Preview guide to new vehicles

Hey there, time traveller!
This article was published 25/10/2002 (8562 days ago), so information in it may no longer be current.

The 2003 model year is upon us and the new crop of entries is the most sophisticated, refined and diverse, yet. It’s a year that’s all about ‘more’. More power. More features. More luxury. More safety. More selection. And for not a lot more money.

That might not come as much of a surprise, since that’s what progress is all about. But, will they make your heart pound with excitement? That depends.

If you want distinctive, sexy design, the answer is most likely. If you want passing power to spare, then perhaps.

But 2003 will probably best go down in the books as the trickle-down year, where features once thought the realm of high-end luxury cars are finding their way — at a break-neck pace — into normal, every-day vehicles.

For example, not long ago, four-speed automatic transmissions were considered a rarity. Now, five-speed units are increasingly the norm and six-speed automatics (that’s right, six forward gears) are featured on a few ’03 luxury brands. Many also include shift-for-yourself capabilities that give drivers some say over gear selection without lifting their left feet.

Not to be outdone, the good ol’ stick-shift is back in vogue, showing up not just in economy rides (where they have always found sanctuary) but in luxury cars. Five-speeds are the majority, but six-speeds are coming on strong. Both are fun, efficient and wring out the maximum performance from their accompanying engines.

Safety improvements are also the order of the year. Supplemental airbags are popping up (not literally, we hope) all over, with many vehicles offering side-, and head-impact protection as standard equipment. Added to this year’s tech list is ‘active’ cruise control (it keeps a safe following distance for you) as well as more proliferation of complex anti-skid and traction-control systems. It’s also the first year for ‘brake by wire’, a system that has no mechanical connection between the pedal and the brake pads. Pretty trick stuff.

From a style perspective, some automakers are attempting to break out of the box, while one is trying to get back in. The Nissan Murano is reshaping the traditional brick-like sport-utility vehicle. Also taking this styling route are the closely tied Toyota Matrix/Pontiac Vibe and the new-to-Canada Mitsubishi Outlander. On the other hand, Honda’s infinite-purpose Element has turned the square shape into an art form. The company thinks the kids will dig it, but we suspect plenty of parents will also appreciate its friendly and practical nature.

Regardless of classification, you’ll find a lot of this year’s new crop focused on fun. Whether it’s the cute-as-a-button New Beetle convertible, the Subaru Baja trucklet or the super-smooth (and equally fast) Nissan 350Z or BMW Z4 sportsters, you’ll find plenty of models that simply can’t wait to go places and do things completely unrelated to commuting or grocery getting.

At the extreme deep end of this pleasure pool is the second-generation Dodge Viper with its 500-horsepower monster motor, and the reincarnated supercharged V8-powered Ford GT 40, a six-figure retro-rocket with its no-extra-charge racing heritage.

They also represent another trend that’s showing up on our radar screen: more power, a lot more. Three hundred horsepower appears to be the new benchmark for V6s, while V8s and V10s might not actually have a limit. The best part, perhaps, is that there’s little or no fuel penalty or sacrifice in reliability.

Whatever automobile tickles your fancy, the choices are more numerous, the options more enticing and the looks more inviting than ever. It won’t make picking your favourite among the class of ’03 any easier, but the process should be just as enjoyable as that eventual and magical first time behind the wheel.

Here are a few things you need to know about this guide. It is not intended as a buyer’s guide for all cars on the market. Instead, we’ve limited ourselves to cars that are either entirely new for 2003 (a la Nissan Murano), have made significant changes (a la Toyota Corolla) or have added new variations to the model (a la Audi A4 Cabriolet).

And read this carefully: do not take the prices in this feature to your dealer. They are intended to help you qualify yourself for the purchase of a particular vehicle, as in, “can I afford this?” In most cases, prices have been supplied by manufacturers and dealers and have been rounded to the nearest $100. In the vast majority of instances, they do not include freight, taxes (including gas guzzler) and dealer preparation. Where 2003 pricing is unavailable, ‘n/a’ (not available) will be present, or 2002 prices will be used and clearly marked as such. For prices that have yet to be announced, we’ve included estimated prices (est.). Prices reflect only the base model.

Bon Voyage.

Acura

NSX

Impressions: For the last 13 years, we’ve fearlessly predicted what the next-generation NSX will look like and when it will arrive. We’ve been wrong every year. As much as you could fault Acura for not reworking the platform a long, long, long time ago — very odd for the on-top-of-things Japanese automaker — the NSX broke ground for the technology we take for granted today. VTEC variable valve timing: what Honda doesn’t have some form of it? Cast-aluminum suspension pieces? They’ve been made commonplace by the NSX. Still, there a numerous features proprietary to the Acura that still wows ’em at the stoplights: aluminum skin; nearly 100-horsepower-per-litre 3.2-litre DOHC V6 (0-100 km-h in a quick five seconds); mid-engine design; and, ohhhhh that induction wail from behind your head when the gas is mashed. Since an, ahem, interesting styling update was performed on the car last year (bigger wheels, ground effects and integrated headlights), there’s absolutely nothing new for the NSX for 2003, despite the competition catching up and, in some cases, passing the still-great two-seater for a lot less money. As to when the new NSX will appear and what it will look like, here’s our next guess. If Acura doesn’t roll out at least a prototype at beginning of new auto-show season, it’ll be nix on the NSX. Hopefully, we’ll be wrong again.

Base price: $140,000

Type: Two-door targa coupe

Base engine (hp): 3.2-litre DOHC V6 (290)

Optional engine (hp): None

Layout: Mid-engine, rear-wheel drive

Transmission: Six-speed manual

L/100 km (city/hwy): 14.0/9.1

Safety: Front airbags; ABS; traction control

Weight (kg): 1,430

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: acura.ca

am general

H2

Impressions:The Hummer H1 has proven so successful that General Motors (owners of AM General, the company that makes this giant ute) has decided to build a little brother (if you can call it that). Dubbed the H2, this model mimics the original’s squared-off appearance, but on a smaller scale and for a lot less money. For most SUV buyers it’s considerably more practical. The single wagon body style can transport up to six passengers plus their gear, compared to the limited flexibility offered by the H1’s four seats. Real-world maneuverability is also superior since the H2 is 15 centimetres/six inches narrower than the H1. Riding on a Chevy Suburban chassis, the H2 uses many of the same parts found on existing GM trucks, including the engine (a 315-horsepower 6.0-litre OHV V8), suspension and full-time four-wheel-drive. On the inside, however, it’s all H2, right down to the macho-looking gauge cluster. With virtually zero body overhang, the H2 is definitely the outdoorsy type, a fact that was proven on California’s tortuous Rubicon trail (Hey, isn’t that Jeep territory?). Despite its rugged appearance, the H2 can be equipped with as much luxury as anything else in GM’s lineup. In fact, the company’s largest ever sunroof appears on the H2’s options sheet.

Base price: $70,700

Type: Four-door sport utility

Base engine (hp): 6.0 litre OHV V8 (315)

Optional engine: None

Layout: Front engine, four-wheel drive

Transmission: Four-speed automatic

L/100 km (city/hwy): N/A

Safety: Front airbags; ABS; OnStar GPS navigation

Weight (kg): 2,910

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: gmcanada.com

Audi

A4

Impressions: Adding diversity to the growing pool of entry luxury cars is the smooth, eye-popping A4, available in sedan and Avant wagon, and, for 2003, brand-spanking new four-place drop-top convertible. Fulfilling a promise made last year, the front-wheel-drive Cabrio is the last step in the A4’s redesign. Until the base turbo 1.8 engine is made available sometime later in the model year, the sole powerplant will be the 220-horsepower 3.0-litre V6. Both four- and six-cylinder versions come with a continuously variable transmission and offer antilock four-wheel disc brakes (although the 1.8’s are slightly smaller out front) and 16-inch wheels. Unique features include brushed metal trim on the outside of the car and a soft top that’s absent of ‘tent’ peaks and won’t bubble in the wind. In terms of rollover protection, the Cabriolet comes with strengthened windshield supports and pop-up rear support bars. With Audi’s attention focused on unleashing the new ragtop, the remainder of the line basically carries over with the exception of some interior refinements. While the engines match those found in the Cabriolet, the sedan can be specified with Quattro all-wheel-drive (mandatory on Avant). Transmissions range from a five- or six-speed manual to a five-speed automatic and a continuously variable unit, all depending on the model you pick.

Base price: $33,600

Type: Four-door sedan/wagon; two door convertible

Base engine (hp): 1.8-litre DOHC I4, turbocharged (170)

Optional engine (hp): 3.0-litre DOHC V6 (220

Layout: Front-engine; front-/all-wheel drive (Quattro, standard on Avant and S6)

Transmissions: Five-speed manual; continuously variable (std. on Cabriolet, opt. on FWD); five-speed automatic (opt.); six-speed manual (Quattro only)

L/100 km (city/hwy): 10.6/6.9 (1.8, MT)

Safety: Front airbags; side-impact airbags; ABS; traction control; stability control (opt.); pop-up rollover supports (Cabriolet)

Weight (kg): 1,480

Basic warranty: 4/80,000

Roadside assistance: Yes

Web: audicanada.ca

bmw

Z4 Roadster

Impressions: The long-awaited successor to the Z3 series of coupes and roadsters charts a brave new design course for BMW, even if the Z4 does use plenty of over-the-counter gear from the previous model. The look is straight from a modern-art museum with sharp, tight creases and angles everywhere, although the diagonal edge running through the side of each front fender might take a little getting used to. Suffice to say, there’s really nothing that outwardly indicates the Z4 is any type of BMW, except the double-oval grille highlighted by vertical chrome bars. Then there are the engines: for now a 184-horsepower 2.5-litre inline six-cylinder and an optional 225-horsepower 3.0-litre straight six, lifted from last year’s Z Series (as well as the 3 Series coupes and sedans). A five-speed manual transmission, five-speed automatic with a manual-shift mode, and a six-speed manual back up all that goodness, but what you get depends on what engine winds up under the hood (the six-speed is reserved for the 3.0). The optional power top folds up or down in a mere 10 seconds and an integrated tonneau eliminates the need for a snap-on boot. As usual — and thankfully — BMW runs amuck with leading-edge safety features including rollover protection. There’s no confirmation, but given BMW’s penchant for all things fast and furious, expect the glorious return of the high-powered, sticks-to-asphalt-like-glue M-Roadster sometime next year. There is no Z4 coupe planned (as in none), so you’re best bet will be to scour Bimmer lots for a leftover ’02.

Base price: $51,500 (2.5i); $59,500 (3.0i)

Type: Two-door roadster

Base engine (hp): 2.5-litre DOHC I6 (184)

Optional engines (hp): 3.0-litre DOHC I6 (225)

Layout: Front-engine, rear-wheel drive

Transmissions: Five-speed manual; five-speed Steptronic automatic (opt.); six-speed manual (opt.)

L/100 km (city/hwy): 11.8/7.9 (est.)

Safety: Front airbags; side-impact airbags; ABS; traction control; stability control; rollover protection; GPS navigation (opt.)

Weight (kg): 1,500

Basic warranty: 4/80,000

Roadside assistance: Yes

Web: bmwusa.ca

Cadillac

CTS

Impressions: Chance is a funny thing. Sometimes new ideas don’t work the way you want them to . . . and then there’s the new Cadillac CTS. It’s a bold, aggressive and supremely attractive car that couldn’t have come at a better time. This refreshing design (and the replacement for the Catera) is based on GM’s new rear-drive Sigma platform, which is intended to give the car the kind of handling that’s commonplace on various BMW and Mercedes-Benz sedans. In fact, the CTS was sorted out on Germany’s famed Nrburgring race track where other European automakers do their testing. Under the sharply creased flanks of the CTS sits a 3.2-litre DOHC V6 that delivers 220 horsepower, 20 more than the Catera. There’s more big news in the transmission department with the availability of a Getrag five-speed manual transmission or optional five-speed automatic. To your base CTS you can add one of two option packages: Deluxe; or Sport, the latter of which includes everything the Deluxe offers as well as a firmer ride, 17-inch alloys, self-leveling rear suspension, stability control and variable-assist power steering. OnStar, General Motors’ mobile help desk, is standard on all Cadillacs.

Base price: $39,900

Type: Four-door sedan

Base engine (hp): 3.2-litre DOHC V6 (220)

Optional engine: None

Layout: Front-engine, rear-wheel drive

Transmissions: Five-speed manual; five-speed automatic (opt.)

L/100 km (city/hwy): 12.7/8.4 (AT)

Safety: Front airbags; side-impact airbags; ABS; traction control; stability control (opt.); OnStar GPS tracking

Weight (kg): 1,620

Basic warranty: 4/80,000

Roadside assistance: Yes

Web: gmcanada.com

chevrolet cars

Cavalier

Impressions: The fun-loving and economical Cavalier sports a fresh new exterior while the new-last-year 140-horsepower Ecotec 2.2-litre engine will be found under the hood of all models for 2003. The sharply styled new front and rear clips are a refreshing change to the nine-year-old Cavalier design and should hold the model over until its replacement arrives, presumably in two to three years. For 2003, the model lineup includes VL, VLX and sporty Z24, all of which are available in coupe or sedan. The Z/24 still arrives with meatier tires mounted on 16-inch rims (other models ride on 15-inch rubber), a firmer FE2-designated suspension and a number of comfort options that are extra cost on other Cavaliers. Side-impact airbags and OnStar (GM’s mobile help desk) joins the options sheet this year.

Base price: $15,800

Type: Two-door coupe/four-door sedan

Base engine (hp): 2.2-litre DOHC I4 (140)

Optional engine: none

Layout: Front-engine, front-wheel drive

Transmissions: Five-speed manual; four-speed automatic (opt.)

L/100 km (city/hwy): 10.1/6.9 (AT)

Safety: Front airbags; side-impact airbags (opt.); ABS (opt.); traction control (opt.)

Weight (kg): 1,170

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: gmcanada.com

chevy trucks/ vans

Express

Impressions: If Chevy was serious about keeping its full-sized Express van alive and well (and modern too), it was only a matter of time before something had to give. In this case, dated styling and the equally ancient range of iron-block V8s have made way for crisp new looks and the newer crop of updated Vortec engines that already see duty in the Silverado pickup. Aside from the availability of the 270-horsepower 4.8, the 285-horsepower 5.3 and the 300-horsepower 6.0-litre, you’ll now be able to order all-wheel drive, a segment first. Of course, we wonder why no one thought of this sooner, as well as the new-for-’03 power four-wheel disc brakes, with ABS, that are now standard. From a styling standpoint, there’ll be no mistaking the Express as anything other than a Chevy: the squinty headlights that roughly match the frontal appearance of the Trailblazer SUV and Silverado. Another neat option, aside from the OnStar GPS help/navigation system, are driver’s-side 60/40 split swing-out doors, identical to the standard set on the passenger side. For ’03, Express is available in a multitude of wheelbases and chassis strengths, which sets the stage for everything from RV conversions to a 15-passenger commuter bus. Long live the Express.

Base price: $25,600 (cargo van)

Type: Full-size passenger/cargo van

Base engine (hp): 4.3-litre OHV V6 (200);

Optional engines (hp): 4.8-litre OHV V8 (270); 5.3-litre OHV V8 (285); 6.0-litre OHV V8 (300)

Layout: Front-engine, rear-/all-wheel drive

Transmission: Four-speed automatic

L/100 km (city/hwy): 16.8/12.1 (4.3)

Safety: Front airbags; ABS; OnStar GPS tracking (opt.)

Weight (kg): 2,370 (passenger van); 2,170 (cargo van)

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: gmcanada.com

Silverado

Impressions: It’s Chevrolet’s turn at the one-upmanship that goes on between the Big Three full-size truck makers. But rather than redesign its Silverado from the frame rails up like Dodge did last year with its well turned out Ram, Chevy has leaned toward a cosmetic overhaul. That’s not a bad thing, really, considering the chassis and powertrains were already top notch. The ’03 redo places emphasis on making the Silverado appear as though it belongs to the rest of the family: the Trailblazer sport ute and the Avalanche, both of which were hot off the press last year. The big surprise, literally, is the creation, or recreation rather, of a full-sized Chevy SS pickup model. Whereas the early-1990s version received a 454-cubic inch V8, the ’03 SS will sport a 6.0-litre V8 (364 cubic inches) rated at a whopping 340 horses (40 horsepower more than the standard-issue 6.0), 20-inch wheels and all-wheel drive. As usual, Chevy throws its 200-horsepower 4.3-litre OHV V6 and its entire line of new-generation V8s at the ’03 Silverado. These include the 270-horsepower 4.8, the 285-horsepower 5.3 and the 300-horse 6.0. A five-speed-manual transmission is standard across the line, except if you opt for the 5.3, with a four-speed automatic just an option-box tick away. Silverados are still offered in base, LS and LT trim, and, of course, in new SS livery, as well as in three cab styles and two and four-wheel drive. Quadrasteer four-wheel steering is also back (for the longer-wheelbase models that really need it) as is the tough, lightweight, rust-fighting composite truck bed and tailgate (1500 extended-cab shortbox, without Quadrasteer).

Base price: $23,300

Type: Two-/four-door pickup

Base engine (hp): 4.3-litre OHV V6 (200)

Optional engines (hp): 4.8-litre OHV V8 (270); 5.3-litre OHV V8 (285); 6.0-litre OHV V8 (300)

Layout: Front-engine, rear-/four-wheel drive

Transmissions: Five-speed manual (except 5.3); four-speed automatic (std. on 5.3)

L/100 km (city/hwy): 16.2/11.0 (4.3, RWD, AT)

Safety: Front airbags (with passenger-seat deactivation); ABS; OnStar GPS tracking (opt.)

Weight (kg): 1,800

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: gmcanada.com

Silverado HD

Impressions: They might look a little different this year, but beneath the slippery Silverado-based skin, it’s the same rugged workhorse. Chevy’s vast lineup of rugged 3/4- and one-ton class pickups — in standard, LS or LT trim — offer pure, unadulterated power and strength. For openers, the base engine is a 6.0-litre OHV V8 that delivers 300 horsepower and 360 lb.-ft. of torque. Next up is a 6.6-litre 32-valve V8 turbo-diesel that punches out 300 horsepower and an astounding 520 lb.-ft. of torque. This engine was jointly developed with Isuzu and is assembled in Ohio. Finally, at the top of the cubic-inch scale is a monster 8.1-litre OHV V8. This bad boy tips the scales at 340 horses with a torque rating of 455 lb.-ft. Transmission choices for the 6.0 consist of a five-speed manual, or optional four-speed automatic. Choosing either the 6.6- or the 8.1-litre gruntmasters allows you to select either a ZF six-speed manual, or available Allison-built five-speed automatic, both of which have provisions for a power take-off (PTO). The HD two-, and four-wheel-drive series supertrucks are available in regular, four-door extended, or crew-cab variations, and can be ordered in a variety of pickup bed lengths. And don’t forget, the ‘dualie’ rear-axle option is also available. Every HD comes equipped with four-wheel-disc brakes and a torsion-bar front suspension. With the correct equipment, the HD can tow up to 5,500 kilograms, or 7,270 kg with a fifth wheel tacked on behind the cabin.

Base price: $28,200

Type: Heavy-duty 3/4-/one-ton pickup

Base engine (hp): 6.0-litre OHV V8 (325)

Optional engines (hp): 6.6-litre V8 turbo-diesel (300); 8.1-litre OHV V8 (340)

Layout: Front-engine, rear-/four-wheel drive

Transmissions: Five-speed manual (6.0); four-speed automatic (opt. on 6.0); six-speed manual (std. on 6.6 and 8.1); five-speed automatic (opt. on 6.6 and 8.1)

L/100 km (city/hwy): n/a

Safety: Front airbags (with passenger-seat deactivation); ABS; OnStar GPS tracking (opt.)

Weight (kg): 2.300

GVWR (lb): 3,900 (3/4-ton); 5,440 (one-ton)

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: gmcanada.com

chrysler

PT Cruiser

Impressions: There’s never a dull moment when it comes to the retro-rod PT Cruiser. That’s because Chrysler is never asleep at the wheel, or just plain never sleeps. In reality, it’s the only way to keep any vehicle fresh and interesting, and Chrysler is determined to park the PT on the cutting edge. The biggest news for 2003 is the addition of the pumped-up 215-horsepower 2.4-litre GT Turbo, not just a power enhancement, but a complete package with suspension and visual upgrades to match its new level of output. Subtle changes over standard PTs include 17-inch wheels with low-profile rubber, stiffer springs, a lower ride height and a bigger grille opening to feed in extra air. As well, side-impact airbags, an upgraded five-speed manual transmission (AutoStick manually shifted automatic transmission is optional), body-coloured front and rear fascias and antilock four-wheel disc brakes are also part of the $27,700 sticker price. The Classic (last year it was called the Base), Touring and Limited models, essentially carried over from last year, round out the ’03 lineup. Each receives the 150-horsepower non-turbocharged 2.4 and a choice of either a five-speed manual transmission or four-speed automatic. Just to prove Chrysler is wide awake at the wheel, a new head-turning PT convertible will be available for 2004. Keep your hair gel handy.

Base price: $22,500

Type: Four-door wagon

Base engine (hp): 2.4-litre DOHC I4 (150)

Optional engine (hp): 2.4-litre DOHC I4, turbocharged (215)

Layout: Front-engine, front-wheel drive

Transmissions: Five-speed manual; four-speed automatic (opt.)

L/100 km (city/hwy): 11.7/8.3 (2.0 MT)

Safety: Front airbags; side-impact airbags (opt.); ABS (opt.); traction control (opt.)

Weight (kg): 1,420

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: daimlerchrysler.ca

dodge

SX 2.0

Impressions: The powers that be at Chrysler Canada have decided to terminate the Neon nameplate, replacing it with an SX 2.0 badge. If that wasn’t enough, the car is now in the Dodge fold where it represents that division’s only sedan offering. As such, the little entry-level four-door receives a Dodge-like cross-hair front fascia (including fog lights) revised rear-end styling and its own distinctive wheels. Under the hood, however, it’s a familiar story, with a 132-horsepower 2.0-litre four-cylinder inside base and Sport versions and a 150-horse 2.0 stiring things up in the hotter R/T. Unfortunately, the really invigorating 215-horsepower 2.4-litre turbocharged I4 available in U.S.-spec Neons (that’s not a typo, the name is retained south of the border) is not, as yet, Canada bound. We suggest an intensive lobbying effort at your local dealer in the hope that some of these super performers can be pried loose from the clutches of stateside performance buyers. Base SX 2.0s arrive with little in the way of extra content but opting for the Sport will assure you of air conditioning, power windows and door locks, remote keyless entry, cruise control, rear spoiler and alloy wheels. The R/T adds a five-speed manual transmission, performance suspension pieces, four-wheel disc brakes with antilock, six-disc CD changer and fender-filling 16-inch wheels.

Base price: $15,000

Type: Four-door sedan

Base engine (hp): 2.0-litre SOHC I4 (132)

Optional engine (hp): 2.0-litre SOHC I4 (150, R/T )

Layout: Front-engine, front-wheel drive

Transmissions: Five-speed manual; four-speed automatic (opt.)

L/100 km (city/hwy): 8.7/7.1 (2.0, MT)

Safety: Front airbags; side-impact airbags (opt.); ABS (opt.)

Weight (kg): 1,160

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: daimlerchrysler.ca

Viper

Impressions: We’ve never been for a ride on the space shuttle. But, if we could paint it red and slap a Dodge logo on the side, we would guess it would be the next best thing to the 2003 Viper, all new from the snake gills back. Five hundred horsepower and 525 lb.-ft. of torque come the traditional American way: big cubic inches. We’re talking 8.3 litres of aluminum V10. We’re talking 500 cubic inches. We’re talking about an engine that displaces more air than five Honda Civic engines. We’re talking REAL muscle. Say goodbye to the RT/10 and GTS coupe. Say hello to the SRT-10 roadster, a car that blasts from the launching pad precisely where its predecessors left off. It’s a car that’s all about the numbers: zero to 100 mph (160 km-h) and back to zero in 13 seconds; lateral Gs? 1.15. The 350 km-h speedometer is a bit misleading, 300 is more like it. It’s quick, fast, bold, rides on a mix of foot-wide (13.5 inches on the back, actually) 18- and 19-inch wheels and should be illegal for anyone without a pilot’s license or Marlin or Elliot as their last name. For 2003, there isn’t a single piece carried over to the new Viper — from the cast-aluminum suspension to the new V10 — which comes as an open-top roadster that rides on a longer wheelbase than the outgoing Chevy stomper. Feel the wind? You’ll be too busy feeling the acceleration pound your kidneys. Hear the 200-watt five-speaker stereo? What stereo . . . the side-exit exhaust (a trademark of early Vipers) is all the audible entertainment you’ll need. Air conditioning? For 125 grand, you kind of expect it. That, and a six-speed manual transmission (if you want an automatic, go buy a Ferrari), garbage-can-lid-sized Brembo-brand disc brakes, tire-pressure monitoring system, power adjustable foot pedals, leather seats and a traditional push-button starter. Trailer package? Does the space shuttle have one?

Base price: $125,600

Type: Two-door roadster

Base engine (hp): 8.3-litre OHV V10 (500)

Optional engine: None

Layout: Front-engine, rear-wheel drive

Transmission: Six-speed manual

L/100 km (city/hwy): 20.1/10.1 (est.)

Safety: Front airbags; ABS

Weight (kg): 1,520

Warranty: 3/60,000

Roadside assistance: Yes

Web: daimlerchrysler.ca

Ram HD

Impressions: As if having a new heavy-duty truck in your garage wasn’t enough to brag about, Dodge has a one-two punch that should really sting the competition. Of course, we’re talking about the return of the legendary Hemi engine, albeit not in true vintage-’60s pavement-melting style. Still, 345 horsepower from the new high-tech (two spark plugs per cylinder and coil-on-plug ignition) 5.7-litre design that uses hemispherical combustion chambers is nuttin’ to sneeze at. The Hemi, along with its five-speed manual transmission or optional four-speed automatic, is actually the starting point for the new HD series, which visually mirrors the revamped light-duty pickups that went on sale last fall. Three very big engine options await those people who really need to wrinkle the asphalt with torque. They include the venerable 8.0-litre V10 with 440 lb.-ft. of torque, the standard-output 250-horsepower 5.9-litre straight-six Cummins turbo-diesel, and a new high-output (305-horsepower) Cummins with 555 lb-ft of torque at a just-above-idle 1,400 RPM. The latter will help the Ram HD tow up to 11.5 tons. Available in 2500 (3/4 ton) and 3500 (one ton), regular-cab and four-door Quad cab, the new HD trucks can also be ordered in two- or four-wheel drive and in ST, SLT and Laramie trim levels. Big engines alone are not all the HD is about. You also need the matching frame, in this case hydroformed (the rails are filled and bent with pressurized fluid) for extra stiffness, and requisite axles (a ‘dualie’ option is offered). Like the 1500 pickup, Ram HD can be ordered with side-curtain airbags, an industry first for a truck.

Base price: $29,000

Type: Two- and four-door heavy-duty pickup

Base engine (hp): 5.7-litre OHV V8 (345)

Optional engines (hp): 5.9-litre OHV I6, turbo-diesel (250); 5.9-litre OHV HO I6, turbo-diesel (305); 8.0-litre OHV V10 (305)

Layout: Front-engine, rear-/four-wheel drive

Transmissions: Five-speed manual; five-speed automatic (opt. on 5.7); four-speed automatic (opt. on 250-hp Cummins and V10); six-speed manual (HO Cummins)

L/100 km (city/hwy): n/a

Safety: Front airbags, side-curtain airbags (opt.); ABS

Weight (kg): n/a

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: daimlerchrysler.ca

ford cars

GT40

Impressions: The Corvette and Viper will finally be joined by a high-end performance Ford with as much or more racing mystique (and base price) as the other two combined. The new GT40, a modern-day throwback to Ford’s all-out effort to beat Ferrari on the international racing scene (chiefly, the 24 Hours of LeMans road race held in France), will be priced at more than double the most expensive Corvette and about $60,000 above the Viper. Your US $120,000 (about $180,000 in Canadian funds) buys at least the look of the classic deceased GT40, but power will come from a well worked-over supercharged 500-horse 5.4-litre DOHC V8. While not as exotic as the Viper’s V10, the forced-fed Ford engine is blatantly visible through the GT40s trick rear window. That’s right, the engine is in the back, right behind the driver’s ear. Where the GT40 really excels is chassis and body construction. Some of the top minds in racing development, from legendary Carol ‘Cobra’ Shelby and S7 super-car builder Steve Saleen, to NASCAR team owner Jack Roush and hot-shot Ford designer J Mays (as well as many others) are all involved. Spearheading the cost-is-no-object program is Ford’s Special Vehicle Team. With an aluminum body and chassis, you can count on the new GT40 being lightweight (following the premise of the original). The final production mockup is scheduled for public consumption in calendar ’03 and the initial 100 year-one copies will go on sale in 2004.

Base price: $180,000 (est.)

Type: Two-door, mid-engine coupe

Base engine (hp): 5.4-litre DOHC V8, supercharged (500)

Optional engine: None

Layout: Mid-engine, rear-wheel drive

Transmission: Six-speed manual

L/100 km (city/hwy): n/a

Safety: Front airbags; ABS; traction control

Weight (kg): 1,400 (est.)

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: ford.ca

ford suvs

Expedition

Impressions: Ford’s full-size Expedition no longer resembles the F-150 pickup, the platform upon which it has been based since 1997. For 2003, this newly designed sport ute looks like a bulked-up version of the mid-sized Explorer. The Expedition has even copied some of little brother’s more functional elements, including a fully independent rear suspension (the first in its class) and a third-row 60/40 seat that can be folded (either manually or by optional power-operated controls) flat into the floor to maximize load room. Expedition’s new chassis (still body on frame) is significantly stronger than the previous model. The range of available engines is similar to the previous ‘Ex’, consisting of a 230-horsepower 4.6-litre V8 or an optional 5.4-litre 260-hp SOHC V8. Both motors are engaged by means of a four-speed automatic transmission. The base XLT and snazzier Eddie Bauer models come in four-wheel drive, the latter being Ford’s ControlTrac system that automatically directs power according to traction, or lack of it. A number of seating options allows you to take up to eight passengers into the wilderness or out on the town.

Base price: $42,500

Type: Four-door sport utility

Base engine (hp): 4.6-litre SOHC V8 (230)

Optional engine (hp): 5.4-litre SOHC V8 (260)

Layout: Front-engine, four-wheel drive

Transmission: Four-speed automatic

L/100 km (city/hwy): 17.6/12.2 (4.6)

Safety: Front airbags; side-curtain airbags (opt.); ABS; stability control (opt.); reverse-sensing system (opt.); bumper beams

Weight (kg): 2,240

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: ford.ca

gmc

Savana

Impressions: Like clockwork, whenever the Chevy Express van comes in for renovations, you can bet your MSRP the full-size Savana won’t be far behind. Like its revamped-for-’03 cousin, GMC’s counterpart sheds its dated styling and collection of aging V8 powerplants. Crisp, new familial lines and the Vortec series of engines — already populating the engine bays of the Sierra pickups — greet buyers as does a segment-first all-wheel-drive option (why didn’t anyone think of this one sooner?) and standard four-wheel disc brakes with antilock. Aside from the base 4.3-litre V6 that carries over from last year, new engine choices include a 270-horsepower 4.8-litre OHV V8, a 285-horsepower 5.3 and the 300-horsepower 6.0-litre powerhouse. From a styling standpoint, the Savana mimics the grillework on other GMC products, including the Yukon sport ute and the Sierra. An interesting option, aside from the OnStar GPS help/navigation system, is the set of driver-side 60/40 split swing-out doors, identical to the standard pair on the passenger side. For ’03, Savana is available in a multitude of wheelbase and chassis-strength configurations for broad appeal to commercial fleet buyers and van conversion companies.

Base price: $25,600 (cargo van); $29,500 (passenger van)

Type: Full-size passenger/cargo van

Base engine (hp): 4.3-litre OHV V6 (200);

Optional engines (hp): 4.8-litre OHV V8 (270); 5.3-litre OHV V8 (285); 6.0-litre OHV V8 (300)

Layout: Front-engine, rear/all-wheel drive

Transmission: Four-speed automatic

L/100 km (city/hwy): 16.8/12.1 (4.3)

Safety: Front airbags; ABS; OnStar GPS tracking (opt.)

Weight (kg): 2,370 (passenger van); 2,170 (cargo van)

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: gmcanada.com

Sierra

Impressions: GMC’s ‘do-it-all’ Sierra really lives up to that tag for 2003, and does so with more style, more equipment and more technology than ever before. And that, dear truck lover, is saying a lot. Although not as drastically made over this year as the Chevy Silverado, you’ll see a noticeable difference, especially in the frontal areas, between last year’s Sierra and this year’s model. The new look is intended to match the styling direction set a year ago by the then-new GMC Envoy sport utility. Modifications extend to nearly every part of the interior, too, which receives a new gauge cluster, console, driver info centre (that monitors a variety of vehicle functions), dual-zone climate control and new stereo options. Mechanically, the brakes have been upgraded to provide better stopping power, and the availability of GM’s Quatrasteer four-wheel steering, which provides greater lane-changing stability and reduces turning radius, has been extended to the 1500HD (Heavy-Duty) four-door Crew Cab models as well as other extended-cabs (in addition to the ultra-luxurious Denali). Left untouched is the vast array of engines/transmission combinations, which includes a base V6 or one of three V8s connected to either a five-speed manual or four-speed automatic shifter. As the top performer of the Sierra range, the heavily optioned Denali is loaded with enough luxury features to make any and every Caddy owner jealous. It even gets its own special 325-horsepower version of the top-gun 6.0-litre V8, a 25-horsepower gain over lesser models. There isn’t enough ink and paper in the forest to fully explore all the changes and equipment/trim combinations for ’03, but, as always, Sierra is available in a myriad of useful combinations, including 1/2- and 3/4-ton capacities, two-, and four-wheel drive, regular- and extended-cabs and short- and long-box configurations. If it sounds like a lot of trucks, it is. It’s also a lot of truck.

Base price: $23,300

Type: Two-/four-door pickup

Base engine (hp): 4.3-litre OHV V6 (200)

Optional engines (hp): 4.8-litre OHV V8 (270); 5.3-litre OHV V8 (285); 6.0-litre OHV V8 (300, 325 Denali)

Layout: Front-engine, rear-/four-wheel drive

Transmissions: Five-speed manual (except 5.3); four-speed automatic (std. on 5.3)

L/100 km (city/hwy): 15.5/11.3 (4.8, AT)

Safety: Front airbags (with passenger-seat deactivation); ABS; OnStar GPS tracking (opt.)

Weight (kg): 1,800

Basic warranty: 3/60,000

Roadside assistance: Yes

Web: gmcanada.com

Sierra HD

Impressions: Like the Chevrolet Silverado HD, the brawny 3/4- and one-ton GMC Sierra HD (heavy-duty) pickups were built for kicking up dirt on the job site or pulling just about any load, anywhere. Identical in appearance to the new-for-’03 half-ton Sierra (except for the King Kong dualie version), which has a new front that mimics the rest of the GMC family, the HD receives the same redesigned interior enhancements too.