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Since its introduction in 1990 as a 1991 model, the Ford Explorer has resided at the top of the sport-utility sales heap. This is totally understandable, as the Explorer combines style, comfort and room in a go-anywhere package. The modern-day Country Squire, some have called it, after the segment-leading station wagon of the 1960s. The Explorer's sales success, of course, has to do with America's big appetite for SUVs. But it's also a compliment to Ford, as the Explorer was designed to appeal to the widest range of people possible.

While the 2001 Explorer Sport features new sheetmetal and minor suspension changes, the four-door Explorer remains virtually identical to last year's model. There are four trim levels available: XLS, XLT, Eddie Bauer and Limited. The majority of Explorers sold are XLTs. If you want your Explorer to be as special as possible, step up to the Eddie Bauer or Limited. These models come standard with added luxury feature content like leather seats, automatic climate control and an auto-dimming rearview mirror. Optional equipment worth considering includes side airbags, a moonroof, rear load leveling and a reverse sensing system.

All models feature an organically sweeping dashboard housing radio controls that can be operated without a magnifying glass. Materials in the Explorer look and feel better than many other SUVs. Rear-seat comfort is excellent, and entry/exit is easy with the optional running boards attached. Fold the rear seats down, and the Explorer will offer 80 cubic feet of cargo.

For 2001, the 4.0-liter SOHC V6 is standard on every model. It generates 205 horsepower at 5,250 rpm, with 240 pound-feet of peak torque at 3,250 rpm. A five-speed automatic is the only transmission offered on this engine. Power delivery is acceptable with the V6, but if you're planning on heavy towing, you might want to order the optional 5.0-liter V8. It has more torque than the V6, but the downside is worse fuel mileage. An automatic four-wheel-drive system is available with both engines.

Explorers retain a distinctly trucklike character, which could be a bonus or a demerit. They're tough and solid, but the suspension manages to be floaty and wallowy on dips, harsh on bumps, and easily unsettled by rumpled pavement. Cornering causes lots of body lean. The brakes are quite good, however, and the steering is quick and responsive for an SUV.

The Explorer's basic underpinnings and body structure date back 10 years, when it was first introduced, and it's showing its age. While the Explorer provides a comfortable cabin and excellent safety ratings, its harsh ride and less-than-stellar handling and performance behoove us to tell you that a redesigned version will debut early next year as a 2002 model. If you're set on buying an Explorer, we'd recommend that you wait a bit for the new and improved version.

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Only for memorial Day, you can get this beautiful Grand Marquis at for only $0.00 Down , Oh yes , we are going crazy down here in, all you need is to qualify for this vehicle and you will get it with no Down payment, only for Memorial day, so stop the BBQ, for 30 minutes and come and get your vehicle now.


It is so cool that a car like this still exists. While just about every other American manufacturer has run screaming from our past, the Grand Marquis embraces it with a big V8 under the hood and two rear wheels doing the pushing.

Despite this all-but-extinct layout, the Grand Marquis offers some very high-tech options like ABS and traction control. It also comes standard with dual front airbags, rear-door child safety locks, and dynamic side impact protection.

Last year's refinements included a much needed improvement to the standard, solid axle rear suspension. The new Watt's linkage rear suspension reduces lateral movement during handling maneuvers to improve the Grand Marquis' directional control. A revised front suspension further contributed to this Mercury's handling capabilities.

Power comes from a 4.6-liter V8 (the same as in the Mustang GT) with 200 horsepower and 275 lb.-ft. of torque. These numbers can be upped to 215 and 285, respectively, by ordering the Handling Package option that includes dual exhaust, a higher rear axle ratio, 16-inch aluminum wheels, and numerous suspension tweaks like revised spring rates and a larger rear stabilizer bar.

If you're after luxury and not performance, options like automatic temperature control, auto dimming rear view mirror, and premium AM/FM stereo with trunk-mounted CD changer can be ordered separately or as part of a luxury package.

The shape of this car contributes to its rather brick-like coefficient of drag (.37) and at 17 mpg in the city it's certainly no econobox. With Mercury constantly improving this traditional model, the company has managed to bring together something old and something new. A V8, rear-drive sedan with traction control and ABS is something most American automakers abandoned long ago. If nothing else, Mercury gets credit for going its own route and not playing follow-the-leader. 1999 Chevy malibu 1999 for $500.00 Down

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Edmunds Review :

The 1999 Malibu is identical to the 1998 model, except for the addition of Medium Bronzemist Metallic to the paint chart.


Chevrolet is producing good cars and trucks. Witness the excellent values to be found in the Blazer, Camaro, Cavalier and Lumina. The Malibu is more of a good thing. In fact, this is probably the best family car produced by any domestic automaker today.

Consumer clinics determined much of the Malibu's design. Engineers used a nearly identical methodology when concocting the recipe for the successful Lumina. What consumers have demanded is a tight, solid, roomy, fun-to-drive mid-sized sedan. Guess what? Chevrolet delivers, and delivers big. The Malibu is all of these things and more, wrapped in unobtrusive but attractive sheetmetal and sold at a price that undercuts similarly equipped imports and domestics, including stablemate Lumina.

Two models are available. The base Malibu features a 2.4-liter twin-cam four-cylinder engine, which is the same motor found under the hood of the Cavalier Z24. Gears are shifted automatically, and standard equipment includes four-wheel antilock brakes, four-wheel independent suspension, battery rundown protection, theft deterrent system, tachometer, air conditioning, rear seat heat ducts, tilt steering wheel and remote trunk release. Step up to LS trim, and you leave the showroom in a fully loaded car. The LS includes a 3.1-liter V6 engine, aluminum wheels, fog lights, remote keyless entry, power driver's seat, power windows and door locks, cruise control, uplevel stereo and a trunk cargo net.

This Chevy goes, slows and turns corners well enough to be entertaining. Interior design elements include a handy left-handed cupholder, backlighting for major controls and switches throughout the interior and heating and air conditioning ducts located on the A-pillar to help direct air flow to rear seat passengers. Also notable is the dash-mounted ignition switch because the driver doesn't have to crane his neck around to find the ignition slot.

Safety concerns are covered by the Malibu. Dual airbags, four-wheel antilock brakes and child safe rear door locks are standard. According to Chevrolet, side-impact door beams exceed federal standards for protection, though federal side-impact crash tests indicate that occupants may actually be rather vulnerable in this car. Maintaining the Malibu has been made easy with platinum-tipped spark plugs that last 100,000 miles, engine coolant designed to last five years or 150,000 miles and transmission fluid that never has to be changed or checked.

Our list of gripes is short. The fake wood in the LS is unnecessary. We also want to find an integrated child safety seat on the options list in the future. And why can buyers get traction control on the Cavalier but not on the Malibu? The list of improvements for 1999 is nearly non-existent, and doesn't address our gripes. Solar-Ray tinted glass is standard and new colors called Sunset Gold and Medium Bronzemist have been added to the paint palette.

The Malibu impresses us. It's one of the few domestic models that can go toe-to-toe with the imports on comfort and features, while beating them on price.

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Nissan Altima 2001, only $995.00 Down here at


When Nissan introduced its Infiniti J30 knockoff, Altima, in 1993, it was an instant hit. The term "affordable luxury" became synonymous with the new sedan, and consumers rushed out in droves to buy this car. Five years later, the Altima was redesigned with the goal of improving on its original style and appeal. Unfortunately, the second-generation edition didn't include the upscale design details and cut-rate luxury cabin that the original car possessed. Sales suffered as a result.

So Nissan made substantial refinements to the current-generation Altima just two years after its debut. Styling was cleaned up, cabin refinements were incorporated, and the powertrain was refined. Noise, vibration and harshness were quelled through the addition of sound-deadening materials, and a trick new automatically adjustable strut suspension improved the ride and handling.But sales remained stagnant, forcing Nissan to offer hefty customer rebates and dealer incentives to clear inventory. Dear consumer, what this means to you is a good deal on a decent, if not terribly exciting, car. If what you need is a reliable, roomy sedan that offers the ability to have a little fun when the road turns twisty, Nissan's Altima will fill the bill.

Available in base XE, mid-grade GXE, sporty SE and leather-lined GLE trims, the Altima is reasonably crashworthy, scoring average or better in government crash testing. Side impact airbags come standard on GLE and are optional on GXE and SE. Our favorite, not surprisingly, is the SE, since the GLE can't be bought with a manual transmission or four-wheel disc brakes.

When equipped with a stick shift, the standard 155-horsepower 2.4-liter four-cylinder engine manages to get the 3,000-pound sedan to speed with surprising alacrity, running from rest to 60 mph in a hair over 8 seconds, though without refined noises emanating from beyond the firewall. Handling is an Altima strong point, with sharp steering and a nicely balanced chassis sporting an Acceleration-Sensitive Strut Valving (ASSV) four-wheel independent suspension with rear Super Toe Control. Models with 16-inch wheels have a front strut-tower brace for increased rigidity and responsiveness. ABS is optional on all Altimas except XE.

Simple interior design means it's easy to find and use controls and switches. Seating is comfortable front and rear, but beware that the leather used on some models ain't exactly high-quality hide. Wood tone accents dress things up a bit on GXE and GLE Altimas, in an effort to remind you that this Nissan's calling card is "affordable luxury."

Our primary complaint with the Altima, aside from its utter lack of personality and rather gruff truck-based engine, is with the quality of the materials that have gone into its construction. It's too easy to see where corners were cut, and slamming doors and the trunk lid don't impart a sense of solidity.

Nevertheless, the Altima represents a solid value. Want a nice set of wheels for less than $20,000? Drop by your local Nissan store. &

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By Rick Popely National
January 7, 2000
Vehicle Overview
Pontiac gives the base Grand Prix engine more horsepower and adds a racy pace-car replica as a special-edition model for 2000.

The Grand Prix coupe is the foundation for Pontiac's entry in NASCAR stock-car competition, and a modified production Grand Prix paced the Daytona 500 last February. To mark the occasion, Pontiac is offering 2,000 replicas of the pace car with silver paint, checkered flag and Daytona 500 graphics on the rear flanks, a rear spoiler and hood air intakes. Under the hood will be a 240-horsepower supercharged V-6 engine.

Though usually considered a midsize car, includes the Grand Prix with full-size models because its 110.5-inch wheelbase (distance between the centers of the front and rear wheels) exceeds 110, the magic number for full-size status. The Grand Prix's overall length of 196.5 inches is in the same ballpark as the BMW 740I and Lexus LS400, full size luxury sedans.

Grand Prix is unique in this class for being available as both a two-door coupe and foor-door sedan. The curvaceous styling is the same on both except for the rear doors and rear side panels.

The Grand Prix is shorter than the Bonneville in both wheelbase and length, yet still plenty roomy. Headroom is plentiful for all seats, and there is adequate leg space in back even when the front seats are as far back as they go. The deep trunk holds 16 cubic feet of cargo. A pass-through section in the rear seatback allows storage of long items.

Under the Hood
The front-drive Grand Prix comes in three flavors: mild, spicy and hot. The mild SE sedan uses a base 3.1-liter V-6 with 175 horsepower, 15 more than last year from a variety of changes.

The spicy variety is a 200-horsepower 3.8-liter V-6 that is optional on the SE and standard on GT models. The hottest is a supercharged version of the 3.8-liter with 240 horsepower that is part of the GTP Package available on GT models. All come with a four-speed automatic transmission and standard traction control.

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