White Pearl Paint (no cost); DVD Entertainment System ($2,100 -- includes DVD entertainment system with AV center and single-disc CD/DVD player, memory card slot, two wireless headphones, wireless remote control, rear 11.0-inch VGA display, dash-mounted 7-inch color QVGA display, 120-volt AC power inverter located in front center console, driver concentration option for rear entertainment, auxiliary audio/video input jack located on the back of the front center console, deletes auxiliary audio input jack located on the radio face); Dual Opening Glass Moonroof ($1,350 -- includes one-touch open/close moonroof with auto reverse, sliding shade and privacy glass).
Transverse Front Engine, Front-wheel Drive
Naturally aspirated port-injected V6, gasoline
DOHC, 4 valves per cylinder, variable intake-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
260 @ 6,000
Torque (lb-ft @ rpm)
240 @ 4,400
Pulley-regulated continuously variable transmission with console shifter
Transmission and axle ratios (x:1)
2.371 - 0.439
With or without traction control engaged and/or using brake torque, the Quest stumbles off the line slightly. This might help explain the steep throttle tip-in in everyday driving conditions, perhaps designed to compensate. Found a little time putting the shifter in Low, where the engine revs up to 6,200 rpm by 50 mph rather than 60 mph in Drive. Smooth and linear acceleration and seemingly loud without the revs climbing and dropping as they would in a stepped-gear automatic. Might be an illusion, though.
Seems to have the brake hardware to get the job done but not the tires. Good fade resistance, but no tire bite into the pavement. Felt like there was sand on the surface; there wasn't.
Skid pad: Nondefeat stability control takes the throttle away, limiting orbit speed. Try to drive through it and the brakes begin to grab in protest. Steering is friction-free, precise, and provides just enough weight. Throttle was a little touchy in Low, giving another variable to deal with. Slalom: The nondefeat stability control is very intrusive and doesn't relinquish control to the driver soon enough once it thinks the driver is out of control. Slalom becomes a stability-control threshold test, rather than a handling test.