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Value Rating
Below Average
IntelliChoice Value Rating
The chart above shows the purchase price versus ownership cost for each car from a specific vehicle class. The cars with better than average ownership cost/purchase price correlations are the best values, and these best value cars are represented by the dots below the curve. (i.e. the cars that have a lower ownership cost compared to its purchase price.) Those cars, which are worse than average or poor values, appear above the curve.
One way to view the graph is to draw a vertical line through any purchase price. You may see several dots that fall on this line - each of which is a car with a similar purchase price. However, notice the difference in ownership costs of each car represented by the vertical position of the dot. Two cars with the same purchase price can have thousands of dollars difference in ownership costs. This is what separates "good value" cars from "poor value" cars.
What is a good car value?
A "good car value" is one whose cost to own and operate is less than expected. The lower the cost to own and operate a car compared to what is expected, the better the value of that car.
But how do we know a car's "expected cost"?
For each car in the class, IntelliChoice plots the car's purchase price against the total five-year cost to own and operate it as determined by IntelliChoice research. Each dot on the above chart represents a specific car. Generally, we find that as the purchase price of the car increases, the cost to own and operate that car increases. This is why the dots on the graph tend to rise upward and to the right. This phenomenon also makes intuitive sense - as the purchase price rises, financing costs tend to rise, as do insurance, depreciation, taxes, and most other car ownership costs.
This is an important concept. It's normal for car ownership costs to rise as purchase price rises. Therefore, we can't just establish one "average" ownership cost number for each class, since cars in the class have different purchase prices. (This is why the "Relative" shown on each chart is different for cars in the same car class.)
Using statistical techniques, IntelliChoice "connects the dots" to form a curve that defines, for this car class, the relationship between the car's purchase price and car's ownership costs. This curve is our "expected cost" curve. The curve defines, for any car in the class, the five-year ownership cost that we would expect to see at each possible purchase price. If every car in the class were an average value, then all the dots would fall exactly on the curve. However, it's rare that any dot is exactly on the curve. Some dots are a little higher or lower, and some are a lot higher or lower. The dots that are a little lower are better than average car values, while the dots that are a lot lower are excellent car values (A dot that is a lot lower than the curve has ownership costs much lower than expected for a car of its purchase price). Conversely, a dot a little higher than the curve is a poorer than average car value, while a dot that is much higher than the curve is a poor car value.
Value is a relative term, not an absolute term. It is performing better than the logical expectation.
So is a Mercedes-Benz E320 expensive to own and operate? Certainly in an absolute sense. Most other cars cost less. But, when its cost to own and operate is plotted against cars with comparable invoice prices, the E320 costs less. So the E320 is not expensive to own and operate - it is a good car value. The Mercedes does not have low ownership costs, but it has low ownership costs for its invoice price.
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Review From Motor Trend Magazine
Road Test: 2006 Saab 9-7x
No, this truck-based 9-7x isn't the end of Saab as we know it.
By Todd Lassa
Photography by the Manufacturer
For Saabanistas, the end came with the infusion of Opel platforms, anyway. After considering a front-drive crossover platform ultimately deemed too unrefined for semi-premium Saab, the solution is a truck-based all-wheel-drive sport/utility that's as necessary to the brand in the U.S. as the Cayenne is to Porsche. At least Saab made more changes to the GMT360 than it did to the Subaru-based 9-2x. The Saabness in this GMC Envoy variant comes through in the 9-7x's front-end sheetmetal and its better steering, brakes, and suspension. The ignition key is on the floor of the console, but there's no signature-Saab night panel, and no power-adjustable steering-wheel tilt or power-up driver's window, as you'd expect in a premium brand. 2006 Saab 9-7x
| Base price | $40,000-$42,000 (est) | Vehicle layout | Front engine, AWD, 5-pass, 4-door SUV | Engines | 4.2L/290 hp/277 lb-ft DOHC 24-valve I-6; 5.3L/300 hp/330 lb-ft OHV 16-valve V-8 | | Transmission | 4-speed automatic | Curb weight | 4800 lb (mfr) | Wheelbase | 113.0 in | Length x Width x Height | 193.2 x 75.4 x 68.5 in | 0-60 mph | 7.7-8.2 sec (MT est) | EPA city/hwy fuel econ | 15/19-21 mpg (est) | On sale in U.S. | Currently |
The 9-7x comes in 4.2i (I-6) and 5.3i (V-8) versions. Saab expects to sell about 7000 per year, just enough to stem the tide of customers flowing to other European SUVs. The 5.3i, priced $2000 higher than the 4.2i, has good power for passing and for steep hills, plus seamless cylinder shutoff. But its four-speed automatic often searches for gears under heavy load. The 5.3i is about $7000 less than a "comparable" Volvo XC90 V-8. Sweden-based chassis engineer Per Jansson lowered ride height about one inch, strengthened the frame, firmed up the shocks and springs, thickened the anti-roll bars, and added a steering brace. Premium GMT360 options standard on 9-7x include automatic all-wheel drive, side-curtain airbags, self-leveling air suspension, StabiliTrak, heated leather seats, metallic paint, six-CD Bose audio with XM, OnStar, and a power moonroof. The 9-7x handles better than any of its platformmates and has some of the suspension components that'll go into the upcoming TrailBlazer SS for a carlike trade-off between ride and handling, with firm damping and moderate roll in the corners. It inspires more confidence than do other GMT360s, but, unlike the XC90, it doesn't begin to pretend to be a sport-sedan alternative. Brakes are far better than those on other 360s, and the steering is quicker and more precise, although it still suffers poor on-center feel. The sound insulation package is straight off the Rainier, but, like its brothers, the 9-7x still has significant wind noise coming off the driver-side A-pillar. Saab hasn't decided whether there'll be a new 9-7x based off the 2008 GMX-375, so check it out if you yearn for a Saab truck that happens to be the best of its platform so far.
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