Needs change for spring tune-up
SPRING AUTO CHECKLIST:
Putting together a checklist of maintenance rules starts with the owner’s manual of each car. It is vitally important to deal with the major maintenance intervals, such as 30,000, in order to keep new-car warranties in order. Generally the dealerships take care of that sort of work, and in many cases dealers are required to do the work.
As cars get kept longer, customers obviously want to maintain them better, and here are some key things to do during spring check-ups:
Oil changes. Some people swear by 3,000-mile oil changes, while some manufacturers are now boasting that their engines can go more than twice that far on oil because of the sealed systems and improved oils. Synthetic oils generally have a longer life span than normal oils, but cost more. It is important to change the oil filter when changing the oil, otherwise the new oil is instantly contaminated by the quart of old oil being contained in the filter. Use a good brand of oil — most top brands are pretty equal so it’s personal choice — but watch the viscosity levels closely. A 10-40, 10-50 or even 20-50 multi-viscosity is good for summer, while 5-30 or 10-30 is preferable for winter, when it’s harder for oil to flow when it’s cold.
Other fluids. Check the antifreeze level for summer cooling as well as projected winter protection, and such items as transmission fluid and brake fluid.
Diagnostic check. With computerized engine systems, it is possible for a well-equipped shop or dealership to plug into the system and check whether all settings are proper. Modern car engines don’t have ignition points, so the old-style tune-ups are a thing of the past. Spark plugs should be checked, and platinum-tipped plugs can be regapped and used for up to 100,000 miles.
Fan belts and accessory belts. It is always important to and to check the tension and condition of various accessory belts. A qualified mechanical shop will routinely check them and advise when they are sufficiently worn to require replacement. One of the most important is the timing belt on an overhead-camshaft engine; anticipated lifespan is about 60,000 miles, and failure to check and change it can lead to costly engine damage if the belt should break while driving.
Hoses. It’s important to check radiator and engine hoses for cracks or leaks. Replacement is inexpensive, especially when compared to the grief of having a family trip interrupted by an overheated engine when the radiator hose springs a leak.
Suspension. Original equipment shocks and struts are better than they used to be, but when they get worn, their effect on a car’s handling can be too subtle to notice over 30,000 miles or so. But precise steering, handling and stability can be restored by having upgraded struts or shocks installed when the original ones wear out.
Brakes. Often your car will warn you of the need for new brake pads by feeling uneven when you step on the brakes. The pads should be checked for sufficient remaining life. And replacement pads should be at least as good as original equipment, if not better.
Tires. Often overlooked, the little square-foot patch of each tire’s footprint is your car’s only contact with the road. It is the most significant piece of insurance you can invest in, and a little research is important. You can spend a lot of money for premium, long-wear, high-speed tires and be gravely disappointed in the fall when you find that their tread compound loses its flexibility and they spin far too easily in snow or on ice. Or you can spend a lot on snow tires that work very well on snow or ice, but are wobbly and hard to manage on dry pavement. There are numerous compromises, including all-season tires and some with “m & s” ratings for mud and snow. Customers must decide which compromises they are willing to make, but the difference in handling and safety control capabilities of better tires should never be compromised. Running tires at or near maximum inflation number listed on each tire might make the car ride a tiny bit harsher, but it also can provide better handling and control.
Rotating tires. This is a personal decision. With the old bias-ply tires, it made sense to rotate all five, including the spare, to get even wear. Radial tires rotate differently, and some prefer to switch them front to rear on the same sides of the car to keep them rolling in the same fashion. With front-wheel-drive cars, front tires will wear out at a much faster rate, from the weight load, the traction, and the majority of braking. Switching them front to rear will allow all four tires to wear out at the same rate.
Filters. All of ’em — starting with air filters and going directly to the fuel filter. Many driveability problems are swiftly traced to a fuel filter that hasn’t been changed at a reasonable interval.
(Auto section headlines, cutlines…)
[Cover copyblock]
The arrival of spring means the return of warmth and color Up North, and in the automotive world it means the whirlwind end to a hectic four months of major U.S. auto shows. After a spectacular beginning in Detroit, Los Angeles and Chicago, with smaller stops in the Twin Cities and other areas, the auto show season had an even more stunning conclusion with the New York International Auto Show, just concluding at Jacob Javits Convention Center.
Dozens of new vehicles, ranging from concept cars to production surprises, dominated the New York show, which ran through the end of April. Sports cars, futuristic sedans, exotic cars and the ever-increasing sport-utility vehicle segments all were expanded in a dazzling array.
An example of what was introduced at New York is shown on this page, running clockwise from the upper right:
An all-new 2001 Toyota RAV4 compact SUV;
Oldsmobile unveiled a high-tech 2002 Bravada;
BMW, with its Z8 not yet in showrooms, showed off a Z9 concept;
Nissan’s luxury Infiniti branch introduced an all-new Q45 flagship;
Chrysler moved across Manhattan to Cipriani’s Theater to display its new 2001 Sebring sedan, convertible and coupe.
—All photos in this section by John Gilbert, except where noted.
[index at left on cover:]
All stories in this section by John Gilbert, Up North Newspaper Network.
INSIDE:
P2-3/ Chrysler redesigns compact Sebring, Stratus.
P4-5/ Toyota increases SUVs to five.
P7-8/ Minivans, SUVs, luxury concepts prevail.
P9-12/ Photo scrapbook of hot new models.
P13-14/ GM improves high-profit SUVs, trucks.
P15-18/ Spring tune-up needs have changed.
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(headline)
Chrysler’s Sebring triplets steal the show
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The restyled Dodge Stratus will be out this fall in sedan and coupe form.
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Chrysler’s all-new Sebring sedan for 2001 has a decidedly high-tech look.
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Highlander, revised RAV4 expand Toyota’s SUVs
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Toyota’s Highlander fills a new SUV niche between RAV4 and 4Runner.
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New RAV4 is longer, wider, taller, more powerful and more stylish.
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Refined minivans most efficient people-movers
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GM has restyled and revised features on the Venture and other minivans.
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Ford’s renovated Windstar boasts newest child booster seat is safest.
[Page 9 headline:
All eyes focus
on sports cars
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Porsche 911 adds turbocharger to reach 415 horsepower.
Audi TT offers 2001 roadster with quattro, 225-horsepower upgrade options.
Jaguar F-Type expected to move from concept to reality.
Cadillac, of all makes, has an endurance-racing sports car for LeMans.
[Page 10 headline:
Concept cars
flex to future
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Audi allroad quattro features sizzling performance and suspension that can alter ride-height for true off-road use.
Lexus SC430 concept convertible has foldaway aluminum roof.
Mazda Nextourer concept is station wagon of future.
Isuzu Amigo and Rodeo cousin will have new-concept alternatives.
[Page 11 headline:
Stylists also work
on flashy interiors
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Mazda Evoq 4-door concept shows right-hand drive.
BMW Z9 has changeable computer screen on dash.
Audi TT has baseball glove stitched leather option.
Lexus SC430 offers stunning array of luxury trim.
[Page 12 headline:
SUVs keep on
adding new models
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Mitsubishi has redesigned its Montero for the coming model year.
Isuzu Axiom is a concept SUV that will be brought to life.
Ford Explorer offered in new SporTrac with pickup box.
Subaru is exploring new boundaries for Outback-style SUV-pickup.
[Page 13 headline:
GM keeps on truckin’
with new Bravada
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Oldsmobile Bravada totally redone, with DOHC, multi-valve, in-line six.
Honda Insight gas/electric power delivers quick response
[[[[[[CUTLINES:
#1/ The Honda Insight breezes along the North Shore, easily reaching and maintaining speed with a tiny hybrid gasoloine/electric powerplant capable of 70-plus miles per hour and 70 miles per gallon.
#2/ The electronic instrument panel shows speed, revs, fuel and battery capacity, and whether the Insight is using electrical assist or recharging the battery pack.
#3/ Insight’s use of aluminum and composites makes it a 1,887-pound lightweight that is stronger than steel, with a wind-cheating drag coefficient of 0.25.
#4/ Surprising roominess for two occupants is complemented by the luggage area under Insight’s hatchback, including a deep storage bin.
#5/ The 1-liter gasoline engine runs the Insight at all times, with the electric motor providing instant boost under acceleration, then cutting out to be recharged while cruising or braking.
The whole concept of electric cars, or alternative-energy vehicles has always been sort of surreal — something futuristic, experimental, but not for real-world application.
Until now. Now there is the Honda Insight. It can get up to an estimated 61 miles per gallon in town, 70 miles per gallon on the highway. Perhaps you’ve heard about it, read about it or seen pictures of it. I’ve studied it for over two years, since it was first introduced as an auto show concept vehicle a couple of years ago. But now it’s here. You could order one from a Honda dealer for $20,000, although you’d have to be lucky to get your hands on one of only 6,500 being made available in the U.S. this model year.
The Insight looks a bit other-worldly, with its teardrop shape and closed-in rear wheelwells. It causes passers-by to do a double-take, and everybody asks about what it is. What it is, is better than anyone could have guessed.
We long ago grasped the idea that breathing fumes from internal combustion engines is not necessarily healthy, and virtually every company is working on building an electric car, although simple reality renders that plan ridiculous. Electrical motors do have tremendous power for their size. Quiet, clean power, at that. But consider that the basic electric car might go 100 or 150 miles then must be plugged into an electrical outlet for hours of recharging. If 100,000 Californians bought electric cars, the pollution from coal-burning power plants to supply the extra electricity would pollute so much more that it would render the whole idea absurd.
Fuel cells, or hybrid power derived by combining some form of battery power with supplemental internal-combustion motor. Toyota has the Prius, a competitive plan with an electric motor augmented by a small gasoline engine, on sale in Japan, but it won’t be able to give it enough power for the U.S. market until summertime. Other companies are talking, even boasting, about what they plan to offer within three years with things like turbo-diesel and electric hybrids.
Meanwhile, Honda hit the streets with the Insight for the 2000 model year, using typically advanced technology that is amazingly logical in theory, and just as impressivel in execution.
FREE POWER
Honda’s expertise in highly innovative internal combustion engines led to the Insight’s tiny, three–cylinder, measuring 1.0-liter in displacement. It has all the latest tricks — multiple valves, overhead camshafts, variable valve-timing — and it might be the lightest engine in the industry at a mere 124 pounds. Tiny or not, it pumps out 67 horsepower at 5,700 RPMs, and 66 foot-pounds of torque at 4,800 RPMs. That’s enough to move a lightweight vehicle adequately, and the Insight, a two-seat coupe, weighs only 1,887 pounds.
But that’s only half the story. Honda hooked up a high-tech, 10-kilowatt DC brushless motor, which measures a mere 2.3 inches in width, directly to the crankshaft of the 3-cylinder, hooked to the 5-speed manual transmission. The electric motor gets its power from a 144-volt nickel metal-hydride battery pack and an advanced electronic power control unit, which was adapted from the electric Honda EV-Plus vehicle that Honda had previously experimented with.
Because electric motors give off a lot of power, and it’s immediate power. Whenever the driver of the Insight steps on the gas, to take off, accelerate onto a freeway, or to pass someone, the 3-cylinder winds up and is given the electric motor’s boost so seamlessly that all you know is that the car takes off pretty good.
When you let off the gas, or settle in at a cruising speed, the electric motor cuts out, leaving the 3-cylinder gas engine to run things, and it also acts as a generator to recharge the battery pack. At the same time, the brakes have a regenerative effect that further goes toward recharging the batteries. The result is a hybrid powerplant that recharges itself — free power — while never needing to be plugged in.
The combination of the 3-cylinder and the electric power boosts total horsepower to 73, and total torque to 91 — modest figures, to be sure, but amazingly adequate to send the Insight on down the road. From a driver’s standpoint, that was my biggest surprise. I was extremely impressed by the whole idea, which is so much more workable than going the other way, with battery power supplemented by the gasoline engine, but I anticipated the car would be a real dog. Instead, it takes off with surprising quickness, and can easily accelerate ahead of traffic to reach freeway speed. True, it’s not a sports car or a race car, but the performance is perhaps the biggest surprise of the Insight.
Driving along London Road in Duluth, I was stopped at the light at 21st Av. E. As the light changed, some bozo in an Explorer coming north on 21st pulled the usual stunt: slowing for the red light, looking at the cross traffic starting up, then running the red light right in front of us. I was first in line, and my instinct got the boost of a tiny burst of adrenaline (road-rage?), which caused me to stomp on the gas pedal, and I easily accelerated swiftly enough to swing into the left lane and zip past the klutz.
I got about 48 miles per gallon strictly in city driving, much of it trying out the car’s performance, and I got 59.2 on sustained freeway driving. With some practice, I’m sure the 60-70 range is attainable. One of the car magazines, I think it was Car and Driver, ran a “cheating” economy run by mounting huge air-dam wings on the back of a giant SUV, then drove at a sustained speed with the Insight tucked right up close behind it, and achieved something over 100 miles per gallon.
CREATURE FEATURES
While fuel economy is clearly an objective of the Insight, the greater objective is clean power. It ranks as an ultra-low emission vehicle (ULEV) which means it already beats California standards other manufacturers are whining about being impossible to meet. The Insight produces 84 percent fewer hydrocarbons and 50 percent less nitrous oxides than a similar-sized car with a conventional gasoline engine.
To lighten the weight of the car to 1,887 pounds, Honda built the Insight out of mostly aluminum, with the chassis a combination of extruded, stamped and die-cast aluminum, guaranteeing a stronger, more rigid structure that is 40 percent lighter than a steel body would be. Body panels also are aluminum, with front fenders and the rear fender skirts made of recyclable plastic. Those skirts go along with the basic teardrop shape, and an underside composite panel, to give the Insight a 0.25 coefficient of drag, which is about the best in the automotive industry.
Where a Honda Civic coupe has 175 inch overall length and 103 inch wheelbase, the Insight has 155.1-inch length and 94.5-inch wheelbase. But the Insight height of 53.3 is less than an inch lower than the Civic, and interior headroom and legroom is almost identical to the front seats of the Civic coupe. The rear area under the hatchback is useful for storage, and a deep bin under the rearmost part of that carpeted shelf will hold a lot more.
The bucket seats are comfortably supportive and adjustable, and the 5-speed shifter is smooth. An interesting trick is that when you’re at a stoplight, if you shift into neutral the 3-cylinder engine shuts down, further saving gas, and then it immediately fires up, and the electric motor puts it precisely at idle speed, as soon as you shift into first.
The gauges have a tachometer on the left, with a 6,000 redline, with a large, bold digital speedometer in the middle, and a circle of gauges on the right, which show fuel gauge on one side and the battery storage level on the other, while arcing across the top are little bars that indicate how much battery assist you’re using or how much recharging is taking place.
I experimented on the freeway between the Twin Cities and Duluth and found that I could push the Insight up to 70 with ease. It would easily go up past 85, and I found I could edge on up to 77 or 78 miles per hour, with a dainty toe on the gas, without activating the supplementary battery power. An electronic graph on the dash can be activated to tell you trip mileage and fuel economy, with another bar showing instant fuel economy.
Honda stresses lightness, with additions such as aluminum wheels, a magnesium oil pan, and plastic valve cover and intake manifold, but while the Insight weighs under 2,000 pounds, that doesn’t mean it is unsafe. For one thing, the aluminum body and frame is stronger than steel, and for another, the Insight is the first vehicle Honda has introduced in the U.S. that has its new G-Force Control technology, which is designed, probably with the aid of some of its high-speed motor racing development, to absorb impact forces and deflect them away from the passenger cabin, while maintaining the integrity of the cabin itself.
Antilock brakes, electric power steering, dual airbags, power windows, mirrors, door locks and antitheft immobilizer, plus a stereo system with cassette tape and air-conditioning all are included. About the only thing lacking is cruise control, which wasn’t a problem during my test because I was playing around with varying speeds to check fuel economy, but a good cruise control set to maintain speed without pushing into the boost might optimize fuel economy even more.
Regardless of whether the Insight would be your first choice as a long-distance cruiser, it is capable of doing the job. And it is the ideal commute-to-work vehicle. If clean-burning cars are the future for responsible driving, then the Insight allows us to meet the future right now.
Left-lane law vital, but Up North drivers already are ‘right’
[[[[[CUTLINES:
1/ The I35 rush-hour scene from the overpass near 23rd Av. E. in Duluth showed an amazing tendency of drivers to keep to the right except to pass,just as the controversial — and apparently redundant — new law calls for.
2/ The vast majority of Up North drivers in the Duluth area already seems to follow the logic of staying in the right lane as much as possible. ]]]]]]]]
One of the big controversies in the state legislature this year is the “left-lane law” issue, which passed with such flying colors that even a veto by Governor Jesse Ventura could be over-ridden and passed. While it is probably the most rage-inducing
If you drive a car, then you’ve probably driven in the Twin Cities, and if you’ve driven in the Twin Cities, you know what it’s like to be driving along on a freeway, perhaps about to pass slower-moving traffic, only to find some bozo in the left lane, essentially blocking traffic. Now, that person might be going the speed limit, or a little under, or even a littler over, but the simple point of driving etiquette and courtesy is to not be in the left lane if faster-moving cars are coming up from behind.
I’ve written about driving etiquette and this particular situation for something like 20 years, including back in the old days — way back before E-mail — when I worked at the Minneapolis Star Tribune. I once took an informal poll of which driving transgressions readers considered most annoying, and people hogging the left lane was the overwhelming choice of the most irritated respondents.
My term for them was “left-lane vigilantes.” A lot of people figure those folks are just inconsiderate, but the most surprising thing about my unscientific survey was the vehement responses of those left-laners, who were eagerly and bitterly outspoken in stating a philosophy best summarized by: “If I’m going the speed limit, I’ll drive in whatever lane I choose, and if I’m in the left lane, and I hold up faster cars and make them adhere to the speed limit, so much the better.”
It was scary. The righteousness of some of those folks made me realize that while a few dawdlers might be daydreaming their cruise down the left lane, the majority was out there trying to enforce their own personal brand of regulation on anyone who might be so brazen as to go a few miles over the limit — which was an unrealistically slow limit of 55 in those days. That’s why I called them vigilantes. They aren’t so much stealing space in the left lane as they are trying to regulate others, which is always a dangerous practice. Driving a car is a full-focus thing, and concentrating on driving your car is important enough that you shouldn’t be thinking about how you can regulate other people’s driving.
At the time, I wrote about how I remembered road signs in past years which instructed drivers to “Keep right except to pass,” and that I thought it was a state law. Nowadays, I do over half my driving Up North, where I learned to drive on the frozen cliffs of Duluth, and where I’ve always admired the talent of drivers to negotiate the hills and maintain a distinct caution under the worst wintry conditions.
But just in case you don’t realize how serious a problem the left-laners have become, just try driving from anywhere Up North to the Twin Cities on Sunday afternoon or evening, when all the Twin Cities drivers are heading home from the weekend. You will encounter solid, bumper-to-bumper vehicles in the left lane, and only occasional cars in the right lane. It’s almost as if everybody in the left lane, speeders or not, don’t want to risk pulling into the more spacious right lane — where they should be, all along — for fear of not being able to break their way back into the left lane to pass.
NEW LEFT-LANE LAW
Surprise No. 2 was when a new law was brought before the legislature making it mandatory and punishable for drivers to stay in the left lane when they are not passing, to clear the left lane for passing vehicles. I thought it was great. Get the left-lane vigilantes out of the way, so they won’t be forcing faster cars — even dangerously faster-moving cars — to swerve to the right to pass, and then swerve back to the left for the next pass.
When Ventura vetoed the bill, which was surprise No. 3, he had some reasons. One is that Twin Cities freeway engineers must have missed the “logic” segment of their training because they designed numerous left-lane exits, which force slower cars to move left in order to go where they want. Another is that it would be unenforceable. However, where the veto breaks down is that the law as written states that drivers should move over where is can be done reasonably.
But, surprise No. 4 came later, with the disclosure that there already IS such a law on the books, the law that I recalled from decades ago when those highway signs advised. So the new law is redundant. It’s just that in congested circumstances, it is virtually impossible to enforce such a law. The best part of finding out that the law exists is that those self-righteous left-lane vigilantes can now back off with the realization that while they might want to impose their own personal standards on other drivers, they also are violating the law in the process.
Surprise No. 5 on this issue came Monday afternoon, when I took my trusty camera out to get a few pictures that would amplify the seriousness of the left-lane vigilante situation. I set the camera on auto-focus, placed it on the passenger seat next to me, and drove onto I35 at 21st Av. E. I cruised out to 40th Av. W., then exited and returned to 21st Av. E. Back and forth, and back and forth again, and again. With my camera ready for what I was certain would be a common scene where I could safely snap a one-handed photo for evidence, I found none.
So I got off the freeway and parked in the Perkins lot out on 23rd Av. E. and London Rd., and attacked the problem on foot. I walked out on the bride to the Lakewalk, and focused in. Incredibly, all I found were drivers in both directionsÂ…driving in the right lane!
I shot about 25 photos, and in one of them there were a half-dozen cars in the left lane and only a couple in the right, but because all the rest were cruising in the right lane, I assume the variation was because a group of cars all passed a slower car and hadn’t returned to the right lane yet.
Talk about a pleasant surprise. Maybe it’s proof that Minnesota Nice is alive and well Up North, or maybe it’s just the logical progression of that hillside learning-to-drive and its adherence to the rules of common sense and courtesy. Whatever, the difference between the traffic flow I witnessed for an hour in the heart of rush-hour in Duluth, and the freeway mess in the Twin Cities or on the weekend commute of Twin Cities drivers venturing Up North, was astonishing.
One of the problems in the Twin Cities is that the congestion on the freeways, and the strange resistance to the sort of rail mass-transit alternatives that a big-time, expanding metropolitan area needs, has led to something approaching gridlock. People who are experienced in driving in other states and who move to the Twin Cities insist that Minnesota drivers are the worst, anywhere. They might be right, but from now on let’s distinguish between self-centered, left-lane vigilante drivers and the Up North folks who keep to the right as much as possible.
Sport Trac fills new niche between Ford Explorer, Ranger
LIKES/
Great looking compromise between a compact SUV and a compact pickup truck — the styling works.
Longer wheelbase improves the ride over either the Explorer or the Ranger, and provides room for all the variable ideas.
Slick cargo box is made of plastic and can easily be extended by lowering the tailgate and flipping the included railing bars to the outer limits.
DISLIKES/
The plastic flooring is a good idea, but the floormats constantly slip-slide all over the stuff, even if you try to fasten them to their little hooks.
The rear seat is versatile, but it could have been made more comfortable for full-sized people.
Tossing stuff into the cargo box is handy, until it rains. Then you wish maybe the box was covered, and you might start giving back some of those envious looks from Explorer owners.
Maybe it all should have figured. Ford Motor Company makes the Ranger, which is the largest-selling compact pickup truck on the market, and it already makes the Explorer, which emerged from the Ranger platform to become the largest-selling sport-utility vehicle on the market.
So, with no sign that the U.S. populace has any intention of abating its ravenous appetite for trucks of all configurations, Ford has produced a new vehicle for 2001 — the Explorer Sport Trac.
Call it an SUV with a pickup box, or call it a pickup with a full 4-door cab, but whatever you call it, expect it to sell like popcorn. The sticker price is $25,270 for the model we tested, which had leather seats and enough options to run it up to $30,535.
I got a gleaming white model to test-drive, and if you think it’s just-another-truck, you weren’t with us as we ran around Duluth, Superior, on up the North Shore past Two Harbors, and back. Wherever we stopped, people paused in midstride to look at us intently, and more than one passing vehicle on the freeway caught our attention with a thumb’s-up wave of approval.
No question, the Sport Trac’s looks are more striking than either the Explorer itself or the Ranger, although both of them are appealing enough on their own. The Sport Trac has a stylish curve that bends forward as it traces the rear of the cab and frames the rear door, and then this little pickup box resting on the rear wheels, which have been moved aft over 14 inches, to 125.9 inches, on the extended-wheelbase chassis.
It also has more prominent outlines to the fenders and a redesigned front end, with color-keyed bumpers wrapping up high and containing clear-lens foglights, while underlining the clear-lens headlights. We can presume we’ll see those exterior revisions on the new Explorer this fall, when the rest of the 2001s come out, and maybe even on the Ranger.
The interior has new white-backed instruments, with oil, temperature, battery and fuel gauges flanking interlocked tachometer and speedometer. The audio system has an optional upgrade to include a 6-disc CD player in the dash, a device that obviously will soon sweep the industry to replace all those single-disc dash players and trunk or underseat-mounted multiple-disc players.
THE RIGHT MOTOR
An important element in the Explorer’s continued success, and more recently added to the Ranger, is the vastly improved 4.0-liter V6. Installed as an option on the Explorer three years ago, it is the old V6 that began life as a pushrod engine on Ford’s German branch.
While the old V6 was used on Rangers and Explorers for years, Ford also offered the venerable old 5.0-liter pushrod V8 to achieve adequate power at 210 horsepower. Ford engineers, meanwhile, revised the old 4.0 V6 by reinforcing the bottom end, and mounting single overhead camshafts above each bank of cylinders.
The overhead cams allow higher revving, and Ford also came out with a new, 5-speed automatic that would rev right on up to 6,100 RPMs if you stomp it hard enough. The redline is at 6,250, and the improved horsepower is 205, peaking at 5,250 RPMs. It also produces 240 foot-pounds of torque at a peak of 3,750 RPMs.
Important here is to make sure the 4.0 V6 you choose says “SOHC” — for single overhead cam — on the price sticker or engine, and then you get 205 horses compared to the 210 that you used to have to get the V8 to achieve.
With the 5-speed shifting smoothly, the Sport Trac had plenty of zip, even though it’s a bit heavier than the Explorer or Ranger. Fuel economy is 15 city and 19 highway by EPA estimate. I got 16.9 in combined driving, with plenty of freeway as well as scaling hills in Duluth and touring Superior and the North Shore.
The standard rear-wheel drive can be converted to 4-wheel drive by simply turning a switch on the dashboard, and includes getting into an extreme low range.
DOWN TO (X)TERRA
As the Sport Trac was being developed, Nissan came out with a new and inexpensive compact SUV called the Xterra, which is loaded with gadgets for true off-road and outdoorsy usage, and which won the 2000 International Truck of the Year award in January. We can’t say that Ford reacted to that, and maybe some of the Sport Trac features were coming anyway, but they are there, for sure.
The short pickup box, for example, is made of composite stuff, which we used to call plastic. It makes you think it has a form-fitting liner, but the liner is the box. The box itself is pretty tiny, only 51 inches in length. However, you will also notice a horizontal-bar deal inside the box. Fold down the tailgate and lock it in place, and flip over the bar thing, and it extends out to trace the tailgate’s outer edges and give you 2 feet more of cargo-box length.
Clever. That allows you to haul more than just incidentals. A friend asked me if it would a sheet of plywood (4×8 feet), and the answer is yes, as long as you stack them on the intruding wheelwells. You will also notice tie-down straps all along the box, and roof-rails on the roof, which Ford stresses are for hauling bikes, skis, conoes, kayaks —all very Xterra-like. There also is a weatherproof socket for a 12-volt plug, and even a bottle opener.
The rear window also is power-openable.
The interior is very well appointed, and we spent a good part of a day with four aboard. Our two friends in the back seat never complained, although they’re such nice folks they wouldn’t. I climbed back there later, just to double check, and while I think the back seat is fine for two or even three for going to the cabin or on short jaunts, I don’t think I’d care to spend a long drive back there.
Again, though, Ford capitalized on versatility. You can fold the rear seat into a flat shelf, and you’ll even find a couple of storage bins when you fold them down.
Ford has carried off the imaginative mutation very well. The longer wheelbase, plus altered springs, shocks and stabilizer bars, gives the Sport Trac admirable road manners. You’re not going to be fooled into thinking you’re driving a sports car, or even a sedan of any fashion, but it rides like a smoothed-out Explorer and not a bouncy pickup. Combine the benefits of a small pickup, the comfort and convenience of an SUV, and mix in that insatiable demand for trucks of all sorts, and the Sport Trac looks and feels like a hit.
About the Author
John Gilbert is a lifetime Minnesotan and career journalist, specializing in cars and sports during and since spending 30 years at the Minneapolis Tribune, now the Star Tribune. More recently, he has continued translating the high-tech world of autos and sharing his passionate insights as a freelance writer/photographer/broadcaster. A member of the prestigious North American Car and Truck of the Year jury since 1993. John can be heard Monday-Friday from 9-11am on 610 KDAL(www.kdal610.com) on the "John Gilbert Show," and writes a column in the Duluth Reader.
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