|
Driving Impressions
Driving a car with a continuously variable transmission, or CVT, takes some getting used to. There are no shifts, no gear changes, up or down. Instead, the driver steps on the gas, the engine speeds up and the car begins to move. The engine then commonly maintains about the same, seemingly elevated rpm while the car accelerates to the desired speed, at which point the driver eases off the gas to let the engine slow to where the car keeps moving at that speed. Of course, as elevations change and traffic ebbs and flows, the car's speed changes, as does the engine's, but not always consistently or to the same degree, and definitely not as expected with a traditional automatic.All shiftlessness aside, the goal of a CVT is to allow the engine to spend as much of its operating time as possible in an rpm range that maintains optimum fuel efficiency and generates minimum emissions. Only the smog cops can attest to emissions levels, but as for efficiency as measured by usable power and fuel economy, the Freestyle's package delivers. Compared to the Chrysler Pacifica AWD, roughly comparable in power although slightly less commodious and 500 pounds heavier, the all-wheel drive Freestyle gets up to speed with a smidgen more spirit, say by about a second or so from 0 to 60 mph. In fuel economy, though, the Freestyle easily prevails, by 2 miles per gallon in both city and highway estimates by the U.S. Environmental Protection Agency; the EPA gives the front-wheel-drive Freestyle an estimated 20/27 City/Highway mpg. Rapid acceleration generates torque steer, a side-to-side tugging of the steering wheel. This occurs not only in the front-wheel-drive Freestyle, which is not uncommon, but also in the all-wheel-drive variation, which is unusual, or at least should be. Passing is necessarily somewhat more relaxed with a CVT, as there's no immediate kickdown to a lower, more aggressive gear. Some wind noise leaks in around the side windows at freeway speeds, and there's a noticeable susceptibility to cross winds, which is no surprise given the Freestyle's uprightness. Commendably, though, the Freestyle's wide stance gives it reassuring stability around high speed curves and on winding roads. (Freestyle's front track is a fraction of an inch wider than the Freestar's and its rear track more than two inches wider.) Also, there's little of the body lean and occupant head toss associated with SUVs. Braking is solid, although not entirely linear. The steering returns good on-center feel and turn-in is responsive. A nice touch is the subdued, wood-like, turn indicator click/click sound apparently borrowed from Jaguar. But even with the SEL's added sound insulation, pavement slap from the tires is clearly audible, although at steady-state cruise, powertrain sounds fade to a whisper.
|
Add your own review or comments
