Chrysler has been in the minivan game longer than anybody else in North America and while its domestic competitors have chosen to exit the market, the Pentastar concern (at least in the short term), remains committed to the segment.

FAST FACTS
1. All Chrysler Town & Countrys come with V6 engines and six-speed automatic transmissions.

2. Base 175-hp V6 engines get 17/24 mpg, while the 3.8L and 4.0L V6s get 16/23 mpg.

3. Pricing ranges from $26,415 to $36,855.

4. Blind Spot Monitoring and Cross Traffic alert system are included as part of a $515 Safety Group package.

5. The braking system was upgraded on all Town & Country models for 2009.

The Chrysler Town & Country first debuted for 1987 as a more up-market version of the Dodge Grand Caravan and has remained in the lineup ever since. For 2008 both the T&C and its Dodge counterpart were completely redesigned, with new sheetmetal and the first six-speed automatic transaxle to be installed in a minivan.

For 2010 there are minimal changes, the most notable being strakes added to the hood, plus minor equipment and trim shuffles. Three trim levels are offered, LX, Touring and Limited, with three different engines – a 175-hp 3.3-liter V6 (that’s E85 capable), a 3.8-liter V6 with 197 horses and new (from 2008) 4.0-liter unit with 251 horsepower.

MORE MAINSTREAM

Compared to it’s 2001-07 predecessor, the current Town & Country is blockier and more ornate. In fact, it almost looks like a replacement for the 1991-95 version (instead of the later jellybean models) as the squared-off nose, fairly steep windshield and angular lines smack of early ’90s sensibility.

Quality control and workmanship has been a hit and miss affair with Chryslers for decades, but as far as our sample Limited model went, fit and finish on the Town & Country is better than most, with narrow, fairly even panel gaps, better quality exterior trim than it’s predecessor and glossy paint.

In this day and age of monochromatic exteriors, it’s also nice to see some brightwork on an American vehicle, though on the Town & Country it’s fairly restrained and tasteful, just enough to let the world know, you’re driving something a bit more than the run of the mill base Dodge Caravan. Rear doors and a tailgate that open automatically also hint that you’ve ponied up a bit of extra cash for your latest minivan purchase.

YOUR PICK: STOWABLE OR SWIVEL CHAIRS

Moving inside, much like the exterior, this van has a chunky feel to it. The steering wheel, dash and switchgear feel blocky and fairly solid, much in the idom we’ve come to expect from Chrysler in the last few years. The one notable item is the shift lever. Instead of being placed on the steering column, it’s mounted on the dash, Nissan Quest style. Perhaps it was done to add a bit of Euro chic to this most American of minivans, but to our eyes it just seems a little odd.

The front captain’s chairs are fairly supportive and in back Chrysler’s famed Stow ‘n’ go seating continues, allowing both the second and third row seats to disappear completely into the floor, resulting in a cavernous 141 cubic feet of cargo space should you need it. The best part is that the rear seats fold into the floor automatically, via the touch of a button on the inside sail panel. Although not fitted to our sample tester, a $225 Swivel ‘n’ go seating option with second row captains chairs that turn around and a folding table is available, though like many things in life, you can’t have your cake and eat – the swiveling seats aren’t stowable.

Keeping the kids occupied on extended trips is a must for parents and Chrysler has responded by offering a dual screen DVD system (second and third rows) that includes Sirius/XM satellite TV, wireless headphone sets (which were all the rage among our back seat riders) and a three zone climate control system, ensuring everybody remains comfortable on the journey.

Chrysler has also fitted its MyGIG multimedia system with satellite navigation and Sirius real-time traffic updates, plus a built in back up camera. The optional Blind Spot Motoring and Cross Traffic alert system, with orange indicators that flash in the side view mirrors to warn of approaching vehicles and nearby objects was also handy, though some times it seemed to have trouble differentiating between vehicles that were close or further away, depending on the angle one was reversing.

On the whole, we didn’t find the center stack mounted navigation/entertainment system as easy to use as some others, but the traffic alert feature did prove very useful on our scheduled commuter routes.

ROLLING ROCK

On the road the Town & Country behaves a lot like a traditional American land yacht. The suspension tuning is supple and over rough surfaces it tends to float. It’s not likely to result in seasickness, but the ride is softer than many Chrysler products of recent vintage. It’s also quiet –we detected very few squeaks or rattles – credit that to greater use of sound deadening and the softer suspension settings, compared with its Caravan and Routan cousins.

In the corners, perhaps in typical family truckster fashion, the T&C displays noticeable body lean and front understeer, but it’s a predictable handler and steering is actually quite direct – under most normal driving situations this is one minivan that still manages to equate itself rather well. Although front-end dive is quite noticeable, the brakes themselves are fairly responsive, even from repeated panic stops, though make sure the kids are firmly strapped in, should you find yourself in such a situation.

The 4.0-liter V6, as fitted to our test victim is quite gutsy all things considered – there’s plenty of torque on tap, making overtaking light work and the six-speed automatic is smooth shifting, even under wider throttle openings. Chrysler offers a towing package on the T&C and from our observations; the 4.0/six-speed powertrain combo should prove well suited. However, despite the extra cog over it’s predecessor, our observed fuel economy really wasn’t that great, we were struggling to get 15 mpg in town and 21 on the highway, even at moderate cruising speeds, though tipping the scales at close to 4,700 lbs, perhaps that isn’t too surprising. Chrysler officially rates the 4.0-liter V6 (as well as the 3.8-liter model) at 16/23 mpg (city/highway), with the smaller 3.3-liter V6 pegged at 17/24 mpg.

THE VERDICT

Chrysler has sought to price the 2010 T&C fairly competitively and across the board, the current models have a MSRP that’s quite a few dollars less than their ’09 counterparts. The base LX model starts at $26,415, the mid-level Touring at $29,720 and the range-topping Limited at $36,855. Throw in dealer discounts and incentives, along with a high level of feature content and that makes this minivan a very attractive buy, especially against the likes of the Honda Odyssey, which comes with much less standard kit and balloons in price once you start adding options.

Generally speaking, when an automaker builds a sports coupe that’s based on a front-wheel drive mid-size sedan chassis, the outcome tends to be pretty uninspiring. Softly sprung and almost always equipped with an automatic transmission, these so-called sports coupes are usually little more than pretty commuter cars with very little real performance bred into them. And that’s pretty much what I was expecting out of the Altima Coupe 3.5 SR, especially when I noticed the CVT (Continuously Variable Transmission) badge on the trunk lid. But much to my surprise, the engineers at Nissan have injected some real sportiness into the 3.5 SR Coupe.
FAST FACTS
1. The Altima Coupe 3.5 SR gets a 3.5-liter V6 delivering 270-hp and can hit 60 mph in just 5.5 seconds.

2. The Xtronic CVT (Continuously Variable Transmission) is standard equipment on the 3.5 SR model. A six-speed manual transmission is a $2,330 option.

3. A 2010 mid-cycle refresh includes a restyled front end, increased standard equipment levels and a renamed top-end model.

V6 GOODNESS

The 270-horsepower 3.5-liter V6 engine beneath the Altima Coupe’s swollen hood provides more than enough oomph to light up the meaty 235/45/18 front tires. In fact, the 3.5 SR will sprint to 60 mph from a stop in just 5.5-seconds and passes slower traffic on single lane highways with ease. The first time I made one of these passing maneuvers I was caught off guard by how strongly the V6 pushed me back in the firm and supportive leather-wrapped driver’s seat. If you’re not the sort of driver who values this kind of powerful acceleration, then the 2.5 S model with its 175-hp 2.5-liter 4-cylinder engine should be more than adequate, not to mention significantly more fuel efficient.

CVT: FRIEND OR FOE?

With my only prior CVT experience being the horrendous version Dodge equipped the Caliber with, I expected the continuously variable transmission in the Altima Coupe (standard equipment on the 3.5 SR model) to spoil the fun, if not downright annoy and frustrate me. Initially I noticed a bit of a delayed response to the throttle when accelerating from a stop, but once rolling the responsiveness of Nissan’s Xtronic CVT was quite impressive. It’s strange to hear the engine being held at 6000 rpm when accelerating aggressively at wide-open throttle, but as soon as you let off the gas the engine speed seamlessly falls to the appropriate level. I also found that with a little more throttle input from a stop I was able to achieve smooth and rapid off-the-line acceleration. Perhaps most impressively of all, the Xtronic CVT keeps engine speed optimized for fuel economy when cruising, translating to a very respectable 27 mpg on the highway (and 20 mpg in the city).

SURPRISINGLY FIRM SUSPENSION

Perhaps the most surprising thing about the Altima 3.5 SR Coupe is its suspension tuning. Through a combination of stiffer springs, revised shock damping, and larger diameter anti-sway bars, the Coupe’s suspension feels like it has been tuned to resemble a G37 or 370Z rather than the much softer Altima Sedan. This means crisp turn-in response and an overall sense of agility that I did not expect in a FWD coupe, but it also meant a harsher ride quality over seams and other sharp bumps in the road. If Nissan’s target market with the 3.5 SR Coupe is true driving enthusiasts then the suspension tuning is spot on, but if they expect to sell more of these to secretaries than racing drivers, then they may have erred too far towards the stiff and sporty end of the spectrum.

A STYLISH PACKAGE, BUT WITH A FEW FLAWS

Styling is always a matter of personal taste, but to my eye the lines of the Altima Coupe mimic the Infiniti G Coupe in a pleasing way. However, the 2010 mid-cycle styling revisions have weakened this visual link, with more of the Maxima’s design showing through on the Coupe’s new front fascia, grille and hood. This is no doubt an intentional move on the part of Nissan, likely wanting the Altima Coupe to look more a part of the Nissan family than the Infiniti family.

Inside the Altima Coupe it’s a bit of a mixed bag. The leather-wrapped steering wheel and surprisingly well-bolstered front seats are both handsome and well designed for spirited driving, but the sea of black surfaces throughout the interior does make for a rather monotone visual experience. There are some nice soft-touch materials used on the dash and along top of the door panels (I also liked the textured surface on the air vent controls), but the plastic covers that house the steering wheel audio/cruise control buttons and dash storage enclosure look and feel far less luxurious. The chrome bezels around the vents and Start button are a nice detail, and in general the interior does have a high quality look and feel to it.

I found it easy to achieve a comfortable seating position in the power heated front seats, but my 5’3’’ tall wife found the lack of adjustable pedals or telescoping steering wheel meant she had to sit far too close to the steering wheel. As a result she felt the rearview mirror was too close to her face and created an unusually large forward-looking blind spot. Because she was sitting so far forward she did not have any issues with a blind spot over her left shoulder, but found it difficult to reach back for the seat belt.

In my 6-foot tall seating position the 3.5 SR was far more comfortable, but due to the sloping roofline and beefy b-pillars there is a large blind spot when shoulder-checking. The rear seats are also a bit difficult to access and really only suitable for children.

One standout item on our 3.5 SR test vehicle was the Technology Package. It’s not an inexpensive option at $1,780, but the 6.5-inch color touch-screen was a pleasure to use when inputting a navigation point and the reverse camera came in very handy given the limited rear visibility created by the large b- and c-pillars. There’s also onboard voice recognition for hands-free control, which when paired with the onboard Bluetooth system meant I could make phone calls while driving without having to take my eyes off the road or hands off the steering wheel.

THE COMPETITION

The most obvious competition to Nissan’s Altima 3.5 SR Coupe is Honda’s front-wheel drive Accord Coupe with the 271-hp V6 engine option. The Accord Coupe is a slightly larger and heavier vehicle, yet somehow its V6 is able to achieve slightly faster 0-60 mph and ¼-mile times (5.3 seconds and 14.2 seconds respectively, compared to the Altima Coupe 3.5 SR at 5.5 seconds and 14.6 seconds). These statistics will really only matter to the most diehard speed freak, and the virtual dead-heat on fuel economy does little to differentiate the two (20 city/27 hwy for the Altima and 19 city/28 hwy for the Accord). Ultimately it’s the styling differences and the softer suspension tuning of the Accord that are likely to separate the two in most buyers’ minds.

Hyundai’s attractively styled Genesis Coupe or BMW’s nimble little 128i also come in at about the same price as the Altima 3.5 SR coupe and both have six-cylinder engines under their hoods (the Genesis’ making an impressive 300-hp while the BMW’s makes only 230-hp). However, their rear-wheel drive configuration is likely to scare off some drivers who are accustomed to the perceived safety of a FWD method of power delivery.

THE VERDICT: A SURPRISINGLY SPORTY SPORTS COUPE

With 2010 mid-cycle refreshes including a restyled front end, increased standard equipment levels and the renaming of the top-of-the-line 3.5 SE to the 3.5 SR, the Altima Coupe is certainly a leader in the front-wheel drive Sports Coupe category. Its primary rival is the Honda Accord Coupe, but these two vehicles are surprisingly different given the similarities in size, shape, price-point and fuel economy. The Altima Coupe 3.5 SR feels firmly suspended and ready to attack the corners with its small diameter steering wheel and nicely bolstered front seats. The Accord Coupe feels soft and luxurious in comparison, its front seats being much wider and softer and lacking any meaningful bolstering. The Altima Coupe 3.5 SR is, therefore, the real sports coupe of the two, but I do have to wonder if car buyers interested in a front-wheel drive sports coupe are really looking for this much sportiness. I suspect many of these buyers would give up some cornering power for a more compliant and quieter ride quality, but perhaps I’m underestimating the sporting appetite of the FWD sports coupe crowd.

FAST FACTS

1. AWD is back for 2009, a feature not seen in the model since 2006.

2. Standard safety features include six airbags, Tire Pressure Monitors and four-wheel disk brakes with ABS and EBD. Stability and Traction Control are optional.

3. XRS models include extra goodies like standard stability control, a performance-tuned suspension and sporty body panels, as well as the option of a five-speed manual or automatic transmission mated to the 158hp 2.4L.

Your schooling is completed; you have finally moved out of your parents’ house and are working at a steady job. You have come to prefer bars over clubs and may have even found your first grey hair already. Welcome to your Carlsberg years.

Now is the time to get rid of that heap of steel in your driveway that you have been rolling around in since high school. While you would love nothing more than to pick a sporty convertible out of the latest issue of Robb Report, chances are you also need to consider inconveniences like mortgage payments, as well as where to fit passengers, the dog, and maybe even a car seat and stroller. Not only have you become the target of strategic premium beer marketing campaigns, thoughts of responsibility, accountability and practicality are now commonplace.

Not to worry, there are a number of auto manufacturers who build vehicles to suit your particular predicament. The crossover was designed to be the ultimate automotive compromise, allowing for the utility that most people enjoy from a minivan or SUV but also driving characteristics, and more importantly fuel economy, of a car. The second generation Toyota Matrix is just that vehicle.

ALL NEW FOR 2009

The original Matrix, which was composed in 2002 as a 2003 model, is the mechanical sibling of the Pontiac Vibe and is based on the Toyota Corolla’s E-platform. This Matrix is all-new for the 2009 model year, and offers an updated appearance and improved performance.

While access to the Matrix begins at $16, 209, the optional S and XRS models raise the price point significantly in the blink of an eye. The all-wheel-drive capabilities are not necessarily new for the marque, as it was available until the 2006 model year before being discontinued until now. While the AWD version adds a great deal of traction and stability when driving in freezing rain or snow, there's only one transmission choice - a hyper four-speed automatic. The base powerplant for the new Matrix gets a reworked DOHC 1.8-liter four-cylinder engine rated at 132 hp and 128 ft-lbs of torque. The XRS and non AWD S models get a DOHC VVT 2.4L inline-four cylinder putting out 158hp and 162 ft-lbs of torque. In my 1.8-liter tester the four-speed auto was surprisingly good and drop down a gear anytime I nudged the throttle. The acceleration was surprisingly peppy for an automatic economy car but it comes at the cost of winding up the engine high into the upper rpm range, affecting both fuel economy and interior noise.

Having the option for a manual transmission along with the AWD system would be a large selling point, but alas the five-speed manual transmission is only mated to front-wheel-drive models. Purchasers of the non-AWD model who get the 2.4L engine can opt for either a five-speed manual or five-speed automatic gearbox which comes with tap-up/down shift controls. The switchgear is easily and comfortably accessible on the lower end of the dash so your right hand doesn’t have far to reach from the wheel to shift gears. In fact, the interior has been well organized, aside from the cup holders which are too wide and shallow to hold most cups without toppling over. This may seem insignificant but I find that the manner in which a company designs its cup holders speaks volumes about attention to detail.

GREAT NEW LOOK

Both the base and AWD models ride on 16-inch wheels and tires, with the option of 17-inch rims, while the Matrix XRS comes with 18-inch alloy wheels. Like its stable-mate, the Vibe, the '09 Matrix has all-new styling and a revised interior. These changes certainly worked as the Vibe/Matrix are far more aesthetically pleasing than the first generation. The Matrix now looks like a sporty hatchback, rather than a raised station wagon. Many potential owners will also find comfort in the standard four-wheel disc brakes with ABS and EBD, a tire-pressure monitor system and six airbags throughout the cabin. Stability and traction control are optional.

STIFF RIDE WITH A PLASTIC-COATED TRUNK

The Matrix offers a MacPherson-strut front suspension design coupled with a multi-link independent rear suspension that makes handling somewhat precise but incredibly firm - too firm in fact. Bumps in the road not only resulted in cabin noise, but left something to be desired in the comfort department too. My other gripe is that in addition to most of the interior, the cargo area and rear seat backs are made entirely of plastic. While the rear compartment is the perfect height for stowing and retrieving gear, any items stored there will undoubtedly slide around the rear of the vehicle with reckless abandon. Not only was it annoying and distracting but I can’t imagine transporting precious cargo would be a sound investment. The seats do however fold down to offer a large loading area if you have more possessions to move than passengers.

XRS MODEL: SPORTY LOOK AND FEEL

Upgrading to the XRS version includes the option of the five-speed manual transmission mated to the 2.4L engine and brings extra goodies like standard stability control, a performance-tuned suspension consisting of a strut tower brace up front, firmer springs and dampers at each corner in addition to sporty body panels and a spoiler. This is for people who want to have the practicality of an economical people mover but also want to spice things up with some sporty style. It will, however, take a lot more than spoilers and a bodykit to compete head-to-head with the other competitors in this segment like the Mazda 3 Sport and Volkswagen Rabbit.

THE VERDICT

The second generation Matrix is fuel efficient, tied with the Vibe for best in its segment with a 25/31 city/highway rating. It is easy to park and yet is large enough to carry most necessities an owner could wish for. The base model boasts plenty of standard features while the S and XRS models offer plenty more options, for a price. I doubt you will ever see posters of the Matrix adorning the bedroom walls of young car fanatics, but that won’t stop the throngs of people who will unquestionably buy one.

Becoming an adult means learning about compromise and the need to make certain concessions. If your needs in a vehicle consist of practicality and fiscal responsibility, with less of a focus on comfort and driving enjoyment, then the Matrix may be the crossover you are looking for.