Improv Traffic School

New Truck Review: 2009 Ford F-150
By Eric Peters
October 14, 2009
For myimprov.com

Complements of Improv Traffic School and Online Defensive Driving Course
To sign up for our traffic school and defensive driving courses, please go to http://www.myimprov.com and select a State.

The Ford F-truck is a full-size pick-up and America's best-selling new vehicle. It comes in more than two dozen forms, in an almost unbelievable array of possible cab/bed/body configurations - ranging from your basic two-door, regular cab work truck to loaded urban cowboy models like the SuperCrew Lariat I recently test drove.

Prices start at $21,365 and run to $44,355.

Ups

Ford has added F250/F350 Super Duty styling cues to all F-150 trucks and introduced a more powerful version of the standard 4.6 liter V-8 engine as a step-up option to address previous complaints about the F-truck's so-so acceleration. SuperCrew models are longer and have even roomier interiors than before.

Ubeatable towing capability; standard V-8; new six-speed automatic (except with the base 4.6 V-8). One of the nicest big truck interiors going. As easy to drive as your aunt's Camry.

Downs

All big trucks are likely Doomed, courtesy of recently passed government fuel efficiency mandates that will require all new vehicles to achieve 35 mpg, average, by 2016. Unless Ford (and everyone else who makes them) figures out a way to get a 5,000 lb. V-8 truck to deliver 30-plus MPGs, it's Game Over. Owning this vehicle six or so years from now will be like owning a '75 Fleetwood was circa 1981.

Not as easy to park as your aunt's Camry.

Driving impressions

The standard engine is a 4.6 liter, 248 hp V-8. It is paired with a four-speed automatic. Though on the weak side (for a V-8) it is bigger, stronger (and more importantly torquier) than the V-6s that come standard in competitors like the Dodge Ram 1500 and Chevy Silverado 1500.

The step-up option is a higher-performance of the 4.6 V-8 (with better-flowing, three-valve heads) rated at 292 hp. This engine is teamed up with a new six-speed automatic that enhances both actual performance and the feel of performance, via tighter gear spacing.

Fuel economy is boosted, too. The 292 hp version of the 4.6 V-8 is rated at the same 14 city/19 highway as the 292 hp version, despite being more than 50 hp stronger.

Top of the line in an F-150 is a 5.4 liter V-8, which produces 320 hp and 390 lbs.-ft. of torque. This engine is also teamed with a six-speed automatic. Fuel efficiency with this engine is only slightly lower than that of the two 4.6 liter V-8s, about 14 city and 15 highway depending on whether it's a 2WD or 4WD, extended bed, etc.

Maximum towing capacity is 11,300 lbs. and you can put up to 3,030 lbs. of whatever in the bed. Both ratings are best in class.

Ford offers an integrated trailer brake controller (and trailer sway control system) with the '09 F-truck, too.

Reportedly, diesel engines (and a high-mileage "Eco-boost" gas V-8) are on deck for 2010. They might keep the truck going for awhile.... .

History will note that just before the ax fell, pick-ups had reached near-perfection in every respect except pleasing DC bureaucrats. The F-150 is as civilized to drive as any luxury car, yet offers He Man capability for those who need a vehicle that works as well as it looks.

Save the Planet types - who are usually also city types - moan about the impact of big trucks on the environment and about how they use too much gas. Well, in years past, trucks were so rude and uncomfortable that many people had to have two vehicles instead of just one - the truck for hauling stuff; a car for hauling people. Combined, what do you suppose their "footprint" was vs. one modern truck with the latest anti-pollution equipment and actually not half-bad mileage, given what it can do?

The other thing that some don't get is that some folks actually do need a truck. A front-drive unibody car with a trailer hitch on the back just doesn't cut it if you live in the country (millions do) or are a contractor/small business owner (millions are) or have to deal with severe roads/weather.

Anyhow.

Ford's V-8s are all overhead cam (vs. pushrod) designs and of generally smaller displacement than the V-8s in GM and Dodge's 1500-series trucks - as well as the V-8s in full-size pick-ups from Toyota and Nissan, too.

The weaker lower-end performance of these smallish OHC V-8s compared with the larger displacement, pushrod V-8s of the competition was the F-truck's major weak point.

The new, 292-hp version of the 4.6 liter V-8 helps erase that problem - while there's no denying the superiority of the F-150's standard V-8 when compared with, for instance, the pitiful 3.7 liter, 210 hp V-6 that comes standard in the Ram 1500 - a truck that costs almost exactly as much as the base F-150 ($21,550 for the Dodge vs. $21,365 for the Ford).

The Ram's optional 4.7 liter (310 hp) and 5.7 liter V-8s do outpower the Ford's step-up V-8s, but the big Ram is a real disappointment if you need to pull something heavy. Even with the mighty 5.7 liter Hemi, the Ram's max tow rating is only 9,100 pounds - more than two thousand lbs. less than the F-truck can handle.

The Chevy Silverado 1500 also still comes standard with a gimpy little V-6 as its standard engine - and it's even weaker than the Ram's, with just 195 hp available. The Chevy's step-up 4.8 liter V-8 musters 295 hp and from there you can go to a 315 hp 5.3 liter V-8, or a 6.0 V-8 with 367 hp and, at the very top, a 6.2 V-8 with 403 hp - making the Chevy the most powerful 1500 truck. However, the Chevy still can't touch the Ford's tow rating, even with the guns of the 403 hp V-8. Its max capacity is 10,700 lbs. - close, but no cigar.

Given the competition's stronger engines, the F-truck must have the stronger frame/chassis - and that's a good thing to have in a half-ton truck, if you plan to use the thing for real work.

Driving the F-truck is an easy and pleasant experience, despite its best-in-class pulling ability. Like an ocean liner, once it's free of the clutter of port, it glides along luxuriantly, eating up the miles (and tackling the corners) with a grace that belies its massive size.

That massive size is, indeed, the only detraction. The outside world has downscaled (and will downscale even more as the new regime of 35.5 MPG forces into retirement new cars larger than a current Camry). Maneuvering a full-size truck into a parking spot - or out of one - can be a challenge.

Other drivers may not be amused by your backing up and pulling forward as you try to inch the behemoth into place.

On the other hand, the F-truck is an amazingly versatile machine.

American-brand trucks dominate the market in part because of tradition (Japanese full-size trucks like the Nissan Titan and Toyota Tundra are relative newcomers without an established following) but also because American-brand trucks come in far more cab/bed and bodystyle configurations - literally a truck for almost any need or want.

The F-150, for example, is available in seven trim levels (work truck XL, step-up XLT, sporty STX, off-road FX4, Lariat, King Ranch and Platinum), three cab styles (regular, extended cab and crew) with four available box styles, running from 5.5 feet to full-length 8-feet.

There are 35 possible configurations.

All '09 F-trucks get the hunky styling cues of the Super Duty 2500/3500 - including the more rugged-looking front end with three-bar grille, raised hood line and the SD's trademark "arched" door sills and high-walled bed. It's macho - but not WWF macho like the Toyota Tundra.

But it's the F-truck's interior that shines brightest. The basic layout is sensible and attractive and easy to use - and can be equipped with some pretty incredible technology, including in-dash Internet access and radio frequency tracking for tools and equipment.

Just about any luxury or convenience item you might want is available, too - from a rear seat DVD entertainment system to heated and cooled seats to a multimedia system with voice command (Sync) Western saddle leather upholstery (King Ranch) and 20-inch chrome wheels with Satin Gloss Lacrosse Ash wood trim accents (Platinum).

The main cluster houses gauges for oil pressure, coolant temperature, fuel - and (very useful) transmission temperature. The trailer brake control is to the right of the steering wheel. There's a USB port under the available Sony surround sound stereo for your iPod - and if you get GPS, the display feature's a bird's-eye view of the terrain, updated as you go. It's much more intuitive than the flat map-style, which is more typical. With bird's eye, you can "look down the road" and see your turn-off, as well as potential things you might want to turn off for, such as gas stations or restaurants. The system can even tell you what the speed limit is on the road you're on.

Even the base "work truck" is equipped with air conditioning and 17-inch rims - plus the 4.6 V-8 and an automatic transmission.

SuperCrew models, meanwhile, offer limo-like room for backseat occupants thanks to a six-inch stretch - as well as the ability to securely (out of the weather and as well as inside a lockable interior) carry large, valuable stuff that you wouldn't want to leave in the bed.. The back seats fold up to make way for even more stuff - 57.6 cubic feet. Thanks to an almost completely flat floor, the distance from there to the roof is 47.9 inches - enough to swallow a big flat screen TV.

The only downside is you can't get the eight foot bed with the SuperCrew cab. (Same deal with other 1500 trucks.)

It's probably a good thing, as the result would too long for use on anything but the most rural (and straight!) Texas backcountry roads.

A final nice touch is the capless fuel filler. You literally gas n' go. When you're done fueling up, the system

In sum

Overall, the F-truck remains the gold standard among 1500-series trucks. While pretty much every current-year large truck is a good truck - and some have a few areas where they are arguably superior (for instance, the Hemi Ram and the V-8 Tundra and Chevy 1500 accelerate like muscle cars, even if they can't tow all that much) Ford has consistently done the best job all-around.

There is a reason for the F-truck's enduring popularity as well as its impressive resale values - which ought to remain strong for years, since the government has signed the death warrant for future trucks of this kind.

Size does matter when it comes to safety, too. An F-150 is one of the most injury-proofed places on four wheels to be - even if it didn't come standard with side-impact and curtain air bags, ABS and electronic stability control.

Eric Peters writes about cars and defensive driving issues for Improv Traffic School.

By Eric Peters
October 27, 2009
For myimprov.com

You may have a rarely driven classic car - or perhaps a second or third vehicle that mostly just sits. But cars were meant to be used regularly - including classics, which after all, were once regular production cars built to be driven.

If you have a vehicle that sits idle for more than about 10 days at a time, there are a few simple things you can do to keep it in "ready to go" condition and also to limit or even prevent deterioration from lack of use.

Here's how:

* If possible, keep the vehicle stored indoors. A garage is ideal because the car won't get rained on (a vehicle's biggest enemy) and you can crack the windows a little to allow air to circulate inside the interior.

If that's not feasible, a good all-weather car cover is the next best thing. Be sure to get one that "breathes" and do not use a tarp or anything like that - which will trap moisture and accelerate corrosion. A good car cover will limit sun damage, exposure to acid rain, bird droppings and so on; environmental factors that are very hard on paint and rubber and interior fabrics, etc.

* Try to clean the vehicle before it is stored/left for weeks. This will help prevent stains from setting and corrosive materials (such as road salt, etc.) from eating away at the car's exterior. Be especially vigilant about wiping down areas such as the underside of the doors, rocker panels, underside of the trunk/drain channels and so on. Try to keep these areas free of moisture-trapping debris.

* Buy an automatic battery tender (about $40). This is a device with two alligator clamps (one for each terminal on the car's battery) and a cord that plugs into any household 110v outlet. The battery tender will automatically maintain the battery at peak charge, turning itself on and off as needed. This will prevent the otherwise inevitable slow death of an expensive battery from lack of use as well as keep the car in ready to start condition.

* Try to leave the car with a full tank prior to leaving it parked for extended periods - and top it off with fresh gas each time you use it. This will help prevent in-tank condensation (which can lead to rust in the tanks/lines) and also keep the fuel fresh longer. If the vehicle will be stored/not used often enough to burn up at least one full tank of fuel every six months or so, consider adding a fuel stabilizer such as Sta-Bil for extra insurance against deteriorated fuel.

Most important of all:

* Try to drive the vehicle for 30 minutes, minimum, at least once every four weeks or so. This will allow all systems to "warm up" fully, which will burn off internal contaminants (such as unburned fuel), coat all surfaces with fresh oil/lubrication (including transmission, axles and so on), allow the car's charging system to operate, keep the brakes in good operating condition (by "wiping" rust off the rotors and keeping the pistons inside the brake calipers from seizing up, etc.) and prevent the tires from developing flat spots from sitting on the same section of tread for too long.

* If the car has air conditioning, it's especially important to run the system for at least 5-10 minutes once a month or so - even in the winter. You don't have to have the temperature control set to "cold" - just so long as the AC compressor is running. This will circulate lube within the system, which will prevent loss of refrigerant through brittle seals and deteriorating hoses, etc.

* Change the engine oil and filter once every six months regardless of mileage. In fact, the less the car is driven, the more important this service often is. In the engine of a vehicle that just sits for long periods (especially a classic car with a carburetor rather than electronic fuel injection) the oil can get excessively contaminated/diluted (or turn to sludge) if it's not changed out regularly.

Keeping fresh oil in a little-used vehicle is perhaps the single most important thing you can do to assure its long (and problem-free) life.

Eric Peters writes about cars and defensive driving issues for Improv Traffic School.

By Eric Peters
November 25, 2009
For myimprov.com

The Impala is a full-size (up to six passenger) sedan with a base price of $23,900 for the LS. $25,055 will get you into the higher-trim LT version and if you want a bit of sportiness, there's an LTZ version that comes with a bigger V-6 engine, firmer-riding suspension and so on. Its base price is $29,630.

All Impalas are front-wheel-drive.

Ups

Very affordable price tag, can handle six adults comfortably. Great cross-country highway car. Simple, rugged and will last almost forever with decent care. People will think you're a cop and get out of your way.

Downs

Considered a snoozemobile. Loses value rapidly. Not as up-to-date as newer models like the '10 Ford Taurus that offer features like all-wheel-drive and a much higher-end interior layout, etc. No more V-8 SS.

The Details

Chevy offers two V-6 engines in the Impala: Standard in the base LS and mid-trim LT is a 3.5 liter V-6 rated at 211 hp. This engine is teamed up with a four-speed automatic.

It is capable of getting the car to 60 mph in about 8.4 seconds.

Compared with other V-6 engines in mid-large cars, the Impala's 3.5 liter V-6 is on the underpowered side (Ford's Taurus comes standard with a 263 hp 3.5 liter V-6; the Toyota Avalon a 268 hp 3.5 liter V-6) and its four-speed automatic is dated technology given typical five and even six-speed automatics that are common in 2010 model mid-sized and large sedans like the Taurus and Avalon.

However, the truth is that functionally speaking this combo works just fine. It may not be the latest thing, or the quickest - but given the huge price gulf between an Impala and cars like the Taurus (which starts at $25,170 and runs to more than $33k) and the Avalon (which starts at $27,945) it has virtues of its own.

The base V-6 also returns good fuel economy: 18 city and 29 highway. For a big car, this is respectable. It's also actually slightly better than you'd get in the more expensive Taurus(18 city, 28 highway) and dead even with the much more expensive Avalon (19 city, 28 highway).

A larger, more powerful 3.9 liter V-6 (230 hp) is available in the Impala, but you have to buy the top-of-the-line LTZ - which has a base price of $29,630. This makes it more expensive than the Taurus or the Avalon, both of which still comes standard with considerably stronger standard engines and still get to 60 more quickly. It's true the LTZ also comes with nicer trim and other equipment that you don't get in the base LS or mid-level LT Impala, but its $29k MSRP erases the huge price advantage the Chevy otherwise has compared with the newer, more up-to-date Taurus and Avalon - making its out-of-date features (such as the four-speed automatic) and power/performance deficit more noticeable and harder to rationalize away.

Mileage with the 3.9 liter engine drops a little, too - to 17 city and 27 highway.

The Impala doesn't dazzle you with blistering speed or razor-sharp handling but it will impress you with its basic competence. Some reviewers harp on the 30-50 hp power deficit of the Impala's engine (especially the base 3.5 liter engine) compared with what's currently considered "benchmark" in the segment. While they're right about the Impala being less powerful than the current average, what matters, ultimately, is whether it is powerful enough for everyday driving.

And of course, it is.

Since when did 211 hp become "weak"? Only in comparison with today's arguably overpowered "benchmark" cars. Most of us (certainly people who buy cars like the Impala, anyhow) just want to get safely from "a" to "b." America does not have Autobahns; most people don't drag race. A car with the capability to reach 60 mph in 5 or 6 seconds is definitely a lot of fun, but it's also not the point as far as everyday normal driving is concerned. Sure, you can spend more money to get the extra second or two of quickness - and that's fine, if that's what you want. But if you want a perfectly adequate performer for everyday use - and would rather have several thousand bucks in your pocket than tacked onto your payment - the Impala makes sound sense.

Same with the car's handling. Competitors may post better numbers on the skidpad and could out-corner it on a road course. But does any of that matter as far as making the trip from your house to the supermarket and back?

What I think matters more is the Impala's Barcalounger ride quality. It is noticeably softer than the "sport" pretending models it competes with and thus really nice to be in on long highway trips with the cruise control set at 65 or so.

This whole "sportiness" thing has gone too far, in my opinion. I like sporty cars. Don't mistake me. But not all cars need to be sporty, do they? It used to be that if you wanted a car built for high-speed cornering and aggressive driving, you bought a car designed for that kind of duty. Now virtually all cars - whether they be two doors or four doors or wagons or even SUVs - try desperately to be sporty, too. And the result is a harsher ride, a sore back - and usually a higher sticker price, too.

If I were to drive from coast to coast and had my choice of a "sporty" sedan or the Impala, I'd snap up the keys to the Impala.

As far as curb appeal, the Impala isn't ugly or weird looking - just a little bland. However, you can make it more interesting by ordering a color other than white or navy blue. This will also help you look less like an unmarked cop.

I like the simple, immediately comprehensible controls - even if some of the material used for the dash/doro panels and console are a bit cheap looking. Again, so what? Everything works perfectly well and the car is a pleasant driver that's much cheaper than anything else comparable.

It's also more spacious in several key respects.

For example, Impala offers more front seat head room (39.4 inches) than either the Taurus (39 inches) or the Avalon (38.9 inches), more front seat legroom (42.3 inches compared with 41.3 inches for the Avalon and 41.9 inches for the Taurus) and six-passenger capacity vs. just five for the Taurus and Avalon - neither of which offer a front-row bench seat.

The Ford does have a slightly larger trunk (20.1 cubic feet vs. 19 cubic feet for the Chevy) and the Avalon's rear seat legroom (40.9 inches) is the best in this class (and about three inches more than the Impala's) but overall, if size matters, the Impala wins.

One weakness is pulling ability. The front-wheel-drive layout is inherently lighter-duty than the old school rear-wheel-drive layout of models like the discontinued Ford Crown Victoria - and this results in a less than impressive maximum trailer rating of just 1,000 pounds.

But the front-wheel-drive Avalon and front-wheel-drive/all-wheel-drive Taurus are no better on this score, with the same 1,000-lb. max trailer rating.

The Impala's chief negative as far as quality goes is not that it's a bad car, or a poorly built car, but that it's considered a dated and nothing-special car. This kills its resale value and causes it to depreciate faster and more rapidly than competitors like the Taurus and Avalon - which being "newer" tend to hold their value better. But this is (again) compensated for to a great extent by the Chevy's much lower sticker price (LTZ versions excepted) and also by the fact that it is known to be a very durable and solid car. The fact that it is a popular choice with police departments and taxi companies all over the country should tell you something about that.

If you're looking for a ten or twelve-year car that will run reliably for 150,000 or more miles given regular maintenance and decent tretament, the Impala is a very good bet.

On safety, the Impala also brings a strong hand to the table by dint of of its sheer size. Even without ABS, traction/stability control and front seat side-impact air bags (all standard) it would be inherently more crashworthy than a smaller car with all that stuff.

Add all that stuff to the Impala and it's even safer.

Another thing: GM's OnStar system comes standard in all versions of the Impala. It will summon EMS in the event you wreck and direct them to your location, even if you are unconscious. Sensors in the car detect the impact, while a transponder in the car sends the signal (via satellite) to the GM OnStar Center - which calls the cops and ambulance.

Some (me included) don't like the big brother-ish idea of having a transponder in the vehicle that makes it possible to track its location wherever it goes - but my guess is most people shopping for a big family-type car will like it and be pleased that OnStar is included at no extra charge.

In Sum

There are certainly "better" cars on the market - if better means newer designs with more power and the latest features and equipment, etc.

But "better" that way also means you pay a lot more - often for power, features and equipment you may not especially want or need.

For a solid value, don't overlook the Impala.

Eric Peters writes about cars and defensive driving issues for Improv Traffic School.

By Eric Peters
November 25, 2009
For myimprov.com

The Volkswagen Comfort Coupe (CC) is a mid-sized, mid-priced sedan based on the Passat with dramatic "coupe-inspired" styling - including rear bucket seats. It seats four only (instead of the usual five) and is intended to give buyers who'd prefer a two-door something with four doors that's more intimate than a standard sedan.

Prices start at $27,100 for the base Sport model with four-cylinder engine and run to $39,800 for the high-performance VR6 version. Front-drive is standard, AWD optional with the VR6.

Ups

Sexy (and distinctive) body, beautifully finished interior, very affordable in base trim form; good gas mileage with base four-cylinder engine. One of the very few sedans that actually does turn heads.

Downs

Why isn't VW offering its excellent TDI diesel engine (and 40 mpg capability) in this thing?

The Details

The CC can be equipped with either of two powerplants - a turbocharged 2.0 liter four and a 3.6 liter V-6.

The four is standard and develops 200 hp. It can be teamed with either a standard six-speed manual transmission or (optionally) a six-speed automatic.

All CCs equipped with the 2.0 liter engine are front-wheel-drive only.

VW says the 2.0 liter CC Sport with six-speed manual can reach 60 in about 7.3 seconds. The EPA says the CC with the 2.0 liter engine and six-speed manual is good for 21 MPG city and 31MPG on the highway.

Automatic models lose about 2 MPG on both ends.

The optional 3.6 liter V-6 rates 280 hp and can be ordered with VW's 4-Motion all-wheel-drive system. However, the larger engine cannot be ordered with a manual transmission. VR6 models come only with the six-speed automatic. On the upside, you'll cut your 0-60 time down by almost one full second with this engine (6.5-6.6 seconds) but on the downside, mileage droops to 17 city, 25 highway (with the optional AWD; front-drive models are 1-3 MPG better, respectively).

It's odd that so many car companies - VW included - market sporty, performance-oriented cars that are automatic-only in their most powerful trims. A CC with the optional VR6 would be a lot more fun (and also likely eke out slightly better mileage) if it could be teamed up with the six-speed manual transmission. It's possible that VW is concerned about the high output of this engine being abruptly channeled to the front wheels through a clutch - but why not let the owner worry about that? Mazda, for one, sells FWD cars pushing 300 hp with manual transmissions. And surely, with AWD, the six-speed would be civilized enough?

It's a shame.

So also is the decision not to offer the TDI diesel engine (at least, for now) that's currently available in the Jetta and (reportedly) will soon be available in the Passat. This engine (which is sold with a six-speed manual transmission, too) pegs a stupendous 41 MPG on the highway - 15 MPG more than the VR6 - with acceleration/performance that's close to what you get with the 2.0 liter, gas-burning four.

Maybe VW will reconsider - particularly when gas jumps back up to $3 or $4 per gallon.

Your best bet right now is probably the Sport model with the 2.0 turbocharged gas engine. It offers snappy acceleration with either transmission as well as acceptable fuel economy. Some four-cylinder engines aren't great with automatics but the VW four's turbo builds torque quickly and early, so it's not soggy feeling on the bottom end, at lower driving speeds - and has a nice punch when you floor it to pass someone.

VW takes the "Comfort" part of CC seriously, so this car is built mainly to be serenely quite, sturdy-feeling and wall off the outside world from those cocooned inside. It's not set up to be a hard-core corner charger like a BMW 3, though it shares the secure, planted and precision feel that's native to German-built cars. Electrically assisted power steering and quick turn-in make the CC easy to adjust in tight quarters, such as parallel parking on a busy street. On the road, it's got the premium feel of a much more expensive car. Even with its frameless door glass (a challenge to weatherstrip against wind noise) the CC's cabin is penetrated by less road noise at 80 mph than gets through to the occupants of a Pontiac Solstice at 45 mph.

With so many look-alike cars out there, the CC's show-car shape (and custom-looking interior) really stand apart. There's no question that VW designers were inspired by the stunning Benz CLS - and there's nothing wrong with cadging a good design, either. At least, if it's done right. And VW did it right. There isn't an ugly or awkward line on the outside and the interior is an absolute knockout. The four bucket seats (finished in handsome V-Tex perforated leatherette material) are gorgeous to look at and just as nice to sit in. They are supportive and soft - a hard to find combination. Twin center consoles separate each occupant, enhancing the sense of "personal space."

Bun warmers are standard, too - even on the base CC.

Despite having seats for four people only, probably many people who buy a sedan only really need room for four - not the five that can theoretically be carried in a typical mid-sized sedan. The CC thus has real word practicality but also panache that standard-type five-passenger sedans can't match.

Back seat headroom is surprisingly generous - more than you'd expect given the sexy-looking tapered roofline. I'm 6 ft. 3 inches tall and the top of my head only just barely touched the ceiling. If I scooched down just a bit in the buckets, it was no problem at all. Anyone under 6 feet will be fine, scooched down or bolt upright.

The CC's trunk is 13 cubic feet - a little less than the Passat (with which it shares its underlying platform), which as 14.2 cubic feet. But like the difference between four and five-passenger seating, the loss of 1.2 cubic feet of trunk capacity may not be much real-world loss for many potential cc buyers.

Overall, this is a superbly finished and fitted car. You should go look at a $70,000 Mercedes-Benz CLS and then look at a $27,100 CC to get a sense of just how well-executed this thing is, and not "just for the money," either.

The only major safety device that's not included in the car's base price are rear seat side-impact air bags. Traction and stability control, ABS, front seat side-impact and curtain air bags for both rows are all standard.

In Sum

The CC is a show-car looker with a middle-of-the-roader price tag. All that's missing is the presence of a diesel engine option and 40 mpg fuel efficiency - an omission VW will hopefully address in the very near future.

Eric Peters writes about cars and defensive driving issues for Improv Traffic School.