CX-7. Euro-style chrome trim around the windows, and, on the Grand Touring, on the door handles and liftgate, adds to its luxury ambiance.

COMFORT: Inside the CX-9 is quite possibly the best interior to ever come from Mazda. But it offers far more than merely elegant style - there is all of the comfort, space, and versatility expected in a premium crossover. The premium look is enhanced in the Grand Touring by two-tone leather seating and metal-and-wood-look trim. In front are good, well-bolstered sports seats that would not be out of place in a sports sedan, both power adjustable in the Touring and Grand Touring. The second row contoured bench is split 60/40. Each part is manually-adjustable, about five inches fore and aft, and can fold flat. Two adults easily fit in first-class comfort, and the flat floor makes the center position useable. The second-row sections slide forward easily for access to the 50/50-split, two-place third row. Headroom is good for anyone under 5-8, legroom back there depends on the second-row position; if it's not all the way back, seven adults can fit in reasonable comfort - and there is still more luggage space behind the third row than is found in many sedan trunks. Folding the third and/or second rows only increases cargo space to cavernous levels.

Back up front, the driver gets a leather-wrapped, manually tilt- and telescope-adjustable steering wheel with phone, auxiliary audio, and cruise controls. The Grand Touring's electroluminescent instruments are backlit in a sporty red, and protected from glare for good visibility. Useful storage spaces abound, and the center console has an audio mini-jack for an MP3 player and one of several power points. Interior options in my test vehicle included Sirius satellite radio, the comprehensive "Rear Seat Entertainment" package, with a rear DVD player and screen, 11-speaker Bose audio system, in-dash /6-CD changer, and the "GT Assist Package" of voice- and touch screen-operated DVD navigation system, rear-view camera, and power rear liftgate.

SAFETY: CX-9 passengers are surrounded with a strong central safety cage and protective structures designed for controlled deformation. Four-wheel ventilated disc brakes with antilock, traction control, and dynamic stability control (DSC) improve active safety. The Roll Stability Control system works with the DSC system to less the possibility of rollovers. Dual front, front-seat side, and full-length side curtain airbags are standard in all models. The CX-9 has received five-star ratings for front and side crash protection from NHTSA, and a four-star rating for rollover resistance. The Blind Spot Monitoring System used small cameras and software to check the areas to the sides of the vehicle, especially in the hard-to-see area between easy visibility in the inside mirror and outside mirrors. When there is something in those spots, even a motorcycle, lights in the shape of cars on the outside mirrors will switch on to alert the driver.

RIDE AND HANDLING: The platform in the CX-9's ancestry belongs to the Mazda6 sedan, "platform" in this case meaning lower unibody stampings, and basic suspension design and mounting points. It's stretched and otherwise modified considerably for the CX-9, and serves admirably. The unibody structure is strong and rigid, and the fully-independent MacPherson strut front, multilink rear suspension is tuned in the manner of a European sports sedan - firm, for minimal body roll and stability when cornering, but damped correctly to ensure a high level of ride comfort. The steering effort is spot-on, neither too light nor too heavy. The CX-9 is a pleasure to drive, and feels lighter than its 4000 plus-pound weight on the road. If you want sport with considerable utility and seven-passenger capacity, there are few other choices.

PERFORMANCE: The displacement increase of the 2008 CX-9's twin-cam aluminum alloy engine results from an increase in cylinder bore. This necessitated a redesigned engine block, a quicker, easier, and more precise process than in years past thanks to computer-aided engineering analysis, but significantly improved midrange torque without the increased wear that would have resulted from a stroke increase. Horsepower is up by 10, to 273 (at 6250 rpm), and torque is up by 21 lb-ft, from 249 to 270, still at 4500 rpm. It pulls well from idle, and is strongest above 3000 rpm. The six-speed automatic transmission is a fine match for the engine, and the increased torque makes its life easier. Manual mode used to be the best way for maximum performance, but there is less need for that with the torque increase. Fuel economy, EPA 16/22 and 17 in my mixed driving, is not significantly different from the 3.5-liter version.

CONCLUSIONS: Want room and "zoom zoom"? The Mazda CX-9 is the answer.

SPECIFICATIONS
2008 Mazda CX-9 FWD

Base Price   $ 33,355
Price As Tested   $ 39,680
Engine Type   dual overhead cam, 24-valve aluminum
     alloy V6
Engine Size   3.7 liters / x cu. in.
Horsepower   273 @ 6250 rpm
Torque (lb-ft)   270 @ 4500 rpm
Transmission   6-speed automatic with manual-shift mode
Wheelbase / Length  113.2 in. / 199.8 in.
Curb Weight   n/a lbs.
Pounds Per Horsepower  n/a
Fuel Capacity   n/a gal.
Fuel Requirement  87 octane unleaded regular gasoline
Tires    P245/50 VR20 Bridgestone Dueler
Brakes, front/rear  vented disc / vented disc
Suspension, front/rear  independent MacPherson strut /
      independent multilink
Drivetrain   transverse front engine,
     front-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
   city / highway / observed  16 / 22 / 17
0 to 60 mph    7.9  sec

OPTIONS AND CHARGES
Sirius satellite radio     $  430
Blind-spot monitoring system    $  200
Rear-seat Bose¨ entertainment system - includes:
 296-watt 11-speaker Bose¨ Centerpoint¨ 5.1
 surround sound with auxiliary audio/visual input,
 9"DVD entertainment system, in-dash 6-disc CD changer,
 115-volt outlet     $ 2,560
GT Assist Package - includes:
 DVD navigation system with voice and touch-screen
 command, rear-view camera,
 power open/close hatch    $ 2,500
Delivery charge      $   635
 

Kia Sedona Named a Top 10 Best Value by GAYOT.com

The 2008 Kia Sedona was named the minivan of choice on GAYOT.com's annual list of the "Top 10 Best Value Automobiles." GAYOT.com highlights its standard features, spacious cabin, functional interior and competitive price as the Sedona's winning points.

"Sedona garnering a 'top 10' award further displays Kia's dedication to providing consumers, especially families, with top quality vehicles without the premium sticker price," said Tom Loveless, vice president, sales of Kia Motors America (KMA).

The Sedona is described as a "powerful, roomy and versatile family hauler" by GAYOT.com. In an extended vehicle review by Gayot.com editors, its 250 horsepower, 3.8L V6 engine is considered far quicker than any minivan should be with the editors adding that despite the minivan's low starting price, the Sedona is far from being a bare bones model. The impressive list of standard equipment includes air conditioning with tri-zone controls, cruise control, and an eight-speaker AM/FM/CD audio system as well as safety features such as six standard airbags, anti-lock brakes (ABS), a brake assist system (BAS), a tire pressure monitoring system (TPMS), electronic stability control (ESC) and a traction control system (TCS). Such features, coupled with Kia's comprehensive warranty program, are what brought the Sedona to the top of the Best Value list.

GAYOT.com is a unit of Gayot Publications, a worldwide leader in professional hotel and restaurant reviews, along with comprehensive travel and online lifestyle content. Additional partnerships with the American Automobile Association (AAA), AOL, MSN, Yahoo! and American Express allow Gayot access to millions of visitors monthly, delivering more than 28 million impressions.

Kia Motors America (KMA) is the sales, marketing and distribution arm of Kia Motors Corporation based in Seoul, South Korea. KMA offers a complete line of vehicles through more than 640 dealers throughout the United States. For 2007, KMA recorded its 14th consecutive year of record U.S. sales. Kia Motors subscribes to a philosophy of building high value, high quality, safe and dynamic vehicles. Kia Motors prides itself on producing vehicles that are exciting and enabling and evoke the Kia tagline "The Power to Surprise."

Kia Motors America is the "Official Automotive Partner of the NBA." Information about Kia Motors America and its full vehicle line-up is available at KIA.

2009 Toyota Venza Crossover

Toyota North America just unveiled the all-new 2009 Venza crossover sedan at a press conference yesterday at the 2008 North American International Auto Show at Detroit.

The 2009 Venza, based on the Camry/Altona sedan, will raise the crossover vehicle to new levels by combining a unique blend of sedan refinement and sport utility vehicle(SUV) functionality.

US consumer sites are suggesting the new Toyota will appeal to potential buyers as a cheaper alternative to the Mercedes R-class.

Toyota has yet to announce Venza pricing but the websites are picking four-cylinder models starting around $US25,000 and the V6 from about $30,000.

"The all-new Venza was developed as a vehicle that combines the styling, comfort and fun-to-drive performance elements of a five-passenger sedan with the surprising utility of an SUV," said Bob Carter, Toyota Division group vice president and general manager. "This winning combination will be ideal for active 'boomers' and young couples with small families."