Camry SE vs. Altima SE-R vs. Malibu SS vs. Galant Ralliart from Motor Trend
11-14-06, 11:08 AM
#1
Lexus Fanatic
Thread Starter
Camry SE vs. Altima SE-R vs. Malibu SS vs. Galant Ralliart from Motor Trend
Hopefully this isn't a repost.
Love that Camry pic. Looks very handsome and definitely a cut above the other three.
http://www.motortrend.com/roadtests/...son/index.html
Comparison: 2006 Chevrolet Malibu SS vs. 2007 Mitsubishi Galant Ralliart vs. 2006 Nissan Altima SE-R vs. 2007 Toyota Camry SE
Sport sedans for the common man: Seeking the cure for the four-door ho-hums
By Matt Stone
Photography by Brian Vance
You've traded your Audi TT for one wife, two kids, and three carpool buddies. And now you need four doors and four seats. Your heart screams, "550i or E550 Sport, baby!" Your budget, in a tone resembling your mother-in-law's, reminds you about "practical family transportation." It'll be okay. Several carmakers have realized average family dudes and dudettes with normal incomes may want a spoonful of driving fun and a sprinkle of pizzazz with their daily commuter cereal and have come up with sportified versions of their mainstream midsize four-doors. You won't mistake any of them for that rockin' BMW, Benz, or Audi, but they prove that you don't have to settle for a vanilla sled resembling the ones you rent on business trips.
We've assembled a quartet of them here, all sportier than average V-6-powered front-drivers that live in the $25,000-$30,000 price range. As with SRT or AMG, Mitsubishi's Ralliart sub-brand is intended to symbolize a zestier version of a mainstream product. The Galant sedan gets the Ralliart treatment this time out, new as a 2007 model. It's most easily identified by the projector-style, four-bulb ellipsoid headlamp clusters, mesh grille, side air dams, and 18-inch rolling stock. Power comes from the same 3.8-liter V-6 engine that's employed in the Eclipse GT; variable valve timing helps it crank out 258 horsepower (standard V-6 models run with 230).
All Galants get a five-speed automatic trans for 2007, including Sportronic sequential control. Springs/dampers get higher rates, and the anti-roll bar is a stiffer 21mm unit. The Galant Ralliart comes one way: loaded. Perforated leather-trimmed seating (heated in front), automatic climate control, power moonroof, and a Rockford Acoustic Design premium audio system are standard. Final pricing is still TBD but figure about $27,624 to $29,474, with the only likely option being a nav system.
Chevrolet has worked diligently to revive the SS (Super Sport) nameplate. This storied badge had years ago degraded to little more than a tape-stripe package, but GM has been less promiscuous with it of late, applying SS badges only to vehicles that have increased performance and handling capability. Out goes the standard Malibu's 200-horse, 3.5-liter OHV V-6 in favor of a 3.9-liter overhead-valver good for 240. It's still saddled with a four-speed automatic transaxle fresh out of the 1980s, albeit now with manumatic shift action via a toggle-switch on the left side of the shifter stalk, instead of a separate manual gate like the others.
All Malibus get a new front fascia this year, and this one, with its foglights and black trim, looks better than the previous car's chrome upper lip. Handsome 18-inch wheels and dual exhausts further amp up the looks, and the interior is a businesslike combo of leather, cloth, and faux-alloy trim. The SS swaps the standard numb-feeling electric steering for a better hydraulic system and also gets spring/shock/anti-roll bar upgrades. It's by far the least expensive player in this test, at $25,610 out the door.
Nissan's current Altima has been around since 2002, but we had to wait until just last year to get an SE-R version of it. Too bad, because it's a well-done piece, and the one most committed to the "sport" side of the "sport sedan" equation. At $31,565, it's also the most expensive among this group, but the value is in the hardware: Forged 18-inch alloy wheels wearing performance-rated summer rubber, HID Xenon headlamps, ancillary gauge cluster, leather sport seats, and upgraded brakes go beyond what the other players offer. The SE-R gets more aggressive fascias and rocker panels, beefier suspension bits, and a five-speed automatic with a gated manual mode or a six-speed manual. The 3.5-liter V-6's warbling dual-exhaust system and other minor mods give it just a 10-pony increase over the stock Altima, but as it has 250 to begin with, there's no shortness of punch.
Never before would you put "sporty" and "Camry" in the same sentence (or paragraph, or story, perhaps). That has so changed. America's best-selling car is new-from-scratch for 2007, and Toyota's cooked up an SE version of it worthy of attention. Besides a roomier, structurally stiffer platform, the Camry SE boasts a 3.5-liter DOHC V-6 that cranks out 268 horsepower--the most powerful player here, if only by a bit. It's backed by this comparison's only six-speed automatic transmission, too. The rest mimics the others: sport-tuned suspension, blackout grille, fascia, and rocker-panel extensions, a "Sport Leather" interior trim package, and--get this--dual exhausts. Pipes--on a Camry! Even though the tires are of summer (versus all-season) spec, they're the narrowest and smallest on the bunch, and Toyota is the only one to equip its sportster with 17-inch wheels, which look too small for the car.
Enough pieces and parts. We hit the test track, city streets, mountain roads, and a few not-so-favorite freeways to see how each stacked up as commuter sedan/performance machine blend. The surprises began showing up immediately.
Don't faint, but the dragster of the bunch is the Toyota. Okay, it only nipped the SE-R by a tenth from 0-to-60 mph (6.1 versus 6.2 seconds). But a Camry winning any acceleration contest is worthy of a press release. Chalk it up to it having most horsepower and the close ratios of the six-speed transmission keeping the V-6 on boil throughout the run. Next up was the Galant at 6.4 seconds; it's as powerful as the others, but about 250 pounds heavier than the rest, so that's where the 2/10ths might have gone. The SS, with the least horsepower and the fewest gears in its tranny housing, brought up the rear at seven seconds flat. The rpm drop-off during 1-2 shifts was huge, which cost it some accelerative performance.
Nearly any front-drive car with more than 200 horsepower has torque steer, and so do these. The Toyota's was the best controlled, the SE-R's the least. No surprise, as the Nissan has the most communicative steering, with more wheel wiggle the negative byproduct. The Malibu and the Galant fell somewhere in the middle. It was fun to compare the exhaust notes during the accel runs, too. The SE-R sounds like a sport sedan should, with a sweet, turbine-like note resembling a 350Z's. Even though the Ralliart has a single exhaust system, it has a rich, deep tone. The Malibu's exhaust note is quieter and flatter than the others, but still good for a gurgle. The Camry's dual pipes just whispered.
The SE-R took command in the braking department, with a Porschelike 111-foot stopping distance from 60 mph, with good pedal modulation and feedback. Class average for this type of car is about 120 feet, exactly what the Toyota proved capable of, also with good feel. The Galant and Malibu tied at a somewhat dismal 138 feet. Tires may be the difference here: The shorter stoppers wore dry-weather performance rubber, and the others were equipped with four-season goods.
On the skidpad, the SE-R maintained a slim advantage at 0.83 g of lateral grip, but it was the Chevy SS in second place with 0.82. The Camry ran an easy-to-control 0.80, while the Galant, running the widest tires of the group, came fourth at 0.78. Our figure-eight test--a mini road course that synthesizes acceleration, braking, grip, and transitional performance--went to the Nissan at 27.1 seconds, followed by the Toyota (27.7), the Mitsu (close at 27.9), and the SS (another 2/10ths down at 28.1).
Away from the track and out in the real world, personality differences emerged. Generally, if a car is tuned for better handling, it gives up a commensurate amount of ride quality. This proved true with the Nissan. It feels the most eager, with crisp turn-in and good front-end bite. Body motions are better controlled than in the others, and the high grip levels demonstrated at the track translate to the Nissan's on-road performance. But it also transmits the most road noise and impact harshness, and surface jolts and irregularities are telegraphed through the chassis. Ride quality is still acceptable, but anything rougher would be too much for any everyday runner. But that's okay: The SE-R's specs and persona warned right up front that it was skewed more toward the edgy side of things. The chassis platform is showing its age, but Nissan has a ready answer in the form of a new Altima for 2007. Our biggest gripe is that, even in manual mode, the transmission upshifts at redline.
Given that Mitsubishi's legendary Evo is such a road burner and even its little cousin, the Galant Ralliart, is a playful performer, we expected the Galant to take after the SE-R. Instead, it's a more middle-of-the-road blending of sport and comfort. You can feel those few hundred extra pounds, as the Mitsu doesn't respond to handling inputs as athletically as does the Nissan, while it's quieter and rides better. The steering is faithful if not supercommunicative, and the all-season tires, even though the widest among this foursome, give up grip too soon. The brakes don't offer as much pedal feel as the others, but our tester was a preproduction unit, so we'll reserve final judgment until we drive a standard car. Although it doesn't quite sparkle like the Nissan's, there are no complaints from the engine in real-world driving: It's smooth, sounds good, has plenty of torque over a wide powerband, and, in the manual mode, the transmission will hold gears at redline until told to do otherwise.
While the Malibu turned in the slowest accel and figure-eight times and the longest braking distances, the SS is pleasing in normal-to-spirited everyday driving as long as you don't push too close to its limits. The 3.9-liter overhead-valve V-6 doesn't feel or sound as sophisticated as the others' four-cammers, but its 240-pound-foot torque peak arrives at a useful 2800 rpm, making the SS feel zippy in the midrange. The steering has feel without being artificially heavy, and the Malibu turns in and corners confidently while maintaining a good ride. It understeers more than the SE-R, and there's adequate grip, although the soft shocks and big tires combine for too much road thump over hard surfaces. The seats are supportive, the instruments clear and readable, and features like adjustable pedals and remote start are most appreciated.
The Chevy's biggest disappointment is the transmission. It operates well enough, but the gaps between ratios are too wide. The TAP-Shift toggle switch on the end of the shifter isn't nearly as sporty as a manual gate for the stick or paddles on the steering wheel. There are no winter or power modes as offered by some others, and it's at least one gear short of any modern benchmark. An up-to-date tranny would improve this car's performance and persona by a bunch.
We expected the Camry to be the most polished player here. It's built on the newest platform, one that's shared with the upmarket Lexus ES 350. So a supple ride, good damping, a quiet cabin, and minimal wind noise and road rumble are a given. What we weren't prepared for was for it to be fun. The SE's powertrain is faultless, combining best-of-test power that's also silky smooth and refined. Its six-speed trans resets the standard for the class. Drive it easy, and it melts from gear to gear; give it some stick, and the shifts are quick and firm. The close gear spacing, combined with the engine's wide powerband, means it's always ready to hustle.
The Camry doesn't attack corners like the SE-R does, but it's easy to move this car along. Body motions are nicely controlled; the damping balances ride and handling; there's adequate, if not inspiring, feedback from the steering wheel; and the brakes are right there. It's the quietest of the bunch and has the best overall ride. Wish it had a wheel and tire package like the one Nissan grants the SE-R.
All four of these cars will serve ably as comfortable transport for four, and all are within a pinch and an inch of each other's size. The Nissan and Galant feel slightly larger inside than the other two, but the Camry has the best interior among them. The materials are first rate, pleasing to the eye, and Toyota has even put some sparkle and design into the gauges and center stack. The SE-R and Galant are a half-step down, about on par with each other. The SE-R has the sportiest and most supportive seats (using multitextured leathers and "SE-R" embroidery), and we like those three extra gauges in the center stack.
Given the Chevy's price point, you'd expect its cabin to finish another notch down, and it does. Its plastics and materials aren't up to the standards of the Japanese brands, and the switchgear doesn't feel as high-quality. The SS's seating surfaces are a leather/cloth combo, instead of all leather, although the cloth inserts stay cool and comfy on hot days. In spite of the Camry taking the top spot overall, there are two winners here, depending upon what you want. If your sport-o-meter is willing to give up a bit of comfort (and spend more money) in exchange for the best performance of the lot, the SE-R is your ride. I
t has a few rough edges, and the platform is showing its age, but it still gets the job done. If you want the current model, get one before they're not, as the next SE-R won't appear until approximately spring 2007 (and it should be a stormer). The new Camry SE takes the overall win courtesy of the supreme competence of its powertrain and platform. It's the best blending of sport, comfort/luxury, quality, and value. And it hauls butt. Toyota needs to let it further off the leash; with more aggressive rolling stock, a snarkier exhaust system, more connected steering, and 10-percent-edgier tuning, you could surprise a 530i or two.
Mitsubishi took a low-impact approach when developing its tunerized Galant. It does most things well and is sportier than a standard model, but somehow doesn't sparkle. Better brakes and tires would do wonders. It doesn't need to be an Evo, but in the words of one editor: "It's nice, yet doesn't quite earn the Ralliart badge." While the numbers aren't stellar, opting for the SS model makes the Malibu a way nicer car to drive than a base version. Although it's not as sophisticated as the other players, out on its own it feels more appealing than a fourth-place ranking. The SS's price advantage makes up for a lot. A modern transmission, some nicer plastics, and polish would make up for a lot more.
Don't get us wrong: Keep reaching for that M5, S6, or E63. In the meantime, choosing one of these will make you happier than ordering plain vanilla.
1st Place
Toyota Camry SE
Best overall package on a superb new platform. Performance, quality, safety, and comfort--what a concept.
2nd Place
Nissan Altima SE-R
If you put more emphasis on sport than sedan, this is your car. Can't wait to test the new one.
3rd Place
Mitsubishi Galant Ralliart
A nicer car than its third-place finish indicates. Doesn't overwhelm, but does everything well.
4th Place
Chevrolet Malibu SS
In this case, you don't get what you don't pay for. Costs less, but gives less. We'd like to try one with GM's 3.6-liter DOHC V-6 and a six-speed automatic, even if it costs $1000 more.
Love that Camry pic. Looks very handsome and definitely a cut above the other three.
http://www.motortrend.com/roadtests/...son/index.html
Comparison: 2006 Chevrolet Malibu SS vs. 2007 Mitsubishi Galant Ralliart vs. 2006 Nissan Altima SE-R vs. 2007 Toyota Camry SE
Sport sedans for the common man: Seeking the cure for the four-door ho-hums
By Matt Stone
Photography by Brian Vance
You've traded your Audi TT for one wife, two kids, and three carpool buddies. And now you need four doors and four seats. Your heart screams, "550i or E550 Sport, baby!" Your budget, in a tone resembling your mother-in-law's, reminds you about "practical family transportation." It'll be okay. Several carmakers have realized average family dudes and dudettes with normal incomes may want a spoonful of driving fun and a sprinkle of pizzazz with their daily commuter cereal and have come up with sportified versions of their mainstream midsize four-doors. You won't mistake any of them for that rockin' BMW, Benz, or Audi, but they prove that you don't have to settle for a vanilla sled resembling the ones you rent on business trips.
We've assembled a quartet of them here, all sportier than average V-6-powered front-drivers that live in the $25,000-$30,000 price range. As with SRT or AMG, Mitsubishi's Ralliart sub-brand is intended to symbolize a zestier version of a mainstream product. The Galant sedan gets the Ralliart treatment this time out, new as a 2007 model. It's most easily identified by the projector-style, four-bulb ellipsoid headlamp clusters, mesh grille, side air dams, and 18-inch rolling stock. Power comes from the same 3.8-liter V-6 engine that's employed in the Eclipse GT; variable valve timing helps it crank out 258 horsepower (standard V-6 models run with 230).
All Galants get a five-speed automatic trans for 2007, including Sportronic sequential control. Springs/dampers get higher rates, and the anti-roll bar is a stiffer 21mm unit. The Galant Ralliart comes one way: loaded. Perforated leather-trimmed seating (heated in front), automatic climate control, power moonroof, and a Rockford Acoustic Design premium audio system are standard. Final pricing is still TBD but figure about $27,624 to $29,474, with the only likely option being a nav system.
Chevrolet has worked diligently to revive the SS (Super Sport) nameplate. This storied badge had years ago degraded to little more than a tape-stripe package, but GM has been less promiscuous with it of late, applying SS badges only to vehicles that have increased performance and handling capability. Out goes the standard Malibu's 200-horse, 3.5-liter OHV V-6 in favor of a 3.9-liter overhead-valver good for 240. It's still saddled with a four-speed automatic transaxle fresh out of the 1980s, albeit now with manumatic shift action via a toggle-switch on the left side of the shifter stalk, instead of a separate manual gate like the others.
All Malibus get a new front fascia this year, and this one, with its foglights and black trim, looks better than the previous car's chrome upper lip. Handsome 18-inch wheels and dual exhausts further amp up the looks, and the interior is a businesslike combo of leather, cloth, and faux-alloy trim. The SS swaps the standard numb-feeling electric steering for a better hydraulic system and also gets spring/shock/anti-roll bar upgrades. It's by far the least expensive player in this test, at $25,610 out the door.
Nissan's current Altima has been around since 2002, but we had to wait until just last year to get an SE-R version of it. Too bad, because it's a well-done piece, and the one most committed to the "sport" side of the "sport sedan" equation. At $31,565, it's also the most expensive among this group, but the value is in the hardware: Forged 18-inch alloy wheels wearing performance-rated summer rubber, HID Xenon headlamps, ancillary gauge cluster, leather sport seats, and upgraded brakes go beyond what the other players offer. The SE-R gets more aggressive fascias and rocker panels, beefier suspension bits, and a five-speed automatic with a gated manual mode or a six-speed manual. The 3.5-liter V-6's warbling dual-exhaust system and other minor mods give it just a 10-pony increase over the stock Altima, but as it has 250 to begin with, there's no shortness of punch.
Never before would you put "sporty" and "Camry" in the same sentence (or paragraph, or story, perhaps). That has so changed. America's best-selling car is new-from-scratch for 2007, and Toyota's cooked up an SE version of it worthy of attention. Besides a roomier, structurally stiffer platform, the Camry SE boasts a 3.5-liter DOHC V-6 that cranks out 268 horsepower--the most powerful player here, if only by a bit. It's backed by this comparison's only six-speed automatic transmission, too. The rest mimics the others: sport-tuned suspension, blackout grille, fascia, and rocker-panel extensions, a "Sport Leather" interior trim package, and--get this--dual exhausts. Pipes--on a Camry! Even though the tires are of summer (versus all-season) spec, they're the narrowest and smallest on the bunch, and Toyota is the only one to equip its sportster with 17-inch wheels, which look too small for the car.
Enough pieces and parts. We hit the test track, city streets, mountain roads, and a few not-so-favorite freeways to see how each stacked up as commuter sedan/performance machine blend. The surprises began showing up immediately.
Don't faint, but the dragster of the bunch is the Toyota. Okay, it only nipped the SE-R by a tenth from 0-to-60 mph (6.1 versus 6.2 seconds). But a Camry winning any acceleration contest is worthy of a press release. Chalk it up to it having most horsepower and the close ratios of the six-speed transmission keeping the V-6 on boil throughout the run. Next up was the Galant at 6.4 seconds; it's as powerful as the others, but about 250 pounds heavier than the rest, so that's where the 2/10ths might have gone. The SS, with the least horsepower and the fewest gears in its tranny housing, brought up the rear at seven seconds flat. The rpm drop-off during 1-2 shifts was huge, which cost it some accelerative performance.
Nearly any front-drive car with more than 200 horsepower has torque steer, and so do these. The Toyota's was the best controlled, the SE-R's the least. No surprise, as the Nissan has the most communicative steering, with more wheel wiggle the negative byproduct. The Malibu and the Galant fell somewhere in the middle. It was fun to compare the exhaust notes during the accel runs, too. The SE-R sounds like a sport sedan should, with a sweet, turbine-like note resembling a 350Z's. Even though the Ralliart has a single exhaust system, it has a rich, deep tone. The Malibu's exhaust note is quieter and flatter than the others, but still good for a gurgle. The Camry's dual pipes just whispered.
The SE-R took command in the braking department, with a Porschelike 111-foot stopping distance from 60 mph, with good pedal modulation and feedback. Class average for this type of car is about 120 feet, exactly what the Toyota proved capable of, also with good feel. The Galant and Malibu tied at a somewhat dismal 138 feet. Tires may be the difference here: The shorter stoppers wore dry-weather performance rubber, and the others were equipped with four-season goods.
On the skidpad, the SE-R maintained a slim advantage at 0.83 g of lateral grip, but it was the Chevy SS in second place with 0.82. The Camry ran an easy-to-control 0.80, while the Galant, running the widest tires of the group, came fourth at 0.78. Our figure-eight test--a mini road course that synthesizes acceleration, braking, grip, and transitional performance--went to the Nissan at 27.1 seconds, followed by the Toyota (27.7), the Mitsu (close at 27.9), and the SS (another 2/10ths down at 28.1).
Away from the track and out in the real world, personality differences emerged. Generally, if a car is tuned for better handling, it gives up a commensurate amount of ride quality. This proved true with the Nissan. It feels the most eager, with crisp turn-in and good front-end bite. Body motions are better controlled than in the others, and the high grip levels demonstrated at the track translate to the Nissan's on-road performance. But it also transmits the most road noise and impact harshness, and surface jolts and irregularities are telegraphed through the chassis. Ride quality is still acceptable, but anything rougher would be too much for any everyday runner. But that's okay: The SE-R's specs and persona warned right up front that it was skewed more toward the edgy side of things. The chassis platform is showing its age, but Nissan has a ready answer in the form of a new Altima for 2007. Our biggest gripe is that, even in manual mode, the transmission upshifts at redline.
Given that Mitsubishi's legendary Evo is such a road burner and even its little cousin, the Galant Ralliart, is a playful performer, we expected the Galant to take after the SE-R. Instead, it's a more middle-of-the-road blending of sport and comfort. You can feel those few hundred extra pounds, as the Mitsu doesn't respond to handling inputs as athletically as does the Nissan, while it's quieter and rides better. The steering is faithful if not supercommunicative, and the all-season tires, even though the widest among this foursome, give up grip too soon. The brakes don't offer as much pedal feel as the others, but our tester was a preproduction unit, so we'll reserve final judgment until we drive a standard car. Although it doesn't quite sparkle like the Nissan's, there are no complaints from the engine in real-world driving: It's smooth, sounds good, has plenty of torque over a wide powerband, and, in the manual mode, the transmission will hold gears at redline until told to do otherwise.
While the Malibu turned in the slowest accel and figure-eight times and the longest braking distances, the SS is pleasing in normal-to-spirited everyday driving as long as you don't push too close to its limits. The 3.9-liter overhead-valve V-6 doesn't feel or sound as sophisticated as the others' four-cammers, but its 240-pound-foot torque peak arrives at a useful 2800 rpm, making the SS feel zippy in the midrange. The steering has feel without being artificially heavy, and the Malibu turns in and corners confidently while maintaining a good ride. It understeers more than the SE-R, and there's adequate grip, although the soft shocks and big tires combine for too much road thump over hard surfaces. The seats are supportive, the instruments clear and readable, and features like adjustable pedals and remote start are most appreciated.
The Chevy's biggest disappointment is the transmission. It operates well enough, but the gaps between ratios are too wide. The TAP-Shift toggle switch on the end of the shifter isn't nearly as sporty as a manual gate for the stick or paddles on the steering wheel. There are no winter or power modes as offered by some others, and it's at least one gear short of any modern benchmark. An up-to-date tranny would improve this car's performance and persona by a bunch.
We expected the Camry to be the most polished player here. It's built on the newest platform, one that's shared with the upmarket Lexus ES 350. So a supple ride, good damping, a quiet cabin, and minimal wind noise and road rumble are a given. What we weren't prepared for was for it to be fun. The SE's powertrain is faultless, combining best-of-test power that's also silky smooth and refined. Its six-speed trans resets the standard for the class. Drive it easy, and it melts from gear to gear; give it some stick, and the shifts are quick and firm. The close gear spacing, combined with the engine's wide powerband, means it's always ready to hustle.
The Camry doesn't attack corners like the SE-R does, but it's easy to move this car along. Body motions are nicely controlled; the damping balances ride and handling; there's adequate, if not inspiring, feedback from the steering wheel; and the brakes are right there. It's the quietest of the bunch and has the best overall ride. Wish it had a wheel and tire package like the one Nissan grants the SE-R.
All four of these cars will serve ably as comfortable transport for four, and all are within a pinch and an inch of each other's size. The Nissan and Galant feel slightly larger inside than the other two, but the Camry has the best interior among them. The materials are first rate, pleasing to the eye, and Toyota has even put some sparkle and design into the gauges and center stack. The SE-R and Galant are a half-step down, about on par with each other. The SE-R has the sportiest and most supportive seats (using multitextured leathers and "SE-R" embroidery), and we like those three extra gauges in the center stack.
Given the Chevy's price point, you'd expect its cabin to finish another notch down, and it does. Its plastics and materials aren't up to the standards of the Japanese brands, and the switchgear doesn't feel as high-quality. The SS's seating surfaces are a leather/cloth combo, instead of all leather, although the cloth inserts stay cool and comfy on hot days. In spite of the Camry taking the top spot overall, there are two winners here, depending upon what you want. If your sport-o-meter is willing to give up a bit of comfort (and spend more money) in exchange for the best performance of the lot, the SE-R is your ride. I
t has a few rough edges, and the platform is showing its age, but it still gets the job done. If you want the current model, get one before they're not, as the next SE-R won't appear until approximately spring 2007 (and it should be a stormer). The new Camry SE takes the overall win courtesy of the supreme competence of its powertrain and platform. It's the best blending of sport, comfort/luxury, quality, and value. And it hauls butt. Toyota needs to let it further off the leash; with more aggressive rolling stock, a snarkier exhaust system, more connected steering, and 10-percent-edgier tuning, you could surprise a 530i or two.
Mitsubishi took a low-impact approach when developing its tunerized Galant. It does most things well and is sportier than a standard model, but somehow doesn't sparkle. Better brakes and tires would do wonders. It doesn't need to be an Evo, but in the words of one editor: "It's nice, yet doesn't quite earn the Ralliart badge." While the numbers aren't stellar, opting for the SS model makes the Malibu a way nicer car to drive than a base version. Although it's not as sophisticated as the other players, out on its own it feels more appealing than a fourth-place ranking. The SS's price advantage makes up for a lot. A modern transmission, some nicer plastics, and polish would make up for a lot more.
Don't get us wrong: Keep reaching for that M5, S6, or E63. In the meantime, choosing one of these will make you happier than ordering plain vanilla.
1st Place
Toyota Camry SE
Best overall package on a superb new platform. Performance, quality, safety, and comfort--what a concept.
2nd Place
Nissan Altima SE-R
If you put more emphasis on sport than sedan, this is your car. Can't wait to test the new one.
3rd Place
Mitsubishi Galant Ralliart
A nicer car than its third-place finish indicates. Doesn't overwhelm, but does everything well.
4th Place
Chevrolet Malibu SS
In this case, you don't get what you don't pay for. Costs less, but gives less. We'd like to try one with GM's 3.6-liter DOHC V-6 and a six-speed automatic, even if it costs $1000 more.
Trending Topics
11-14-06, 10:04 PM
#10
Lexus Fanatic
Thread Starter
11-14-06, 11:20 PM
#12
Lexus Fanatic
Thread Starter
Not really.
http://www.caranddriver.com/comparis...ing-sedan.html
First Place: Toyota Avalon Touring Sedan
Second Place: Chrysler 300 Touring
Third Place: Nissan Maxima 3.5SE
Fourth Place: Ford Five Hundred Limited
Fifth Place: Buick LaCrosse CXS
Sixth Place: Kia Amanti
http://www.caranddriver.com/comparis...ing-sedan.html
First Place: Toyota Avalon Touring Sedan
Second Place: Chrysler 300 Touring
Third Place: Nissan Maxima 3.5SE
Fourth Place: Ford Five Hundred Limited
Fifth Place: Buick LaCrosse CXS
Sixth Place: Kia Amanti
11-15-06, 12:26 AM
#14
Not really.
http://www.caranddriver.com/comparis...ing-sedan.html
First Place: Toyota Avalon Touring Sedan
Second Place: Chrysler 300 Touring
Third Place: Nissan Maxima 3.5SE
Fourth Place: Ford Five Hundred Limited
Fifth Place: Buick LaCrosse CXS
Sixth Place: Kia Amanti
http://www.caranddriver.com/comparis...ing-sedan.html
First Place: Toyota Avalon Touring Sedan
Second Place: Chrysler 300 Touring
Third Place: Nissan Maxima 3.5SE
Fourth Place: Ford Five Hundred Limited
Fifth Place: Buick LaCrosse CXS
Sixth Place: Kia Amanti
11-15-06, 04:51 AM
#15
Lexus Champion
Join Date: May 2006
Location: FL
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They can't test them alll...when the test is rigged. This helps greatly to reinforce the theory that car mags aren't opposed to taking cash donations from automakers.