The Truth About Cars » AWD http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 03 Jul 2015 19:00:27 +0000 en-US hourly 1 http://wordpress.org/?v=4.2.2 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars » AWD http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com 2016 Acura RDX AWD Review (With Video) http://www.thetruthaboutcars.com/2015/06/2016-acura-rdx-awd-review-video/ http://www.thetruthaboutcars.com/2015/06/2016-acura-rdx-awd-review-video/#comments Tue, 30 Jun 2015 13:00:23 +0000 http://www.thetruthaboutcars.com/?p=1098569 Acura has been a brand of highs and lows for a while. The MDX has been a perennial best-seller while their large sedans have largely sat unsold. The RDX, meanwhile, has had an interesting history. Acura’s first attempt at a 2-row crossover was ahead of its time with a 2.3L turbocharged engine producing 240 horsepower […]

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2016 Acura RDX Exterior-005

Acura has been a brand of highs and lows for a while. The MDX has been a perennial best-seller while their large sedans have largely sat unsold. The RDX, meanwhile, has had an interesting history.

Acura’s first attempt at a 2-row crossover was ahead of its time with a 2.3L turbocharged engine producing 240 horsepower and Acura’s Super Handling AWD system capable of sending 90 percent of engine power to the rear. The ride was criticized by Motor Trend as “harsh” and folks complained about turbo lag from the segment’s only four-cylinder turbo engine.

As the segment grew, most entries used naturally aspirated 6-cylinder engines and RDX sales failed to achieve orbit. All indications were that Acura’s compact crossover was destined to be a low-volume niche player in one of the fastest growing segments. Then Acura did something unexpected.

By the 2013 model year, small displacement turbo engines had become a staple in the segment but Acura chose to buck the trend by replacing their 2.3L turbo with a 3.5L V6 during the redesign. The engine swap wasn’t the only thing that surprised Acura fans. Engineers stretched the RDX in every direction, softened the suspension, jacked up the ride height two inches, dialed down the “sport”, removed the SH-AWD system and fitted electric power steering. Proving that the compact luxury crossover shopper isn’t looking for TL Type-S on stilts, RDX sales more than doubled and remain on an upward trajectory, outselling its former BMW nemesis and besting every luxury 2-row crossover save the Lexus RX and Cadillac SRX.

2016 Acura RDX Exterior-004

Exterior
Being a refresh and not a redesign, changes to the exterior are evolutionary. 2016 brings Acura’s signature full-LED headlamps and turn signals which sport three LED projector arrays and two LED reflector arrays for the high beams. (There has been some confusion about the high beams being halogen or LED lamps. The high and low beams are both full-LED but they use different optical systems to focus the light.) In addition to the new beams, there are more creases, a restyled “beak” and some extra chrome. Out back, new LED taillamps join the party with a restyled bumper cover to make the RDX look a little more like the MDX and ILX.

Before we go further, we ought to talk about how this crossover segment boils down. In practical terms, there are three different size classes of luxury 2-row crossover. At the top end we have the Cadillac SRX, Lincoln MKX and Lexus RX, which are all 186-200 inches long. Next we have the semi-segment where the RDX plays with the likes of the GLK, MKC, Q5, NX 200t, XC60 and X3. At the small end of the scale lie the Evoque, Q3, GLA and X1. You can consider the RDX a “tweener” in some ways since it’s at the large end of the middle segment but still 6-inches shorter than a Cadillac SRX.

2016 Acura RDX Interior-003

Interior
Like many companies, Acura limits the interior color options depending on the exterior color you select. Unlike most other companies, however, the choices are more limited. In base RDX models, all colors except “Slate Silver” are tied to a single interior color. Stepping up to the $38,970 RDX with Technology Package allows one more exterior color and adds an additional interior color choice for the black and dark grey exterior. That’s a far cry from the level of customization you get in the competition, especially the Evoque, MKC and X3.

Spanning from $35,270 to $43,420, the RDX is one of the least expensive vehicles in this segment. As a result, it should not surprise you that you have to step up to the $38,940 model to get leather seats and the 8-way power adjustable passenger seat. As with the rest of the Acura lineup in the USA, real wood trim is unavailable at any price, although we now get standard rear climate vents.

Although the RDX is about the same size as the X3 on the outside, you’ll find four-inches more combined legroom in the Acura, split fairly evenly front and rear, making it easier for drivers with long legs to find an ideal driving position. Unfortunately, some taller drivers will notice the RDX has a little less front headroom than the X3. The trade-off for the roomier digs can be found behind the second row where cargo capacity comes in at 26.1 cubic feet, one cube below the X3, 20% smaller than the XC60 and 45% smaller than the cargo hold in the Lexus RX.

2016 Acura RDX Interior-005

Infotainment
Base and “AcuraWatch” models get a 7-speaker sound system with a 5-inch color LCD set high in the dashboard. USB, iDevice and Bluetooth integration are all standard, as is Sirius/XM and Pandora Radio (a smartphone is required for Pandora). Because the RDX uses the same basic dash parts for all models, the small LCD looks a little lost in the dash.

Adding the Technology Package brings the biggest change to the RDX’s interior for 2016: the AcuraLink 2-screen infotainment system. Here’s how Acura has described the split screen rationale: the 8-inch display set high in the dash is used for navigation, leaving the 7-inch touchscreen below to handle climate and audio functions. However, in reality you end up using both screens and their interaction takes some getting used to. While it’s true that you can switch between audio sources with the lower screen while simultaneously watching the navigation map on the upper screen, if you want to browse a playlist, that’s done solely with the upper screen. Entering an address for navigation can be done using either screen with the control wheel/joystick or an on-screen keyboard on the 7-inch screen. The overall design is not as well-integrated as the Infiniti InTouch system in the Q50, but it has grown on me since I first encountered it and the extensive voice command system is one of the best in the segment.

Drivetrain
Instead of starting with a 2.0L turbo engine like most of this segment’s entries, all RDX models use the same engine. 2016 brings a light revision to Acura’s 3.5L naturally aspirated V6, bumping power to 279 horsepower and torque to 252 lb-ft. Acura tweaked the segment’s only cylinder deactivation system to be more aggressive, switching to three-cylinder mode often to improve highway fuel economy. Sadly, the 2016 revision did not bring the direct-injection system found in the TLX, RLX and MDX.

Early indications were that the RDX would get the same 9-speed ZF automatic transmission as the MDX and TLX. However, for 2016 at least, the RDX continues to use the same Honda/Acura 6-speed automatic as last year. Also the same as last year is an AWD system that’s different from the SH-AWD system in the MDX and TLX. In a nut shell, the MDX can send 90% of engine power to the rear by fully locking the center coupling and over-driving the rear axle vs the front. SH-AWD also has a torque vectoring function which can send 100% of the rear axle power a single rear wheel. The RDX isn’t like that.

To cut weight and cost from the second generation RDX, Acura chose to fit a more conventional AWD system. The current AWD system is somewhat unusual in this segment because the majority of systems will fully lock a center coupling allowing power to be split more or less 50-50 front to rear. The RDX won’t send more than 40% of engine power to the rear axle, leaving 60% up front. Without the torque vectoring axle found in the SH-AWD Acuras, the RDX relies on an open differential and brake-based traction control to keep things in check on loose surfaces.

2016 Acura RDX Interior-009

Drive
The lack of SH-AWD means while the AWD MDX is a dynamic competitor to a base AWD X5, the RDX is not a dynamic competitor to the X3 in the same way. Speaking of the MDX, despite having a similar 60/40 weight balance and weighing 300 pounds more, Acura’s three-row crossover actually feels more nimble, especially on winding mountain roads when under power. That’s because the MDX’s rear axle will send more power to the outside rear wheel to help rotate the vehicle and compensate for the front heavy weight balance. That doesn’t happen in the RDX. Because the front wheels in the AWD RDX are handling the majority of the engine power, the front end feels light during hard acceleration and, depending on the surface, you’ll experience mild torque steer. The difference in feel between the XC60/MKC/NX and the RDX in this regard is not huge, but it is noticeable. I will temper that with the reality that FWD luxury crossovers are gaining sales success and the AWD RDX is still more dynamic on the track than the FWD model.

At 3,737 pounds, the base RDX is among the lightest 2-row luxury crossovers around, but adding the AWD system and all the options will push the curb weight to 3,946. If that sounds heavy, Volvo’s XC60 is up to 300 pounds heavier and Audi’s Q5 can be up to 500 pounds heavier. The light curb weight pays dividends when it comes to acceleration and braking with our tester running to 60 in 5.8 seconds and braking from 60 to 0 in a short 116 feet. When it comes to absolute grip, the light curb weight helps, but it can’t compensate for the softer suspension or the increased ride height and the RDX places in the middle of the pack in terms of grip but below average in terms of feel when at 8/10ths. On the flip side, light-weight design and cylinder deactivation system allowed the RDX to average nearly 24 MPG over a week’s driving of 800 miles. That’s better than most of the 4-cylinder entries in this segment.

2016 Acura RDX Interior-006

All RDX models get Acura’s “amplitude reactive dampers” which are a twist on a normal strut design. The strut contains two valves with different operating profiles. One remains closed unless the suspension encounters a large and fast motion – like hitting a pothole – allowing the suspension to “soak” up the large road imperfections while normally using a different valve to give the damper a “firmer” feel over small imperfections. Either way you slice it, this suspension design and the 8.1 inches of ground clearance make the RDX’s ride more Lexus RX than BMW X3. To address the cabin noise complaint from first-gen RDX buyers, Acura fits active noise cancellation to all trim levels.

At $33,100 and $34,480, the Lincoln MKC and Lexus NX 200t (respectively) both start less than the $35,270 RDX, but the Acura comes with more standard equipment and a more powerful V6 engine. Depending on your options, the RDX may come in between $1,000 and $2,000 less than a comparable Lincoln or Lexus, although both offer more customization than can be had in the Acura. As with the Acura ILX, Acura is bundling their “AcuraWatch” system (radar cruise control, collision warning, auto braking, and lane keeping) with more models than in the past, starting with a base model with AcuraWatch for $36,570. The “best value” is found in the fully-loaded AWD RDX for $43,420, which undercuts the Lincoln by $4,000, the Lexus by nearly $5,000 and the BMW by over $10,000.

2016 Acura RDX Exterior-003

Obviously, a BMW X3 comparison is fraught with problems. The X3 is rear-wheel drive by default, has a near perfect weight balance and offers luxury features and customizations not available on the Acura. However, is the improvement in dynamics and luxury worth $10,000-$12,000? That’s not so easy to answer, but perhaps it is the key to understanding Acura’s sales success. Perhaps a better question: is the Lexus RX worth $10,000-$15,000 more? The RDX is more nimble, more engaging, faster, has a hair more leg room and is significantly less expensive. The only real downside to the RDX is the loss of 15 cubic feet of cargo space.

Acura’s refreshed 2016 lineup seems to show it’s getting its mojo back. The 2013 RDX was just what the segment’s shoppers were looking for and the 2016 RDX tacks on trendy LED lamps, radar cruise control love and more LCD real estate in the cabin. I wouldn’t say that makes the RDX the best overall crossover in the segment, but, in my opinion, it is the best value hands down. One thing’s for certain: the 100,000 folks that plan on buying a Lexus RX in 2015 need to visit the Acura dealer. Acura has perfected the classic RX 350.

Acura provided the vehicle, insurance and one tank of gas for this review

Specifications as tested:

0-30: 2.4

0-60: 5.8 

1/4 Mile: 14.6 @ 96 MPH

Fuel Economy:  23.8 MPG

2016 Acura RDX Exterior 2016 Acura RDX Exterior-001 2016 Acura RDX Exterior1 2016 Acura RDX Exterior-002 2016 Acura RDX Exterior-003 2016 Acura RDX Exterior-004 2016 Acura RDX Exterior-005 2016 Acura RDX Exterior-006 2016 Acura RDX Exterior-007 2016 Acura RDX Exterior-008 2016 Acura RDX Exterior-009 2016 Acura RDX Exterior-010 2016 Acura RDX Exterior-0011 2016 Acura RDX Interior 2016 Acura RDX Interior-001 2016 Acura RDX Interior1 2016 Acura RDX Interior-002 2016 Acura RDX Interior-003 2016 Acura RDX Interior-004 2016 Acura RDX Interior-005 2016 Acura RDX Interior-006 2016 Acura RDX Interior-007 2016 Acura RDX Interior-008 2016 Acura RDX Interior-009 2016 Acura RDX Interior-010

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Marchionne: AWD Minivan Will Lose Stow ‘N Go or Gain Electric Motor http://www.thetruthaboutcars.com/2015/05/marchionne-awd-minivan-will-lose-stow-n-go-or-gain-electric-motor/ http://www.thetruthaboutcars.com/2015/05/marchionne-awd-minivan-will-lose-stow-n-go-or-gain-electric-motor/#comments Thu, 21 May 2015 17:45:34 +0000 http://www.thetruthaboutcars.com/?p=1072338 Move over, Toyota. You won’t be the only automaker hocking an all-wheel drive minivan when the new Town & Country arrives next year. According to Sergio Marchionne, the next minivan will get all-wheel drive, but something’s gotta give. Packaging constraints as they are, and the Town & Country’s features as they are, the next generation […]

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2015 Chrysler Town & Country

Move over, Toyota. You won’t be the only automaker hocking an all-wheel drive minivan when the new Town & Country arrives next year.

According to Sergio Marchionne, the next minivan will get all-wheel drive, but something’s gotta give.

Packaging constraints as they are, and the Town & Country’s features as they are, the next generation minivan can only bring all-wheel drive to fruition in one of two ways: ditch Stow ‘N Go to free up space under the passenger floor or implement a hybrid system with an electric motor driving the rear wheels. “It’s not that complicated. We’re exploring both,” said Marchionne, Automotive News reports.

Considering the popularity of Stow ‘N Go for Chrysler’s minivan twins, the latter option seems most likely, and it isn’t without precedent.

Starting with the second-generation Cube in Japan, Nissan offered a system called “e4WD” that sent power to the electrically-driven rear wheels when the front wheels slipped. It also eliminated the need for a center coupling and reduced parasitic loss typically associated with mechanical all-wheel drive systems.

The new Chrysler minivan will debut at the 2016 North American International Auto Show in January before heading off to dealers later the same year as a 2017 model.

[h/t AutoGuide]

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2016 Volvo XC90 First Drive (With Video) http://www.thetruthaboutcars.com/2015/05/2016-volvo-xc90-first-drive-video/ http://www.thetruthaboutcars.com/2015/05/2016-volvo-xc90-first-drive-video/#comments Thu, 21 May 2015 15:30:39 +0000 http://www.thetruthaboutcars.com/?p=1069282 Volvo seems to be on the long road to recovery. Although sales have continued to slip in the USA, the numbers were up worldwide last year. In an interesting twist, 2014 was also the first year more Volvos were sold in China than North America. That could be cause-and-effect since Volvo had been more focused on […]

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2016 Volvo XC90 T6 AWD

Volvo seems to be on the long road to recovery. Although sales have continued to slip in the USA, the numbers were up worldwide last year. In an interesting twist, 2014 was also the first year more Volvos were sold in China than North America. That could be cause-and-effect since Volvo had been more focused on their European-only new compact sedan and wagon. 2016 finally showers some Swedish love on America with a complete redesign of the XC90, the SUV originally designed for us. Because China is now a bigger market than we are, this XC90 isn’t just for us, but for China and the growing number of big crossovers clogging up Europe as well.

Exterior
The Volvo DNA is undeniable, but an Audi influence is also readily apparent. While I admit I like Audi’s design language, I am a little saddened the very distinct Volvo styling cues from the original S80, S60 and XC90 continue to get softened over time.

Up front is a bolder, flatter grille (thanks to pedestrian impact regulations), distinctive optional LED headlamps and a shorter front overhang than ever before. The shorter overhang is possible because this is the first Volvo in ages designed to accept only 4-cylinder or smaller engines under the hood. Out back, the distinctive Swedish hips are nearly gone, replaced by a more sloping profile that is more aggressive but less extraordinary. The Audi influence is most apparent out back where U.S.-bound models get red turn signals instead of the amber blinkers found on the European model. While Audi supposedly makes the amber-to-red change because the amber lamps from the EU don’t cover enough surface area, Volvo’s switch is purely aesthetic.

Interior
Until the new Q7 lands and we can look inside, the new XC90 has the best interior in the segment with no exceptions. After stepping into a Range Rover Sport after the event, I can safely say the Volvo compares well with the next category up. Momentum trims make do with injection moulded door and dash components, while Inscription models slather everything within reach in acres of cowhide, more wood trim than a modern Jaguar and a simple style that is distinctly Scandinavian. (Which is surprising since the lead interior designer is American.)

The new SUV gets Volvo’s first complete seat redesign in ages. The Swedish thrones have long had a reputation for impressive ergonomics, but a refresh was overdue. The new design allows for 4-way lumbar, adjusting side bolsters, extending thigh cushions and ventilation in addition to heating. I was unable to sample the less capable base seat, but 8 hours in the top-end model confirms Volvo has improved the adjustability without sacrificing their legendary comfort and support.

Hop in the back and you’ll notice the XC90’s length may have grown over time, but interior height is actually down in some measures. This makes the third row very unusual. The seats are some of the most comfortable mother-in-law-row seats I’ve had the pleasure to sit in, but the headroom limits their usefulness to those under 5’8. The cargo area is surprisingly generous behind the third row with enough room to stuff roller bags in the long way, but I suspect most folks will keep the way-back seats folded. If that describes your typical third row usage, you may want to lobby Volvo for the seating accoutrements in the picture below.

Volvo XC90 Excellence - interior

As we’ve all heard, chauffeurs are cheap in China and being driven is preferred to driving. To satisfy this growing segment of Chinese society, Volvo will build the XC90 Excellence, which can be had as either a 3 or 4 seat model. No, Volvo didn’t bring one to sample to the event, but I mention it because the concept sounded way out in left field when I first saw the blog posts about it a few weeks ago. After having experienced the new interior, however, I have to say it makes sense. All but the steering wheel airbag cover is Range Rover competitive and I wouldn’t mind seeing a 5-seat variant with a little extra “plush” in the back. Just call it something other than the “XC90 Excellence.” Please.

Infotainment
Volvo placed a 9.3-inch touchscreen in the middle of the dash, which acts more like a tablet computer than a traditional infotainment system. The display actually works a little more smoothly than Tesla’s ginormous 17-inch model, although it’s much less snazzy. The overall concept allows four different data “zones” to coexist on-screen at the same time, customizable by the user. To interact with them, you touch the option and it expands while shrinking the others. This allows you to see the nav system’s map and your next turn directions while also seeing your media information, fuel economy, vehicle status and other pertinent bits. Touch responses were lightning fast, just like the latest tablet computers. The system offers iDrive-like levels of adjustment and vehicle customization.

2016 Volvo XC90 T6 AWD

Over on the driver’s side is an all-new and all-gigantic 12.3-inch LCD instrument cluster. The gauge design is elegant and well-laid out using nearly 1/3 of the display for either your media functions or a navigation map, even when a destination is not set. I’d say the new Volvo display ranks on par with the new Mercedes S-Class and ahead of the Jaguars and Land Rovers with disco dashes in terms of design. Speaking of JLR products, I have one gripe: like the English disco dashes, Volvo has little ability to customize the LCD aside from colors and some minor gauge changes. Although GM has only four different layouts to chose from in Cadillac CUE, that’s three more than Volvo and the looks are all different.

Safety
For 2016, Volvo reprises most of its safety systems, updates several of them and adds some new ones for good measure. The usual suspects – like a plethora of airbags and anti-whiplash seats – are standard. Volvo’s City Safety autonomous braking system gets an under the covers overhaul. Previously, the system came in two different versions: the base version relied solely on a laser scanner and camera to detect traffic and the second version was bundled with the adaptive cruise control using a radar sensor to expand coverage to pedestrians and cyclists. This generation of City Safety doesn’t increase the speeds above 31 mph, but the radar sensor and expanded sensing is now standard, as is a software tweak to improve accident avoidance in intersections. The new radar sensor replaces the laser scanner and is located in the same housing behind the rear-view mirror. The new location is less susceptible to ice build-up or snow packing in cold weather and may reduce repair costs in minor accidents.

Safety seems to be a game of diminishing returns, so the new systems focus on higher hanging fruit. The run-off-road protection uses the City Safety camera to determine if you are leaving the road surface. If you do, new seatbelt tensioners will pull you into place and a deforming seat frame makes sure when you launch into the air and land, spinal forces are reduced by 1/3. There’s also a rear-end collision warning that lets you know a drunk is about to plow into your hind end. The system will tension the seat belts, flash the hazard lights to attract the attention of the other driver, and will use the brakes to keep the car under control during and after the collision.

Volvo 2.0L T6 Drive E Engine

Drivetrain
As advertised, Volvo has kicked their 5- and 6-cylinder engines to the curb with the new XC90. While there are a selection of engines available in the EU, the only one making it to the USA is the turbocharged and supercharged 2.0L direct-injection four-cylinder. In the SPA platform, there’s a little more room for the plumbing. So, power is up slightly from the XC60 Drive-E to 316 horsepower and 295 lb-ft of torque, nearly the equal of the BMW N55 in most tunes. The only transmission is an 8-speed Aisin automatic. All T6 models get a standard Haldex AWD system that will send up to 50 percent of available power to the rear whenever it wants. And, depending on the situation, the system will send up to 80 percent of power to the rear axle if a front wheel slips. If you need more power, Volvo doesn’t give you a bigger engine; they add a hybrid system in addition to the turbo and the supercharger. Say what? You heard that right, the XC90 T8 is a plug-in turbocharged and supercharged 400 horsepower hybrid.

Volvo’s hybrid system is thematically similar to Acura’s RLX hybrid. Things start with the same 316 hp engine and 8-speed auto as the T6, but they jam a 46 hp, 103 lb-ft electric starter/motor/generator between the engine and torque converter. The engineers ditched the Haldex AWD so they could stuff a water-cooled 9.3 kWh lithium ion battery in the tunnel between the front seats. The mechanical AWD is replaced by a 87 hp, 177 lb-ft electric motor connected to the rear axle sending power through a fixed 10:1 reduction gear. With a maximum discharge rate of 87 hp from the battery, the power and torque curves combine to give the driver 400 ponies and 475 lb-ft of torque. (Official US numbers are not final.) If you live in the snow belt, you should know while the T6 can send 158 hp to the rear on a whim, 87 is the most you’ll ever get in the T8. If that sounds like the Lexus and Acura eAWD systems, you’re right, so expect similar snow and ice performance.

2016 Volvo XC90 T6 AWD

Drive
I was honestly a little surprised Volvo designed an entirely new suspension system for the SPA platform in addition to everything else. Instead of MacPherson struts, Volvo fits double wishbones up front producing a positive impact on handling. Out back, the XC90 sports a funky single composite leaf-spring in the independent multi-link suspension. The rear suspension design (except the leaf spring part) is quite similar to what Jaguar is using in the new XE. Logical, since both were started while Volvo and Jaguar were owned by Ford. The new design makes it easier to integrate the optional four-corner air suspension fitted to all XC90s at the testing event. The new suspension design, the lightened front end and the widest tires Volvo has ever put on a production car (275 width) improve handling just as you’d expect.

This puts the XC90 closer to the X5 than the MDX or QX60 in terms of grip. Configured comparably, the X5 will out handle the XC90 thanks to a RWD dynamic and better weight balance. But, the XC90 is less expensive. So, configured to a similar price, the Volvo will likely win. Speaking of price, the XC90 and the MDX price out almost identically. Although the XC90 starts higher at $48,900, it comes with standard AWD and the Acura doesn’t. Similarly configured an MDX Advance and a XC90 Momentum (with appropriate options) end up just $100 apart, a decent discount vs the other Euro options.

The all-new XC90 features a completely new chassis, front and rear, including a double wishbone front suspension.

The all-new XC90 features a completely new chassis, front and rear, including a double wishbone front suspension.

The engineers are claiming a 6.1 second 0-60 time – the same time advertised by BMW for the X5 in both RWD and AWD forms. Unfortunately, I was unable to 0-60 test the Volvo. Going back in our logs, I discovered that the 2015 X5 xDrive35i is the only BMW in recent memory to take longer to get to 60 than BMW’s claimed. The X5 hit 60 after 6.5 seconds, meaning the Volvo may be a hair faster. Check back for full specs when we get our hands on one for a full review. Add the hybrid hardware and Volvo says 0-60 drops to 5.7 seconds – notably faster than the QX60 hybrid (7.1) but a far cry from the 4.4L turbo X5 (4.7).

Numbers aside, the small engine in the XC90 certainly has a different feel than the 3.0L engine in the BMW. Low end torque from idle lags then comes on strong. Passing torque is excellent at most speeds, and at high RPMs the engine feels a hair more out of breath than the larger displacement options.

2016 Volvo XC90 T6 AWD

The XC90 isn’t a game changer for Volvo in America. It can’t be. A brand is more than one car. However, if the XC90 is a window into Volvo’s future, then I have high hopes. If the Swedes can make over their entire lineup fast enough, they may also salvage their American sales numbers. This kind of interior quality in a 3-series sized vehicle would give even the all-new and all-tasty C-Class a run for its money. Just two things stand in their way: a distinct lack of marketing to let Audi shoppers know there is a better crossover for sale and the worrying thought it may be another 12 years until this XC90 gets redesigned. If you’re shopping for a luxury 3-row and don’t give the XC90 a look, you’re missing out on one tasty meatball.

Volvo provided the vehicle at a lunch event.

2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD 2016 Volvo XC90 T6 AWD

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Piston Slap: Are you Jagsperienced? http://www.thetruthaboutcars.com/2015/04/piston-slap-jagsperienced/ http://www.thetruthaboutcars.com/2015/04/piston-slap-jagsperienced/#comments Mon, 27 Apr 2015 13:00:18 +0000 http://www.thetruthaboutcars.com/?p=1054761 Allen writes: Sajeev, Hopefully you can offer some light at the end of the tunnel for an issue that a friend has with her 2004 Jag X-type. The car is in great shape for its age and all was well until the bad news came regarding the transfer case. The car recently started acting up […]

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Jaguar-X-Type-033

Allen writes:

Sajeev,

Hopefully you can offer some light at the end of the tunnel for an issue that a friend has with her 2004 Jag X-type. The car is in great shape for its age and all was well until the bad news came regarding the transfer case. The car recently started acting up and the local Jag dealer diagnosed a failed transfer case with a part price of 3,600 with 6+ hours of labor.

I’m not Jagsperienced so I have to take their quote at face value.

Do you know of any resources on a failure of this type? The failure occurred virtually overnight and with the value of the car, it seemingly is a death sentence for what is an otherwise healthy car.

Any wisdom you can offer would be greatly appreciated.

Sajeev answers:

Explain more about this “acting up” before the car needed to go to the dealer.

Allen writes:

Literally overnight: rough, jerky acceleration closely followed by garbage can full of pistons sound and lack of drive. I had changed the plugs the week before. During the test drive after the plugs, I only heard a couple of rough clashes that I wasn’t even sure were from that car because they didn’t repeat and I was in traffic at the time.

Sajeev answers:

Ah-ha!  This problem?

Click here to view the embedded video.

I reckon this happened because of a lack of fluid changes in the transfer case.  Ask her if she followed the service specifications outlined in the owner’s manual. Even if she did, supposedly Jaguar/Ford doesn’t make it very easy: perhaps no mechanic ever touched the transfer case?  Let’s hope not.

You can get a used X type transfer case, finding one might be easy depending on if her Jag has traction control. But considering the inherent weakness found in a lack of fluid servicing, will you get another pile of crap from the junkyard? Remember this: it’s not your car, not your problem.

Tell her to sell it, or roll the dice with an independent mechanic installing a junkyard replacement (and fluid change). The former is a better idea, especially if she’s better off (financially) in a cost-effective vehicle.*

*That’s not a sexist thing, there are plenty of cash-strapped dudes in ticking time bomb, maintenance deferred premium vehicles when they should be in a used Corolla. Your job as a Piston Slap reader is to give people a reality check if or when they need it. 

Send your queries to sajeev@thetruthaboutcars.com. Spare no details and ask for a speedy resolution if you’re in a hurry…but be realistic, and use your make/model specific forums instead of TTAC for more timely advice.

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2015 Nissan Pathfinder 4×4 Review (With Video) http://www.thetruthaboutcars.com/2015/04/2015-nissan-pathfinder-4x4-review-video/ http://www.thetruthaboutcars.com/2015/04/2015-nissan-pathfinder-4x4-review-video/#comments Mon, 27 Apr 2015 12:00:33 +0000 http://www.thetruthaboutcars.com/?p=1049737 Nissan’s path to the modern Pathfinder has been long and wandering. In 1985 the 2-door truck based Pathfinder was the answer to Chevy’s Blazer and Ford’s Bronco. In 1995 Nissan changed absolutely everything and made the Pathfinder a 5-door unibody SUV to compete head-on with Jeep’s successful Grand Cherokee. Nine years later, Nissan started over, […]

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2015 Nissan Pathfinder 4x4 Exterior

Nissan’s path to the modern Pathfinder has been long and wandering. In 1985 the 2-door truck based Pathfinder was the answer to Chevy’s Blazer and Ford’s Bronco. In 1995 Nissan changed absolutely everything and made the Pathfinder a 5-door unibody SUV to compete head-on with Jeep’s successful Grand Cherokee. Nine years later, Nissan started over, yet again, with a body-on-frame design to do battle with the myriad of General Motors midsize SUVs choking up suburban expressways. Then, in 2013, Nissan went back to the drawing board for a fourth time with a new mission: build a spacious and well-priced soft-roader to battle the new Explorer and the GM Lambda platform triplets (Acadia, Traverse, Enclave).

Exterior

Before we dive deep into the Pathfinder, we have to identify this breed’s natural habitat, and that means forgetting every Pathfinder that came before. While you’ll still find WD21 Pathfinders climbing rocks, this Pathfinder is more at home on the school run. I mentioned GM’s Lambda CUVs earlier because this Pathfinder is big. Really big. That means the Pathfinder isn’t the most direct competitor to entries like the Kia Sorento that’s more than a foot smaller or even the Toyota Highlander that is 6 inches shorter. The mission of the Sorento and Highlander is to carry 4-5 adults in comfort while providing a third row for children, mothers-in-law or emergencies. The Pathfinder however was intended to carry 7 adults in relative comfort.

Because the new Pathfinder’s mission is people hauling, not rock climbing, you won’t find aggressive approach and departure angles on the nose and rump. Instead, we get slab sides, a variant of Nissan’s truck grille up front and a rather vertical hatch in the back. The overall look is simple and clean but lacks the excitement (yes, I used that word in a CUV review) you’d find in entries like the new Sorento.

2015 Nissan Pathfinder 4x4 Third Row Seat-001

Interior

The Pathfinder sports the most combined legroom in this segment (1st row + 2nd row + 3rd row) and combined legroom is important. Other entries claim to have more third row legroom (like the Traverse), but if the other two rows are cramped, you end up sliding those seats back cutting down on the room left in the mother-in-law-row. Looking deeper, the Traverse claims 3.4 inches more 3rd row room but you’ll find that the Chevy’s 1st row is 1 inch smaller and the middle row is 5 inches smaller. This means with the driver’s seat adjusted ideally for me at 6-feet tall (not giving a toss about the folks in the back) I can adjust the second row seat to have 2-3 inches of leg room and have a similar 2-3 inches of legroom in the third row of the Pathfinder as well. I’m a little surprised Nissan chose not to make an 8-passenger version of the Pathfinder because the 3rd row is as accommodating as the Highlander’s 3-seat rear bench. Speaking of the Highlander, you’ll notice upper trims come only with captains chairs in the middle row, meaning passenger number five has to sit in the cramped third row.

The second reason to buy a Pathfinder is for the trick second row seat. If you’re a parent with two or three child seats in the middle row, you’ll appreciate that Nissan designed the 40% section of the bench to contort in a way that allows adults to get in to the third row. While it is possible to get into the back in other 3-row vehicles with a child seat in the middle, it isn’t easy.

2015 Nissan Pathfinder 4x4 Second Row Folding Child Seat

Legroom isn’t everything, of course, so Nissan kept the roofline high at the rear of the Pathfinder giving a generous 37.8 inches of 3rd row headroom. If you want this kind of room without a Nissan logo on the hood, you’ll be looking at full-size SUVs. I am talking Suburban-sized since the Tahoe actually offers 6 inches less total legroom than the Pathfinder. If you need something bigger than that, you’re in Blue Bird bus territory.

The Pathfinder’s generous legroom comes at a price: the small cargo area. Admittedly, the 16 cubic feet of space behind the last row is 1 more than you get in the Tahoe, but it’s 8 less than the Traverse and 23 less than the Suburban. So, while the Pathfinder is as accommodating as a Suburban for 7 adults, you can’t fit 7 suitcases in the back.

Also on the down side is a cabin that’s starting to show its age. The seats are class leading in terms of comfort, but the cabin is full of hard plastics. I’m not one to bash hard plastics off-hand, but casting the primary dashboard touch points out of hard plastic is unusual in this segment and it makes entries like the Durango, Sorento and Enclave look and feel more premium.

2015 Nissan Pathfinder 4x4 Interior Infotainment.CR2

Infotainment

Although the Pathfinder isn’t that old, the base “S” trim gets you a 6-speaker audio system and in-dash 6-CD changer … and that’s it. No Bluetooth, no AUX input and no USB/iPod interface. If you want those, you have to step up to the $32,990 SV trim which includes a 7-inch infotainment LCD. Although I dislike the stripper trim concept, you should know the SV is still about $2,000 less than a comparable Highlander. (Keep in mind Toyota’s base model lacks a V6.) SL Tech trims get an 8-inch infotainment display and the same 13-speaker Bose sound system as the Infiniti QX60. At $38,090, it’s also the cheapest way to get navigation. Any way you slice it, however, Nissan’s infotainment options are a step behind the new entries like the Sorento, Highlander, Durango and 2016 Pilot.

On the up-side, Nissan’s touchscreen infotainment system was one of my favorites last decade, so in terms of functionality it fares quite well. GM’s Lambda SUVs all get small infotainment screens set low in the dashboard due to the age of the platforms and, interestingly, a Traverse with navigation is just $250 less. On the down-side, the Pathfinder is at least five years behind the rest, especially compared to Toyota and Chrysler’s latest systems. GM’s refreshed infotainment options in the Lambda CUVs operate on a smaller 6.5-inch screen but look more modern.

2015 Nissan Pathfinder 4x4 AWD control

Drivetrain

Under the hood lies Nissan’s ubiquitous 3.5-liter V6 tuned to 260 horsepower and 240 lb-ft of torque, 5 hp and 8 lb-ft less than the same engine in the QX60. In addition to being down a few ponies compared to its luxury cousin, it’s also the least powerful in its class. As you would expect from Nissan, power is sent to the front wheels via a CVT, but this one has been revised to handle a 5,000 lb tow rating. The new transmission uses a steel chain instead of a steel belt for durability, but importantly the ratios stay more-or-less unchanged. Nissan’s reps confirmed the transmission is the primary reason for the QX60 and Pathfinder’s different tow ratings.

If towing with a FWD crossover doesn’t sound like fun, $1,690 buys you AWD. The system normally defaults to FWD mode for improved fuel economy but as a (small) nod to the Pathfinder’s history, the system has a lock mode mechanically connecting the front and rear differentials so power flows 50:50 (front:rear). Unlike more traditional transfer case setups, the clutch-pack allows a small amount of slip so the system can be used on dry pavement without binding. Leaving the AWD system in “Auto” keeps power to the front unless fairly significant slippage occurs (in order to improve fuel economy).

2015 Nissan Pathfinder 4x4 Gauges

Drive

The Pathfinder is loosely based on Nissan’s D-Platform which underpins the Altima, Murano and the last generation Maxima. One thing all those vehicles have in common is being light for their category and that’s true of the Pathfinder as well. At 4,317 lbs in FWD trim and topping out at 4,506 in AWD trim, that’s about the same weight as Toyota’s Highlander V6 and 300-500 lbs lighter than a comparable GM crossover. The weight reduction and other efficiency differences pay dividends with real world fuel economy in the AWD model coming in around 21.5 MPG in mixed driving. That’s around 11 percent better than the Traverse, 15 percent better than the Enclave and 18 percent better than the Tahoe on my same fuel economy route. While a few MPG doesn’t sound like much, at this end of the scale it equates to $450 lower annual fuel bills vs the Buick.

The comparatively light curb weight and CVT compensate for the lower torque numbers and allowed our tester to scoot to 60 in 7.1 seconds. While not the fastest in the pack, this is better than the majority of three row crossovers on the market. This is despite the CVT’s final drive ratio being tuned toward fuel economy. The CVT’s main benefit is it allows the engine to hang out at the peak of its power band for maximum acceleration. For 2015, Nissan programmed the CVT to imitate a traditional stepped automatic when in “D.” Not surprisingly this results in lower performance because it negates the major benefit of a CVT in the first place and actually causes a 2/10th longer run to 60 (7.3 seconds) than when the transmission is in “L” and ditches the imitation shifts.

2015 Nissan Pathfinder 4x4 Exterior Hitch Receiver

Everything has a trade off and so it is with the Pathfinder. The CVT’s low ratio isn’t terribly low at 13.5:1 (low gear and final drive), this doesn’t compare all that well with the lower 15.2:1 that you find in the Ford Explorer and higher overall than basically all the competition. This tall starting ratio conspires with the soft springs and compliant sway bars to make the Pathfinder feel about 1,000 lbs heavier on the road. In the stop-light races, most of the competition will beat the Pathfinder to 30 mph because of that ratio choice. Past 30, the Pathfinder picks up steam and may win the race overall, but in the real world that 0-30 time is more important.

More than most new cars, we have to separate lateral grip from handling “feel” when discussing this Nissan. Why? Because the Pathfinder actually road-holds as well as a Mazda CX-9 according to most publications (TTAC doesn’t have access to a skidpad) but the feeling is night and day different. Steering turn-in is lazy. Soft springs that give one of the best rides in the segment make body roll excessive. There’s plenty of pitch and dive when accelerating and braking. This is the prefect example of numbers not giving you the complete picture. The Pathfinder is faster than almost all of the competition, it stops from 60 mph in a short 125 feet and pulls lateral Gs like a Mazda crossover. Get behind the wheel however and the Pathfinder feels enormous.

2015 Nissan Pathfinder 4x4 Exterior-007

Towing with a CVT is an unusual experience to say the least. I attached a 5,000 trailer and gave it a whirl. As expected, the tall starting ratio in the transmission makes for sluggish starts, but when I started climbing hills things went just fine. Like Chrysler’s 8-speed automatic, the ability to find an “ideal” ratio for the moment is what saves the Pathfinder here. Sure, you hear plenty of the 3.5-liter V6 in the cabin when the engine is revving its nuts off, but it feels peppier on a 15 percent grade than a GMC Acadia with the same trailer.

With the Pathfinder, Nissan has created one of the best crossovers on paper. It has legroom to spare, the highest fuel economy among its direct competition, and delivers great acceleration, braking and handling numbers, but it looses something by the time you add it all up and drive one yourself. Perhaps the toll to be paid for checking every box the crossover shopper wants is engagement. The Pathfinder is a crossover I have recommended and will continue to recommend if you want an honest to goodness usable third row and great fuel economy. It also remains one of the better buys in this segment thanks to its low starting price and aggressive equipment bundles. Unfortunately, if driving pleasure, interior refinement, or modern infotainment are higher on your shopping list, there are better options.

Nissan provided the vehicle, insurance and one tank of gas for this review

Specifications as testesd

0-30: 2.7 Seconds

0-60: 7.1 Seconds

1/4 Mile: 15.24 Seconds @ 93 MPH

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Junkyard Find: 1997 Oldsmobile Bravada http://www.thetruthaboutcars.com/2015/04/junkyard-find-1997-oldsmobile-bravada/ http://www.thetruthaboutcars.com/2015/04/junkyard-find-1997-oldsmobile-bravada/#comments Wed, 22 Apr 2015 13:00:03 +0000 http://www.thetruthaboutcars.com/?p=1050513 The Olds Bravada started out as an Oldsmobized Chevy Blazer and ended (along with Oldsmobile itself) as an Oldsmobated Chevy Trailblazer. They show up in Colorado junkyards in startlingly large numbers. Who bought Bravadas? For that matter, who bought Isuzu Ascenders? Anyway, because the idea of an Oldsmobile-badged midsize SUV made about as much sense […]

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13 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee MartinThe Olds Bravada started out as an Oldsmobized Chevy Blazer and ended (along with Oldsmobile itself) as an Oldsmobated Chevy Trailblazer. They show up in Colorado junkyards in startlingly large numbers. Who bought Bravadas? For that matter, who bought Isuzu Ascenders? Anyway, because the idea of an Oldsmobile-badged midsize SUV made about as much sense as an Oldsmobile-badged cruel-parody-of-a-luxury-car J-body and is thus sort of interesting, I’ve finally decided to do a Bravada Junkyard Find. We’ll return to the usual Pontiac-badged Daewoos soon enough.
06 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin

Unlike its Blazer/Jimmy siblings, all Bravadas came with all-wheel-drive. SmartTrak is not to be confused with Versatrak.

09 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin

The interior in this truck is fairly nice, but the different-color hood and left front fender didn’t do much for its real-world value. Next stop, junkyard!

Cash back and a 6-disc CD changer (just in time for the digital-media revolution of the early 21st century).

01 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 02 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 03 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 04 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 05 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 06 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 07 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 08 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 09 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 10 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 11 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 12 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 13 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 14 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 15 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 16 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 17 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 18 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin 19 - 1997 Oldsmobile Bravada Down On the Junkyard - Picture courtesy of Murilee Martin

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2015 BMW X4 xDrive28i Review (With Video) http://www.thetruthaboutcars.com/2015/04/review-2015-bmw-x4-xdrive28i-video/ http://www.thetruthaboutcars.com/2015/04/review-2015-bmw-x4-xdrive28i-video/#comments Mon, 20 Apr 2015 12:00:49 +0000 http://www.thetruthaboutcars.com/?p=1044242 Lately, BMW has been accused of answering questions nobody was asking. Looking at things a different way, however, BMW has taken personalization of your daily driver to a level we haven’t seen before by making an incredible number of variations based on the same basic vehicle. Once upon a time, BMW made one roadster and […]

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Lately, BMW has been accused of answering questions nobody was asking. Looking at things a different way, however, BMW has taken personalization of your daily driver to a level we haven’t seen before by making an incredible number of variations based on the same basic vehicle. Once upon a time, BMW made one roadster and three sedans. If you asked nicely, they would cut the top off the 3-Series, add a hatchback, or stretch it into a wagon. If you look at the family tree today you’d see that the 2-series coupé and convertible, X1, X3, X4, 3-Series sedan, long wheelbase sedan, and wagon, 3-Series GT and 4-Series coupé, convertible and gran coupé are all cousins. (Note: I didn’t say sisters, but they are all ultimately related.) That’s a product explosion of 400 percent since 1993 and we’re talking solely about the compact end of their lineup. You could look at this two ways. This is insanity, or this is some diabolical plan. Since sales have increased more than 300% since 1993, I’m going with diabolical plan.

Exterior

The “same sausage in multiple lengths” concept has been a staple design philosophy of the luxury industry for decades, but BMW’s “something for everyone” mantra takes that to the next level. You see, the X4 and the 3-Series Gran Tourismo are two entirely different sausages that (although related) manage to look the same yet share very little. Stranger still, the same shape elicits two different responses from people. Some see the GT and think “that liftback looks practical and roomier than a trunk” and then they look at the X4 and say “that’s less practical than an X3, why would I want it?”

To create the X4, the X3’s rear was raked and the bumpers were tweaked but it still retains the same hood, headlamps and ride height. You’d think that would make it a crossover, but BMW prefers “Sports Activity Coupe.” Whatever. The GT is a 3-Series that has been stretched and a liftback grafted on. The GT is lower to the ground and actually longer than the X4, but the differences don’t stop there. The GT is built in Germany, the X4 is made in South Carolina. Like many Americans, the X4 is 2-inches wider, has a more aggressive look up front and weighs 200 lbs more. (Before you ask, I was born in Ohio and that describes me as well.)

The trouble with making so many models is that it makes comparisons difficult. (Or is that part of BMW’s diabolical plan?) Aside from the GT, the X4 lacks any natural competition, especially in our xDrive28i trim. The V60 Cross Country, Macan, allroad and Evoque all come to mind, but only the Macan uses a similar silhouette. The Volvo and Audi are lifted station wagons, the Evoque is much smaller and front wheel drive.

IMG_9786

Interior

The X4 shares the majority of its interior with the X3. Likely because the X3 and X4 are a little more recent than the current 3-Series, I found the interior to be more harmonious in terms of plastics quality. Instead of the iDrive screen perched atop the dash like in the 3-Series, it’s nestled into it. Perhaps because the X4 is made in America, the cup holders are larger, more functional and lack the funky lid 3-Series owners always lose track of.

Because the X3’s roofline was drastically altered to create the X4, BMW opted to drop the seat bottoms in order to preserve headroom. The difference isn’t too noticeable up front, but in the rear the X4’s seat bottom cushions ride much closer to the floor than in any of the competition. Despite lowering the seating height, headroom is still very limited in the back and best reserved for kids or shorter adults. This is a stark contrast to the 3-GT which has an inch more headroom in the rear, seat cushions that are higher off the floor, seat backs that recline and a whopping 7 inches more combined legroom.

At 17.7 cubic feet, the X4’s cargo area is about 33% smaller than the X3 [The Porsche Macan loses almost 40 percent of its cargo volume in comparison to its platform mate, the Audi Q5. -Ed.]. On the flip side, this is a hair larger than a 328i sedan and the cargo hatch is a more convenient shape. Once again, however, the 3-GT comes out more practical with a larger cargo hold and the same practical liftback for accessing it. Interestingly enough, the V60 CC and the Porsche Macan have cargo areas nearly identical in size.

IMG_9794

Infotainment

iDrive has long been one of my favorite infotainment systems and that continues with the latest version. Our tester included the full bevy of infotainment options including smartphone app integration ($500), navigation ($2,150) and the iPhone snap-in adapter ($250). If that sounds expensive, you’re right. However, it is less expensive than the options list on the Macan. Like Audi and Mercedes, BMW has inserted a cell modem into top end iDrive systems allowing online service access.

iDrive’s interface has received continual tweaks over the years to improve usability and I find the interface easy to navigate and intuitive. A little less intuitive is the finger-writing input method which allows you to “write” on the top of the controller knob to enter addresses. While that sounds like a good idea, I discovered it took 25% longer to enter a destination vs rotating the dial. All the latest in connected infotainment can be had in the X4 (for a price) including integrated Pandora, Stitcher, Audible, pass-thru voice commands for iOS and Android, and Wikipedia integration which will read Wiki articles to you via a built-in text-to-speech engine.

IMG_9807

Drivetrain

X4 xDrive28i models get a 2.0L turbocharged four-cylinder (N20) good for 240 horsepower and 260 lb-ft of torque at just 1,450 RPM while xDrive35i models get the 300 horsepower, 300 lb-ft 3.0L turbo (N55). Both engines are mated to an 8-speed ZF automatic and standard AWD. Sound familiar? That’s the same lineup in the 3-GT. Oddly enough you can get the X3 in RWD, but the X4 with its (in theory) sportier image is AWD only.

If you’re shopping for the X4 outside of the USA, you get more choice with an available 181 horse 2.0L gasoline turbo, a selection of diesel engines ranging from 187-309 ponies and a manual transmission on some engines.

IMG_9779

Drive

I’m no track junkie like Jack Baruth, but I do appreciate a well-balanced vehicle. That said, I am frequently distracted by straight line performance and “moar powah.” X4 shoppers will need to choose between these two. The 2.0L may be down on power vs the 3.0L , but it is also 33% shorter and 165 lbs lighter. In addition, the 2.0L sits behind the front axle instead of above it. The effect of the weight reduction and nose-lightening is obvious when you start pushing the X4 on your favorite mountain road. The lighter 2.0L model doesn’t feel as eager, but it does feel more composed and more willing to change direction. The 3.0L has more low-end grunt and a more refined sound, but because of the added weight, AWD and chassis tuning, it tends toward understeer more readily.

The key to understanding the X4 on the road is simple: it weighs only 20 lbs less than the X3 and despite the sheetmetal changes, the center of gravity isn’t all that much lower. As a result it drives almost exactly like an X3. Since the X3 is one of the most dynamic options in its class, that’s no dig. 0-60 happened in a quick 6.14 seconds in our tester(the 3.0L is a full second faster) and the lateral grip is impressive for a crossover. On the downside, the 3-Series sedan and GT will do everything a hair faster with better grip and better feel. BMW will swap out the 245 width tires our tester had for a staggered 245 / 275 tire package. I suspect that may give the X4 more of a performance edge on the less sporting trims of X3 or 3-GT, but fuel economy and your pocketbook will suffer. Thanks to the wide tires, the X4 took just 119 feet to stop from 60 MPH.

IMG_9839

The standard AWD system dulls what little feel you might otherwise get from the electric power steering system, but in return it allows drama-free launches on most road surfaces and plenty of fun on soft roads. Speaking of soft roads, the X4 reminded me a great deal of Volvo’s V60 Cross Country: both vehicles prioritize style over practicality and both are soft-road vehicles designed for folks that live down a short gravel road and commute on winding mountain highways. The suspension in all forms of the X4 is stiffer than I expected and the M-Sport is stiffer than I could live with long-term on the crappy roads in Northern California. If you’re contemplating the M-Sport, be sure to option up the adaptive suspension system. The $1,000 option doesn’t dull the X4’s responses, but when in the softer modes it may just save your kidneys.

Competition for the X4 is hard to define as I have said. On the surface of things, the styling premium over the X3 will set you back $6,200, but the X4 has around $4,200 more in standard equipment, like AWD and HID lamps, which drops the real difference to about $2,000. That may not sound like too much of a premium for the added style you get in the X4, but the 328i Gran Turismo, despite standard AWD and the panoramic sunroof, is about $2,500 less than the X4.

IMG_9826

Now we must cover the Porsche Macan. In the same way that the X4 is a less practical X3, the Macan is a less practical Audi Q5. If you look at the Macan closely, you’ll see almost the same profile as the X4. Dimensionally they are quite similar inside and out. However, the Macan’s conversion from the plebeian Q5 was much more involved. Porsche also starts their lineup with a 340 horsepower twin-turbo V6, 7-speed DCT, and made major changes to the structure of the Q5 platform. On top of that, they fit wider tires all around. Obviously our 2.0L X4 doesn’t compete with the Porsche, but the X4 with the turbo six is an interesting alternative. The X4 xDrive35i manages to be a hair faster to 60 in my limited tests (1/10th) thanks likely to the ZF 8-speed automatic. The BMW’s transmission is smoother, I think the exterior is more elegant and depending on how you configure your Porsche, the cost difference can exceed $10,000 in the X4’s favor. The Macan handles better and had a nicer and more customizable interior, but the options are so expensive that it’s easy to get a Macan S over $75,000 without really trying.

Although I like the X4’s interior more than the 3-GT, the  GT makes more sense to me. You get more room inside, it’s more nimble out on the road and the fuel economy in the real world is a hair better. The X3 is more practical and gives up little when it comes to performance and handling and the 3-Series sport wagon is probably the best blend of cargo practicality and performance handling. This brings me back to BMW’s diabolical plan: comparisons. No matter how I tried to define or categorize the X4, the competitive set was littered with BMWs. Aside from the xDrive35i being the value alternative to the Macan S, all that can be said of the X4 in the end is that it is a less practical X3 and a taller GT with a nicer dash.

Sound off in the comment section below: what would you cross shop with the X4?

 

BMW provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 2.4 Seconds

0-60: 6.14 Seconds

1/4 Mile: 14.83 Seconds @ 92.8 MPG

Average Economy: 23.8 MPG

IMG_9778 IMG_9779 IMG_9780 IMG_9782 IMG_9785 IMG_9786 IMG_9788 IMG_9794 IMG_9795 IMG_9796.CR2 IMG_9797 IMG_9801 IMG_9802 IMG_9803 IMG_9804.CR2 IMG_9805 IMG_9806 IMG_9807 IMG_9809 IMG_9813 IMG_9815 IMG_9816 IMG_9818 IMG_9819 IMG_9820 IMG_9823 IMG_9826 IMG_9830 IMG_9831 IMG_9835 IMG_9838 IMG_9839 IMG_9840 IMG_9843 IMG_9845 IMG_9847

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Review: 2015 Nisssan Murano Platinum (With Video) http://www.thetruthaboutcars.com/2015/03/review-2015-nisssan-murano-platinum-video/ http://www.thetruthaboutcars.com/2015/03/review-2015-nisssan-murano-platinum-video/#comments Fri, 13 Mar 2015 12:45:25 +0000 http://www.thetruthaboutcars.com/?p=1015554 If you look at the numbers, sales of the Murano are on fire with a 72% sales jump in January of 2015 vs 2014 thanks to the new model. Looking more closely however, you’ll see that there was practically nowhere to go but up as the Murano barely outsold the now-dead Venza. Putting that in […]

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2015 Nissan Murano Exterior Front-001.CR2

If you look at the numbers, sales of the Murano are on fire with a 72% sales jump in January of 2015 vs 2014 thanks to the new model. Looking more closely however, you’ll see that there was practically nowhere to go but up as the Murano barely outsold the now-dead Venza. Putting that in perspective, Nissan’s compact Rogue is the 6th best-selling SUV in America and the Murano is 26 rungs lower on the sales ladder. Nissan sells more Rogues in 6 days than Muranos in an entire month. Rather than killing the model as Toyota did with the Venza, Nissan decided to re-invent the formerly bland soft-roader into a flagship crossover. This actually makes sense, because it helps keep the mid-sized 5-seat CUV from being the awkward “middle child” between the 7-seat Rogue and the 7-seat Pathfinder. Does the all-new and all-curvy Murano have what it takes to compete with the Edge, Grand Cherokee or even the RX 350?

Exterior

The exterior of the 2015 model is a sharp departure from the last generation and is as head-turning as the last model was bland. I wasn’t sure what to think about the Murano when it was announced, the first pictures looked like someone had confused a product launch with a concept car. While much of that had to do with the dramatic angles and color of the launch vehicle, the Murano certainly looks more exciting than Ford’s Edge or it’s Korean look-alike (the Hyundai Santa Fe Sport). Thankfully the engineers responsible for the 2015 model didn’t let the questionably styled Juke influence them.

The first clue that the Murano is a production car is the long front overhang since it remains a FWD crossover with optional AWD. Contrary to what some folks I met during the week thought, there is zero relation to the RWD Infiniti QX70 (the artist formerly known as FX37 / FX50). Helping disguise the overhang is a tall hood, pointy snout, heapings of chrome, and angles that draw the eye rearwards. The dramatic lines gyrate up and down and culminate with bulging tail lamps at the rear. As polarizing as the Murano seems in pictures, in person reactions were entirely positive and garnered more looks than most cars I’ve driven in the last 12 months.

2015 Nissan Murano Interior Center Console.CR2-001

Interior

With a starting price of $29,560, Nissan was able to equip the interior with more soft touch plastics than most of the competition save the luxury and near-luxury cross shops. This helps even the top-level Platinum we tested feel more harmonious than, for instance, top-end trims of the Grand Cherokee where a leather dashboard and real-wood are nestled next to hard plastic center consoles and questionable faux-metal finishes. As with the exterior, Nissan took some bold steps inside as well with a “floating” pleather hood over the gauge cluster and dramatic shapes galore.

Out tester was outfitted with “mocha” leather and trim panels that were a cross between silver-colored faux wood and brushed metal. (Faux-brushed-wood?) Meanwhile the light “cashmere” interiors get trim panels with brown “spots” tossed in giving it a white-washed birch appearance. You’d better like the trim, because there’s a ton of it. The faux-brushed-wood starts with large panels on the doors, a band running across the dashboard, and a large expanse covering the center console and a strip bisecting the center armrest. The overall style is decidedly funky, but to my eye is barely escaped crossing over into “bizarre.” Unlike some reviews I have read, the cashmere interior is my favorite because the lighter color and dashboard shapes make the interior feel cavernous.

2015 Nissan Murano Interior Seats.CR2

As with many of Nissan’s latest products, front seat comfort is exceptional, scoring easily above the Lexus, Cadillac and Lincoln competition for my 6-foot frame. Seats in the 2016 Edge and Santa Fe miss the mark slightly, and the Grand Cherokee’s seats are probably the stiffest of any crossover giving you the impression you’re sitting “on the seat not in the seat.” Sadly the passenger seat lacks the same range of motion as the driver’s seat and you should know that lumbar support is of the 2-way variety.

The Murano’s new 7-inch LCD  instrument panel is standard on all trims including the base “S”.  Unlike Jeep, Nissan keeps analog dials for the tachometer and speedometer leaving the LCD for navigation, infotainment, trip computer functions, and other read-outs. Also standard is dual-zone climate control and 39.6 cubic feet of cargo room. I was surprised to find that despite being smaller and “swoopier” than the Pathfinder, the Murano has nearly as much room behind the second row as the larger CUV (third row folded.) The generous cargo hold and comfy front seats are the prime reason to get the Murano over compact crossover options.

2015 Nissan Murano Nissan Connect Radio

Infotainment

While the 7-inch LCD disco-dash is standard, Nissan reserves the 8-inch touchscreen NissanConnect infotainment system for SV trims ($32,620 starting) or as an $860 option on the S trim. Making a different system just for base S trims strikes me as an odd choice, especially since the functionality is largely the same except that it lacks some touch gesture suopport and navigation. The software is a revised version of what is found in the Altima and Rogue with visual and functional refinements, built-in apps and certain smartphone-app integrated features.

In addition to the screen-size bump, the 8-inch system supports multi-touch gestures and built-in navigation software. Regardless of the version you get, Nissan has expanded the voice command library to be competitive with MyFord Touch and Chrysler uConnect. The software proved to be responsive and easy to use, although some features were less intuitive than competitive systems. Our model had the up-level 11-speaker Bose system which is among the best in this class. Unlike many systems, rear USB port link to the head unit and may be used as a media source. (Most rear USB ports are charge-only.)

2015 Nissan Murano Engine.CR2-001

Drivetrain

Sideways under the hood you’ll find the same 3.5L V6 (VQ35DE) as a variety of Nissan vehicles mated to one of Nissan’s continuously variable transaxles (CVT). Because of the CVT, power is tuned down from the high-output variants to 260 horsepower and 240 lb-ft of torque. Despite sharing engines with the Pathfinder, the transmission is apparently different and more similar to the last generation Murano. The result is a tow rating of just 1,500 lbs vs 5,000lbs in the 3-row Nissan. While towing in mid-size SUVs and CUVs has fallen out of vogue, that’s 500lbs less than the 190 horsepower four-cylinder Santa Fe Sport and on par with a RAV4. Nissan tells us that few tow with vehicles in this category, and they are probably right. Mid-size utility owners like me that do tow should limit their search to the Grand Cherokee, the only option in this segment capable of towing over 7,000lbs.

Thanks to the CVT and a slippery coefficient of drag, fuel economy has improved dramatically for 2015 coming in at 21/28/24 (City/Highway/Combined). Despite AWD adding some mechanical loss and 130lbs to the picture, the EPA numbers remain the same as the FWD variant. You will find more power in the competition, but you’ll be hard pressed to find better fuel economy even in the 2.4L non-turbo Santa Fe Sport. Our FWD tester barely beat the EPA average at 24.2 MPG.

2015 Nissan Murano Interior Instrument Cluster Gauges.CR2

Drive

Driving dynamics weren’t the forte of the last generation Murano and this acorn hasn’t fallen too far from the tree. Nissan chose to tune the chassis toward the softer and more comfortable side of this category giving it a plush ride despite the 20-inch wheels our model sported. As you’d expect, the CVT is an efficient but not especially engaging companion. Thanks to the softer suspension,  235-width tires and plenty of body roll, certain models of the Grand Cherokee actually score higher when it comes to handling, and I’m not talking about the SRT model. The Murano doesn’t handle poorly, in fact I expected less grip than I received on my favorite mountain roads, just don’t expect the curvy Nissan to dance with the new Edge Sport. The steering is numb but accurate, the brake pedal is moderately firm and the action linear.

Thanks to the CVT and a 3,800lb curb weight, our front wheel drive model ran from 0-60 in 7 seconds flat which is a little faster than the V6 Grand Cherokee and on par with the Santa Fe Sport 2.0T and the V6 and turbo versions of the Ford Edge. Obviously the Edge Sport and its 2.7L twin-turbo V6 and the two different V8 Jeeps are in a separate category in this regard.

2015 Nissan Murano Exterior Side.CR2

Spanning from just under $30,000 to $43,745, the Murano is one of the less expensive options in this tiny segment. Only the Sotrento (available as either a 2-row or 3-row crossover in most trims for 2016) and Santa Fe Sport manage to undercut the Murano when adjusting for feature content. Despite the high value, the Murano’s flagship status ends up working thanks to the quality and consistency of the interior, something that can’t really be said of the Edge or Grand Cherokee despite those vehicles offering high-end options and features not found on this Nissan.

When viewed as the budget alternative to the Cadillac SRX, Lincoln MKX or Lexus RX 350 the Murano also fares well despite not offering the same level of high-end features. While the luxury set offers improved leather, real wood, hybrid options and luxury service, the Murano fights back with a polished ride, higher fuel economy, superb front seats and a sticker that is at least $6,000 less. While I’d personally buy the new MKX, I can’t say the $6,500 extra for a comparably equipped model is entirely “worth it.”

If you’re looking for the crossover with the most capable 4WD/AWD system, that’s easily the Grand Cherokee. If you want the best handling option, that’d be the Grand Cherokee SRT and Edge Sport. The Santa Fe Sport is the discount player delivering high value with me-too styling. The Murano, unsurprisingly, strikes a comfy balance in the middle of the segment with exceptional fuel economy. If you’re looking for the best highway cruiser for a wine-tour weekend in Napa for four, the Murano is exactly the tall Maxima you’re looking for.

Nissan provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested

0-30: 3.37 Seconds

0-60: 7.07 Seconds

1/4 Mile: 15.44 Seconds @ 95 MPH

Average Economy: 24.2 MPG over 649 miles

 

2015 Nissan Murano Engine.CR2 2015 Nissan Murano Engine.CR2-001 . 2015 Nissan Murano Exterior Front 2015 Nissan Murano Exterior Front-001.CR2 2015 Nissan Murano Exterior Front-002.CR2 2015 Nissan Murano Exterior Front-003.CR2 2015 Nissan Murano Exterior Rear.CR2 2015 Nissan Murano Exterior Rear 2015 Nissan Murano Exterior Rear-001.CR2 2015 Nissan Murano Exterior Rear-001 2015 Nissan Murano Exterior Rear-002.CR2 2015 Nissan Murano Exterior Rear-003.CR2 2015 Nissan Murano Exterior Rear-004.CR2 2015 Nissan Murano Exterior Side.CR2 2015 Nissan Murano Interior 2015 Nissan Murano Interior Cargo Area.CR2 2015 Nissan Murano Interior Cargo Area 2015 Nissan Murano Interior Cargo Area-001 2015 Nissan Murano Interior Center Console.CR2 2015 Nissan Murano Interior Center Console.CR2-001 2015 Nissan Murano Interior Dashboard.CR2 2015 Nissan Murano Interior Dashboard.CR2-001 2015 Nissan Murano Interior Dashboard.CR2-002 2015 Nissan Murano Interior Dashboard.CR2-003 2015 Nissan Murano Interior Dashboard.CR2-004 2015 Nissan Murano Interior Dashboard 2015 Nissan Murano Interior Dashboard-001 2015 Nissan Murano Interior Drivers Side 2015 Nissan Murano Interior Instrument Cluster Gauges.CR2 2015 Nissan Murano Interior Instrument Cluster Gauges 2015 Nissan Murano Interior Rear Seats Folded 2015 Nissan Murano Interior Rear Seats.CR2 2015 Nissan Murano Interior Rear Seats 2015 Nissan Murano Interior Seat Controls.CR2 2015 Nissan Murano Interior Seats.CR2 2015 Nissan Murano Nissan Connect Radio 2015 Nissan Murano Nissan Connect Radio-001 2015 Nissan Murano Wheels.CR2

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Review: 2015 Honda CR-V Touring (With Video) http://www.thetruthaboutcars.com/2015/03/review-2015-honda-cr-v-touring-video/ http://www.thetruthaboutcars.com/2015/03/review-2015-honda-cr-v-touring-video/#comments Fri, 06 Mar 2015 21:24:56 +0000 http://www.thetruthaboutcars.com/?p=1004938 Refreshed, redesigned or updated, whatever you want to call the changes to the CR-V for the 2015 model year, it’s hard to argue with this model’s success. The CR-V isn’t just the best-selling compact crossover in America, it’s the best-selling crossover period and the 7th best-selling vehicle overall. With sales success on the line Honda […]

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2015 Honda CR-V Exterior Front

Refreshed, redesigned or updated, whatever you want to call the changes to the CR-V for the 2015 model year, it’s hard to argue with this model’s success. The CR-V isn’t just the best-selling compact crossover in America, it’s the best-selling crossover period and the 7th best-selling vehicle overall. With sales success on the line Honda did what any Japanese company would do: make minor changes that give you more of what shoppers want without upsetting the apple cart. Does that make the CR-V just right? Or is it a compact bore-box?

Honda gave the CR-V its last redesign as a 2012 model year vehicle. The “old Honda” would have allowed the CR-V age unchanged for 5-6 years, but the new Honda seems to prefer making incremental changes to keep things fresh. While the 2012 CR-V wasn’t the same kind of mis-step the press thought the 2012 Civic was, competition is fierce and the 2012-2014 CR-V’s performance and fuel economy weren’t exactly compelling.

Exterior

Because this is a refresh and not a redesign, none of the “hard points” in the vehicle changed. Up front we get more modern looking headlamps with LED DRLs in most models and the fog lamps became rectangular. The grill has lost the Ford-like horizontal slats in favor of a simpler design with a larger Honda logo and a chrome “smile” reminiscent of the Accord and Civic. Changes to the rear are similar with new lamp modules, a tweaked bumper with silver painted inserts, more chrome on the tailgate and a style that still reminds me of a Volvo wagon in a way.

2015 Honda CR-V Dashboard

Interior

The CR-V’s interior slots somewhere between the Civic and the Accord in terms of both quality and theme. The instrument cluster is [thankfully] styled after the Accord with a large central speedometer flanked by three additional physical gauges.  The small monochrome LCD in the center of the speedometer is still a novel concept, but five years after Honda launched this look it is starting to feel dated compared to the large color LCDs you find in some of the competition. The dashboard and doors are a combination of hard and soft plastics which is again a middle road between the Civic and the Accord. For 2015 Honda has added a few extra features to keep things fresh including a standard console armrest, telescoping sun visors and rear HVAC vents. Since the CR-V never suffered from the unfortunate amount of questionable plastics that the 2012 Civic had, Honda spent the interior budget largely on the infotainment system.

2015 Honda CR-V HondaLink.CR2Infotainment

Base CR-V LX models get a 4-speaker 160-watt sound system controlled by large physical buttons and the same small screen that also handles trip computer functions (at the top of the picture above). Thankfully EX and above (which are the majority of sales) use essentially the same 7-inch touchscreen system found in the current Honda Civic with physical buttons instead of touch-controls. Dubbed HondaLink Next Generation, this is not the same system you find in the Accord. Rather it is Honda’s lower cost alternative which I think is also a better value. While there aren’t as many built-in features as you find in the Accord, this system has all the basics like Pandora and Aha streaming, Bluetooth and USB/iDevice integration and available factory navigation. Unlike many systems however it also supports iPhone integrated navigation via a $60 app. (Sorry Android users, there is no love for you at this time.) Unlike the BrinGo navigation we find in certain GM products, this solution doesn’t just store data on the phone and have the head unit render the mapping interface. Instead the iPhone is generating all the video and processing touch inputs but the head unit is displaying the video via an HDMI cable. Shoppers should note that this is not Apple CarPlay but Honda’s own solution that was created prior to CarPlay and is not upgradeable to support Android Auto or Apple CarPlay. For occasional nav users this represents a significant discount over the factory software (assuming you have an iPhone) but there are some limitations. Your iPhone has to stay on the nav app for the system to work, so if you check your email at a stop light, the nav map will disappear. Your iPhone’s data plan will of course get consumed and if you’re out of a coverage area then your mapping will be limited or non-existent depending on how much your device has cached.

 

honda-diagram-1Drivetrain

The biggest change for 2015 is under the hood where we find a revised version of the 2.4L “EarthDreams” four-cylinder engine we saw in the 2013 Honda Accord. For 2015 Honda has added counter-rotating balance shafts to try and help cancel out some of the vibrations. Power stays the same as before at 185 ponies, but torque is up to 181 lb-ft and across a broader range than in 2014.

In order to improve efficiency, Honda does something a little different with this 2.4L engine, they offset the cylinders about 8mm from the engine’s centerline. This trades reduced friction for increased vibration, hence the need for the additional balance shafts. The balance shafts certainly help, but some customers have complained about the added vibration especially at idle and indeed it is not as smooth as the 2014 model. Is the vibration worth a 4 MPG bump in the city and 3 MPG improvement overall? I’d say so, but be sure to sound off in the comment section. Also improving economy is an AWD capable version of the CVT found in the Accord bumping the numbers to 27 / 34 / 29 (City / Highway / Combined) for FWD models and 26 / 33 / 28 for AWD.

Front Wheel Drive Biased Transverse AWD System, Drawing Courtesy of Alex L. DykesAWD Controversy

My favorite Swedish magazine, Teknikens Värld, has a winter capability test where they put the test vehicle on a slope and the front wheels on rollers. The test is to see if 100% of the engine power can be sent to the rear wheels. Note that the 100% is essential here, because the incline and front wheels on the rollers makes sure no traction exists on the front axle. The CR-V failed this test because Honda’s AWD control system is programed to not lock the clutch pack if it detects zero traction up front and 100% in the rear. It also appears that traction control was disabled in the test. (The CR-V is not designed to be RWD essentially.) You will note in the diagram above that this type of system can lock the center clutch pack and get a 50/50 power split front/rear like a vehicle with a traditional transfer case, or it can slip that clutch pack to vary things from 100/0 to 50/50 assuming no wheel slip.

When wheel slip occurs, something different happens. Say just one front wheel sips. The front differential, being an open unit would send power to the wheel that is slipping, this action essentially causes the power balance to shift to the rear up to a power balance around 20/80. Leaving the traction control on, the slipping front wheel would be braked until it was spinning the same relative rate as the others. This would return the system to a 50/50 power balance because even if the front wheel was up in the air, the brakes on that wheel would be “consuming” the 50% of the power on that axle to maintain the power balance. The CR-V’s AWD system is designed to operate in this 50/50 window without issue. With your front wheels on ice and your rear wheels on tarmac, the front wheels will always have some traction and the traction control will help keep things in balance. Similarly in off-camber situations in snow with one wheel in the air, the brake based system will keep things in line. Pop the CR-V up on rollers however and the system things something is wrong.

The bottom line is that the CR-V is not a Jeep Cherokee, it was not designed with locking differentials and not designed with the Rubicon Trail in mind. It was however designed with the urban jungle and 2015 snowpocalypse in mind and 99.9% of shoppers will never even know there was a controversy. If you’re the 0.01% of shoppers that lives in a roller factory, there could be an issue of course. Is the Jeep system “superior?” Yes, but for most folks it’s also overkill.

2015 Honda CR-V EarthDreams 2.4L Engine-001

Drive

The popularity of the CR-V is no surprise when you get behind the wheel. The CR-V drives like a slightly taller Accord which makes sense as the ground clearance has dropped over time as the CR-V has transformed from trucklet to tall wagon. The compact CUV doesn’t handle as well as the Mazda CX-5, but the wide tires, relatively light curb weight and moderately firm suspension certainly place the CUV at top end of the segment.

Thanks to the improved torque band and the continuously variable transmission (CVT) that has a much lower starting ratio than the old 5-speed (13.3:1 vs 11.7:1), the CR-V is notably faster off the line and hit 60 MPH nearly second faster than the 2014 model. Similarly the higher effective “top gear” ratio is the key to the CR-V’s large jump in the fuel economy score. As with the Accord and Civic which also use Honda’s new CVT tech, the CR-V’s transmission changes ratios much more rapidly than the Nissan Rogue’s more traditional CVT. The feel is more like a stepped automatic’s downshift than the rubber-bandy feeling you get in the Nissan.

2015 Honda CR-V Instrument Cluster-001

Thanks to the programming of the CVT, fuel economy has indeed improved over the 2014 model coming in at 27.5 MPG, just 1/2 an MPG shy of the EPA rating for our AWD tester despite my commute over a 2,200ft mountain pass daily. Thanks to the lower torque band of the EarthDreams engine, the CVT can keep the engine at a lower and more efficient RPM more of the time. Unfortunately higher torque outputs at low RPMs tend to highlight the new engine’s cylinder offset which, as I said earlier, trades smoothness for efficiency. Many of you on Facebook asked if I encountered the vibrations that some shoppers have complained about and indeed I did. Was it bad? No. Was it noticeable? Yes. Would it keep me from buying the CR-V over something else? No, because for me the MPG improvement is enough of an incentive to overlook it.

2015 also brings some tweaks to the suspension and sound insulation improving ride and cabin noise by a hair. Perhaps the biggest change for the CR-V out on the road has nothing to do with the driveline or suspension however, it’s the infusion of some Acura driving aids. The new Touring model comes standard with radar adaptive cruise control, a lane keeping system that steers you back into your lane and Acura’s Collision Mitigating Braking System or CMBS which will autonomously brake the vehicle if it believes a collision is imminent and you’re going above 10 MPH. While this isn’t breaking any ground, it does help the CR-V stay competitive with the Forester’s camera-based EyeSight system and the Cherokee’s latest radar based features. The Honda system isn’t as smooth as the Jeep system, but it is more natural than the Subaru system, works better in poor weather where the camera systems become less functional and supports a broader range of speeds.

2015 Honda CR-V Exterior.CR2

Ranging between $23,445 and $32,895 the CR-V straddles the middle in this segment after you’ve adjusted for feature content. The Forester is less expensive and more capable, but the interior is more down-market, no surprise since the standard AWD means it starts about $2,500 less than a comparable Honda. The Cherokee is the most rugged and capable vehicle in this segment but the off-road ability takes a toll on cargo room and handling while bumping the curb weight north of 4,000lbs in some trims. The RAV4’s latest redesign saw the demise of the optional 3rd row and the V6, (the two prime reasons for buying a RAV4 over the CR-V) and the addition of plenty of questionable plastics on the inside. Mazda’s CX-5 handles extremely well but isn’t as comfortable or as large inside and until the 2016 model arrives, the infotainment system is archaic.

Oddly enough, the fact that the CR-V fails to be the best in the segment in any particular category is actually the key to its success. It’s easy to create the cheapest or best off-road compact crossover (the bar is after all kind of low), a little harder to make the best handling crossover, but making a crossover that averages consistently high marks in every category is quite an undertaking. While the CR-V’s AWD system has received bad press, the same thing applies there. The AWD system isn’t the most capable in this segment but it is perfectly acceptable and won’t leave you stranded on your way to Aspen. The CR-V may lack the charm it once had, but it is still the best all-around vehicle in this segment.

 

Honda provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested

0-30: 3.2

0-60: 7.79

1/4 mile: 16.4 Seconds @ 87.5 MPH

2015 Honda CR-V Cargo Area.CR2 2015 Honda CR-V Cargo Area 2015 Honda CR-V Cargo Area-001 2015 Honda CR-V Console.CR2 2015 Honda CR-V Dash.CR2 2015 Honda CR-V Dashboard 2015 Honda CR-V Dashboard-001 2015 Honda CR-V Dashboard-002 2015 Honda CR-V Exterior Front.CR2 2015 Honda CR-V Exterior Front 2015 Honda CR-V Exterior Rear 2015 Honda CR-V Exterior Side 2015 Honda CR-V Exterior.CR2 2015 Honda CR-V Exterior.CR2-001 2015 Honda CR-V Exterior 2015 Honda CR-V Exterior-001 2015 Honda CR-V Exterior-002 2015 Honda CR-V HondaLink.CR2 2015 Honda CR-V Infotainment 2015 Honda CR-V Instrument Cluster 2015 Honda CR-V Instrument Cluster-001 2015 Honda CR-V Interior 2015 Honda CR-V Interior-001 2015 Honda CR-V Trip Computer.CR2

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Junkyard Find: 1974 International Harvester Scout http://www.thetruthaboutcars.com/2015/01/junkyard-find-1974-international-harvester-scout/ http://www.thetruthaboutcars.com/2015/01/junkyard-find-1974-international-harvester-scout/#comments Wed, 28 Jan 2015 14:00:35 +0000 http://www.thetruthaboutcars.com/?p=989282 With so many IHC Scouts here in Colorado, many of them wear out, rust out, get crashed, or get replaced by trucks with modern conveniences such as sub-100dB interior noise levels and air conditioning. In this series, we’ve seen this ’70, this ’71, this ’72, this ’73, and this ’74, and now today’s well-used ’74. […]

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18 - 1974 International Harvester Scout Down On the Junkyard - Picture courtesy of Murilee MartinWith so many IHC Scouts here in Colorado, many of them wear out, rust out, get crashed, or get replaced by trucks with modern conveniences such as sub-100dB interior noise levels and air conditioning. In this series, we’ve seen this ’70, this ’71, this ’72, this ’73, and this ’74, and now today’s well-used ’74. I saw this truck when I went to a Denver yard to celebrate Half Off Everything Day on the first day of the new year.
11 - 1974 International Harvester Scout Down On the Junkyard - Picture courtesy of Murilee MartinIf this is the original engine, it’s an AMC 258-cubic-inch straight-six. Given how Scout owners tend to mix-and-match engines, though, this could be just about any AMC six.
20 - 1974 International Harvester Scout Down On the Junkyard - Picture courtesy of Murilee MartinThere’s rust. Oh yes, plenty of rust.
04 - 1974 International Harvester Scout Down On the Junkyard - Picture courtesy of Murilee MartinOne good thing about trucks of this era is that there wasn’t much soft material in the interior to smell bad. Still, this Scout’s final owner decided that the truck needed That New Car Smell.
06 - 1974 International Harvester Scout Down On the Junkyard - Picture courtesy of Murilee MartinComplicated heater controls aren’t needed— just good old cable-operated levers.
08 - 1974 International Harvester Scout Down On the Junkyard - Picture courtesy of Murilee MartinScout production made it into the 1980s, just barely.
22 - 1974 International Harvester Scout Down On the Junkyard - Picture courtesy of Murilee MartinOne of my accomplices at the Half Off Sale party grabbed the grille for hanging on his living-room wall. Only $12!

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NAIAS 2015: BMW May Introduce AWD to M Division, No M Supercar In Future http://www.thetruthaboutcars.com/2015/01/naias-2015-bmw-may-introduce-awd-m-division-no-m-supercar-future/ http://www.thetruthaboutcars.com/2015/01/naias-2015-bmw-may-introduce-awd-m-division-no-m-supercar-future/#comments Tue, 13 Jan 2015 21:50:54 +0000 http://www.thetruthaboutcars.com/?p=982377 With Mercedes-AMG models delivering their power to the road through all four wheels, BMW is considering doing the same for most of its M division. However, if anyone was hoping the Bavarians would also bring back the M1, you can breathe now. AutoGuide reports BMW has no plans to add an AWD system to the […]

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With Mercedes-AMG models delivering their power to the road through all four wheels, BMW is considering doing the same for most of its M division. However, if anyone was hoping the Bavarians would also bring back the M1, you can breathe now.

AutoGuide reports BMW has no plans to add an AWD system to the M3 and M4, since the additional weight of such a system would offset any gains the engineers made to shed weight on the two models.

However, for M models above the two, such as the M5 or M6, M Division product management chief Carsten Pries says if his division sees “further increases in terms of horsepower in segments above the M3 and M4,” AWD could be a possibility.

As far as an M1 or i8-based M8 goes, though, he says such a proposition is “very exciting” and “lucrative,” such an effort wouldn’t make sense on either a technical or commercial level. Instead, the focus is on bringing in more profit with models like the M135i, and those from the M Sport range:

[Cars like these] clearly give us an indication of how much demand there is to go up from a top model BMW model into the exclusive products of BMW M. Customers say ‘I want even more of this very emotional experience,’ and they ideally end up with an M Sport and then an M core model.

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Junkyard Find: 2001 Chevrolet Tracker ZR-2 http://www.thetruthaboutcars.com/2014/12/junkyard-find-2001-chevrolet-tracker-zr-2/ http://www.thetruthaboutcars.com/2014/12/junkyard-find-2001-chevrolet-tracker-zr-2/#comments Wed, 17 Dec 2014 14:00:48 +0000 http://www.thetruthaboutcars.com/?p=961497 The second-gen Chevrolet Tracker, a badge-engineered version of the Suzuki Vitara and the descendent of the Geo Tracker Suzuki Sidekick sibling, was sold all over the world with many nameplates. It was never much of a big seller in the United States, so this ZR-2 is an unusual Junkyard Find. It will tow a semi! […]

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09 - 2001 Chevrolet Tracker Down On the Junkyard - Picture courtesy of Murilee MartinThe second-gen Chevrolet Tracker, a badge-engineered version of the Suzuki Vitara and the descendent of the Geo Tracker Suzuki Sidekick sibling, was sold all over the world with many nameplates. It was never much of a big seller in the United States, so this ZR-2 is an unusual Junkyard Find.

It will tow a semi! It’s like a (Suzuki) rock!
18 - 2001 Chevrolet Tracker Down On the Junkyard - Picture courtesy of Murilee MartinRemember when the Culture Wars were all about flag-burning? Here’s an early-to-mid-2000s artifact of those days for you.
01 - 2001 Chevrolet Tracker Down On the Junkyard - Picture courtesy of Murilee MartinThe ZR-2 option package was all about off-roady stuff. I wonder if any base-model Tracker owner will grab all the skid plates and stuff off this one.
04 - 2001 Chevrolet Tracker Down On the Junkyard - Picture courtesy of Murilee MartinThe engine is gone.
15 - 2001 Chevrolet Tracker Down On the Junkyard - Picture courtesy of Murilee MartinThere’s probably not so much demand for worn-out Florida State tire covers.

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Junkyard Find: 1982 Subaru BRAT http://www.thetruthaboutcars.com/2014/12/junkyard-find-1982-subaru-brat-2/ http://www.thetruthaboutcars.com/2014/12/junkyard-find-1982-subaru-brat-2/#comments Mon, 15 Dec 2014 14:00:16 +0000 http://www.thetruthaboutcars.com/?p=960609 Ah, the Subaru BRAT. Just as you can’t find anyone who hates The Ramones, you can’t find anyone who wants to beat on the Subaru BRAT with a baseball bat. As perhaps the best-loved car that shows up in self-service wrecking yards with any regularity, the BRAT always inspires me to whip out my camera […]

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15 - 1982 Subaru BRAT Down On the Junkyard - Picture courtesy of Murilee Martin Ah, the Subaru BRAT. Just as you can’t find anyone who hates The Ramones, you can’t find anyone who wants to beat on the Subaru BRAT with a baseball bat. As perhaps the best-loved car that shows up in self-service wrecking yards with any regularity, the BRAT always inspires me to whip out my camera when I see a junked example. So far this series, we’ve admired this ’79, this ’79, this ’84, this ’82, and this Sawzall-ized ’86 crypto-BRAT.
04 - 1982 Subaru BRAT Down On the Junkyard - Picture courtesy of Murilee MartinOnly 88,288 miles! I found this car in a well-stocked yard just north of Los Angeles, not too far from the ranch where Ronald Reagan drove his BRAT. Yes, Midwesterners, that means that you’re looking at a low-mile 32-year-old Japanese car without the slighest speck of rust on its body… and it’s going to be crushed, shredded, put in a container in Long Beach, and shipped to China to make Emgrand EC7s.
10 - 1982 Subaru BRAT Down On the Junkyard - Picture courtesy of Murilee MartinIt has the “Twin-Halo” roof option.
05 - 1982 Subaru BRAT Down On the Junkyard - Picture courtesy of Murilee MartinA time-capsule early-80s Radio Shack cassette deck, complete with the coveted auto-stop feature!
06 - 1982 Subaru BRAT Down On the Junkyard - Picture courtesy of Murilee MartinHow many BRATs were made with factory air conditioning?
18 - 1982 Subaru BRAT Down On the Junkyard - Picture courtesy of Murilee MartinYou can see evidence of a camper shell on this one. Poor doomed BRAT.

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Junkyard Find: 1979 Subaru BRAT http://www.thetruthaboutcars.com/2014/11/junkyard-find-1979-subaru-brat-2/ http://www.thetruthaboutcars.com/2014/11/junkyard-find-1979-subaru-brat-2/#comments Wed, 12 Nov 2014 14:00:26 +0000 http://www.thetruthaboutcars.com/?p=943729 Where I live (Denver), wrecking yards overflow with old Subarus. I walk past junked early-80s Leones (or GLs or whatever Subaru’s confusing naming conventions of the era were) all the time, but I’ll always stop and photograph a BRAT. So far in this series, the BRAT roster includes this ’79, this ’84, this ’82, and […]

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19 - 1979 Subaru BRAT Down on the Junkyard - Picture courtesy of Murilee MartinWhere I live (Denver), wrecking yards overflow with old Subarus. I walk past junked early-80s Leones (or GLs or whatever Subaru’s confusing naming conventions of the era were) all the time, but I’ll always stop and photograph a BRAT. So far in this series, the BRAT roster includes this ’79, this ’84, this ’82, and this Sawzall-converted ’86. Last week, I spotted another example, and it still had its Chicken Tax-dodgin’ jump seats.
02 - 1979 Subaru BRAT Down on the Junkyard - Picture courtesy of Murilee MartinYes, the personal-injury lawyers loved these seats, but they let Subaru evade the 25% tariff on imported light trucks.
14 - 1979 Subaru BRAT Down on the Junkyard - Picture courtesy of Murilee MartinRemember AOL CD spam? This car still has one!
10 - 1979 Subaru BRAT Down on the Junkyard - Picture courtesy of Murilee MartinIt’s somewhat rusty (I know, Midwesterners, you don’t consider this to be true rust), but could have been kept on the road a while longer.
15 - 1979 Subaru BRAT Down on the Junkyard - Picture courtesy of Murilee MartinCorn stopped by.
17 - 1979 Subaru BRAT Down on the Junkyard - Picture courtesy of Murilee MartinThe condition of the seats and the AOL disc suggest lengthy outdoor storage of a nondriving vehicle.

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Los Angeles 2014: Jaguar F-Type Coupe R AWD Unveiled In South Africa http://www.thetruthaboutcars.com/2014/11/los-angeles-2014-jaguar-f-type-coupe-r-awd-unveiled-south-africa/ http://www.thetruthaboutcars.com/2014/11/los-angeles-2014-jaguar-f-type-coupe-r-awd-unveiled-south-africa/#comments Mon, 10 Nov 2014 14:00:47 +0000 http://www.thetruthaboutcars.com/?p=943489 Deciding two wheels weren’t enough, Jaguar unveiled its 2016 F-Type Coupe R in South Africa, which puts all four on the floor instead of just the two in the back. AutoGuide reports the sports car is able to charge from the starting grid to 60 mph in just 3.9 seconds, hitting the speed wall at […]

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Deciding two wheels weren’t enough, Jaguar unveiled its 2016 F-Type Coupe R in South Africa, which puts all four on the floor instead of just the two in the back.

AutoGuide reports the sports car is able to charge from the starting grid to 60 mph in just 3.9 seconds, hitting the speed wall at 186 mph. The AWD R will be just one of 12 options available to F-Type shoppers by 2016, expanding from just six at present. The expansion is due to the introduction of AWD.

The F-Type Coupe R was also used to help establish communications protocol between the pilot behind the Bloodhound SSC — who will break the sound barrier on the ground on its way to over 1,000 mph — and the vehicle’s team, radioing a jet flying 50 feet above the ground at 500 mph over the Hakskeen Pan.

More details and photos will come next week, when the AWD F-Type Coupe R rolls down the ramp at the 2014 Los Angeles Auto Show.

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Junkyard Find: 1994 Isuzu Amigo http://www.thetruthaboutcars.com/2014/10/junkyard-find-1994-isuzu-amigo/ http://www.thetruthaboutcars.com/2014/10/junkyard-find-1994-isuzu-amigo/#comments Wed, 29 Oct 2014 13:00:02 +0000 http://www.thetruthaboutcars.com/?p=937594 Remember the Isuzu Amigo? A descendant of the platform that gave us the Chevy Luv pickup, the Amigo was the cuddly three-door version of the much more popular Isuzu Rodeo. Rodeos are still fairly easy to find here in Colorado, but the Amigo is another story. Here’s a last-year-of sales ’94 I found in a […]

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09 - 1994 Isuzu Amigo Down On the Junkyard - Picture courtesy of Murilee MartinRemember the Isuzu Amigo? A descendant of the platform that gave us the Chevy Luv pickup, the Amigo was the cuddly three-door version of the much more popular Isuzu Rodeo. Rodeos are still fairly easy to find here in Colorado, but the Amigo is another story. Here’s a last-year-of sales ’94 I found in a Denver self-service yard a few weeks ago.
03 - 1994 Isuzu Amigo Down On the Junkyard - Picture courtesy of Murilee MartinThis spare has been used up real good!
05 - 1994 Isuzu Amigo Down On the Junkyard - Picture courtesy of Murilee MartinThis vehicle shows all the signs of having been beaten to death by wastoid snowboarders, a common fate for small all-wheel-drive machinery in these parts.
06 - 1994 Isuzu Amigo Down On the Junkyard - Picture courtesy of Murilee Martin2.6 liters of screaming Isuzu power.
08 - 1994 Isuzu Amigo Down On the Junkyard - Picture courtesy of Murilee MartinNote the shiny paint and outside rear-view mirror held on by duct tape, indicators that this truck went downhill fast once it got into the hands of its final owners.


Like most members of the Isuzu/Vauxhall/Opel Co-Prosperity Sphere, the first-generation Opel MU was available with a bewildering variety of marques and badges. This truck could be purchased as a Chevrolet, a Holden, a Vauxhall, or a Honda, as well as numerous flavors of Isuzu. Here’s a German ad for the ’94 Opel Frontera.

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Junkyard Find: 1983 AMC Eagle SX/4 Sport http://www.thetruthaboutcars.com/2014/10/junkyard-find-1983-amc-eagle-sx4-sport/ http://www.thetruthaboutcars.com/2014/10/junkyard-find-1983-amc-eagle-sx4-sport/#comments Thu, 23 Oct 2014 13:00:52 +0000 http://www.thetruthaboutcars.com/?p=934978 Ahh, the AMC Eagle! So much car-industry history wrapped up in the Eagle, which was a highly innovative machine made during the very last gasps of American Motors (and continuing as a Chrysler product, briefly, before Chrysler killed the Eagle and kept the name for its new marque, which was then slapped on a rebadged […]

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15 - 1983 AMC Eagle Coupe Down On the Junkyard - Picture courtesy of Murilee MartinAhh, the AMC Eagle! So much car-industry history wrapped up in the Eagle, which was a highly innovative machine made during the very last gasps of American Motors (and continuing as a Chrysler product, briefly, before Chrysler killed the Eagle and kept the name for its new marque, which was then slapped on a rebadged and modified Renault 25). Since I live in Colorado, I see Eagles on the street all the time— there are several daily-driver Eagles living within a few blocks of me— and I see them in the local wrecking yards. So far in this series, we’ve seen this ’79 wagon, this ’80 coupe, this GM Iron Duke-powered ’81 SX/4, this ’82 hatchback, this ’84 wagon, this ’84 wagon, and this ’85 wagon. The AMC Spirit-based SX/4 is much less common than the larger AMC Concord-based Eagles, so today’s find (in Denver, of course) is quite interesting.
10 - 1983 AMC Eagle Coupe Down On the Junkyard - Picture courtesy of Murilee MartinI don’t see any SX/4 badging on this car, but I’m fairly certain that any Spirit Liftback was sold as an SX/4. AMC experts, please fill us in on the details of Late Malaise Era AMC branding/badging.
05 - 1983 AMC Eagle Coupe Down On the Junkyard - Picture courtesy of Murilee MartinThis one seems to have just about every possible option, including the optional center gauge cluster with clock and vacuum meter.
02 - 1983 AMC Eagle Coupe Down On the Junkyard - Picture courtesy of Murilee MartinAutomatic transmission, sporty steering wheel, air conditioning— this car is loaded!
14 - 1983 AMC Eagle Coupe Down On the Junkyard - Picture courtesy of Murilee MartinI found an old German 1-mark coin from the pre-Euro era on this car’s floor.
22 - 1983 AMC Eagle Coupe Down On the Junkyard - Picture courtesy of Murilee MartinThe good old reliable AMC six, which Chrysler kept making into the current century.
18 - 1983 AMC Eagle Coupe Down On the Junkyard - Picture courtesy of Murilee MartinThese cars aren’t tremendously valuable, so it is not shocking to see this rust-free example about to be crushed.

Yes, the SX/4 was pitched as a sports car.

Two-wheeling in style or four-wheeling in the wild!

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Acura May Follow Subaru With AWD-Only Product Plan http://www.thetruthaboutcars.com/2014/10/acura-may-follow-subaru-awd-product-plan/ http://www.thetruthaboutcars.com/2014/10/acura-may-follow-subaru-awd-product-plan/#comments Tue, 14 Oct 2014 14:00:50 +0000 http://www.thetruthaboutcars.com/?p=930906 Looking for a way to revitalize itself, Acura is considering taking a cue from Subaru by going all in on all-wheel drive. Automotive News reports the plan is one of several backed by the brand’s Acura Business Planning Office — formed earlier this year to rethink and revitalize the brand in the United States — […]

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Looking for a way to revitalize itself, Acura is considering taking a cue from Subaru by going all in on all-wheel drive.

Automotive News reports the plan is one of several backed by the brand’s Acura Business Planning Office — formed earlier this year to rethink and revitalize the brand in the United States — though nothing is set in stone thus far.

Acura boss Koichi Fukuo believes that AWD is the way to go, citing the brand’s need to offer “something different” compared to the competition. That said, premium brands like BMW and Audi already offer AWD, with 58 percent of BMWs and 90 percent of Audis so equipped.

As for taking influence from Subaru’s success with the platform, Fukuo wants to do for what he calls “Acurists” — the loyal customer base he aims to cultivate through the AWD plan — what the Pleiadian automaker has done for its “Subarists”:

Looking at Subaru, I felt that we have to have a strong, clear direction as a brand. What’s important is to have the technology, styling and performance to evolve all together. Otherwise, I don’t think we can increase the number of loyal customers, so-called Acurists.

At present, the TLX and the upcoming hybrid RLX will have the brand’s next-gen Super Handling All-Wheel-Drive system, the latter receiving the Sport Hybrid variant that will also move the second-gen NSX when the sports car leaves Ohio in 2015. The rest of the lineup will follow over the years as each model comes up for renewal and/or refreshing. Power for all will come more powerful engines, none of which will be V8s or V10s due to weight issues interfering with the performance of a given vehicle.

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Junkyard Find: 1984 Toyota Tercel SR5 4WD Wagon http://www.thetruthaboutcars.com/2014/09/junkyard-find-1984-toyota-tercel-sr5-4wd-wagon/ http://www.thetruthaboutcars.com/2014/09/junkyard-find-1984-toyota-tercel-sr5-4wd-wagon/#comments Fri, 19 Sep 2014 13:00:16 +0000 http://www.thetruthaboutcars.com/?p=914002 I’ve owned quite a few Tercel wagons of this generation (though most of mine were the common-in-California front-wheel-drive type), and I respect these things for their simplicity, cargo capacity, and reliability. True, they were underpowered and not exactly inspiring to drive, but they could be very lovable. Living in Denver, I see these cars just […]

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20 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinI’ve owned quite a few Tercel wagons of this generation (though most of mine were the common-in-California front-wheel-drive type), and I respect these things for their simplicity, cargo capacity, and reliability. True, they were underpowered and not exactly inspiring to drive, but they could be very lovable. Living in Denver, I see these cars just about every time I hit the junkyard, but mostly they don’t seem special enough to merit photographing. Realizing that this one is 30 years old, however, inspired me to pull out the camera.
17 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinSold in New Mexico, died in Colorado. There’s some rust, but more of the paint-burned-off/snow-buildup variety than the cancerous Midwestern type,
18 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinYou are awesome!
19 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinThe notorious “ice maker” next to the license plate. I’ve never been fully clear on what you got with the SR5 package, which was available on just about everything Toyota sold in the 1980s.
06 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinThe 3A engine was harder to kill than rats and cockroaches combined.
04 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinBecause the driver had to select front- or four-wheel-drive manually, many owners of these no-center-differential-equipped cars tore up tires and/or wore out drivetrain components by driving 365 days a year on dry pavement in the 4WD setting. Probably most of those Tercel 4WD owners bought Subarus after this happened.
05 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinWith the air conditioning turned off, you were jamming econo.
09 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinI was able to skip chaining up when driving Donner pass in the winter in FWD Tercels, simply by picking up this emblem at the junkyard and adding it to my cars. Easiest 4WD conversion ever!

01 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 02 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 03 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 04 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 05 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 10 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 09 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 08 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 07 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 06 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 11 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 12 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 13 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 14 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 15 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 16 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 17 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 18 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 19 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 20 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 21 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 22 - 1984 Toyota Tercel 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin

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Junkyard Find: 1997 Subaru Legacy AWD Sedan http://www.thetruthaboutcars.com/2014/08/junkyard-find-1997-subaru-legacy-awd-sedan/ http://www.thetruthaboutcars.com/2014/08/junkyard-find-1997-subaru-legacy-awd-sedan/#comments Tue, 26 Aug 2014 13:00:10 +0000 http://www.thetruthaboutcars.com/?p=899666 Living in Denver, I see tremendous quantities of old Subarus in local wrecking yards. Subarus after about 1985 don’t make it into this series (unless they’re XTs or SVXs or 4WD Justys), but the Legacy 4WD sedan is quite rare even by Denver standards so I made an exception for this car. This one has […]

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07 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee MartinLiving in Denver, I see tremendous quantities of old Subarus in local wrecking yards. Subarus after about 1985 don’t make it into this series (unless they’re XTs or SVXs or 4WD Justys), but the Legacy 4WD sedan is quite rare even by Denver standards so I made an exception for this car.
13 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee MartinThis one has a key, which means it probably came from an insurance company auction rather than a city tow yard.
02 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee MartinJust barely over 100,000 miles on the clock.
15 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee MartinBy 1997, all Legacies sold in the United States had all-wheel-drive, but this was still special enough to warrant these “AWD” badges.
12 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee MartinBy this point, the Outback wagon (still bearing Legacy badging) was so much more popular than the Legacy sedan in the United States that most of us forgot that you could even get this thing in a three-box car shape.
04 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee MartinThese engines remain legendary (get it?) for blowing head gaskets.
14 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee MartinSold in Denver, crushed in Denver.

01 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 02 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 03 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 04 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 05 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 06 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 07 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 08 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 09 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 10 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 11 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 12 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 13 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 14 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 15 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin 16 - 1997 Subaru Legacy Sedan Down On the Junkyard - Picture courtesy of Murilee Martin

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Junkyard Find: 1984 Subaru BRAT http://www.thetruthaboutcars.com/2014/08/junkyard-find-1984-subaru-brat/ http://www.thetruthaboutcars.com/2014/08/junkyard-find-1984-subaru-brat/#comments Fri, 22 Aug 2014 13:00:05 +0000 http://www.thetruthaboutcars.com/?p=892298 The Subaru BRAT, basically a factory El Camino-ized Leone, has quite the lawsuit history in this country, due to the Chicken Tax-evading-but-dangerous jump seats in the bed that made the BRAT a “car,” legally speaking. The BRAT was sold in the United States until the 1987 model year, but it’s nearly impossible to find examples […]

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03 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn RodgersThe Subaru BRAT, basically a factory El Camino-ized Leone, has quite the lawsuit history in this country, due to the Chicken Tax-evading-but-dangerous jump seats in the bed that made the BRAT a “car,” legally speaking. The BRAT was sold in the United States until the 1987 model year, but it’s nearly impossible to find examples built after the early 1980s. Here’s a reasonably nice-looking ’84 that Shawn Rodgers (you may recognize him as the hero of the Junkyard Build Quality Challenges, as well as the captain of the very fast Bunny With a Pancake On Its Head 24 Hours of LeMons Rabbit team) saw in a San Francisco Bay Area wrecking yard last week and was kind enough to photograph for us.
02 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn RodgersI shoot junkyard BRATs whenever I see them, and so far in this series we’ve seen this ’79, this ’82 (which still had its jump seats), and this Sawzall-converted ’86 (I’m a sucker for cruelly hacked-up Subarus).
21 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers73 horsepower, which would be considered absolutely unacceptable in any vehicle attempting to be even vaguely truck-like today.
10 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn RodgersNice nearly-a-T-top double sunroof— called a “Halo Twin Roof”— on this one.
16 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn RodgersJust the lo-fi solution for listening to bad mid-80s AM hits!

In Australia, the BRAT was called the Brumby and it was marketed with ads featuring pig passengers.

In the United States, Ruth Gordon pitched the BRAT.

01 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 02 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 03 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 04 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 05 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 06 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 07 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 08 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 09 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 10 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 11 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 12 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 13 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 14 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 15 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 16 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 17 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 18 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 19 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 20 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 21 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 22 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 23 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 24 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 25 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 26 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 27 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 28 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 29 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers 30 - 1984 Subaru BRAT Down on the Junkyard - Picture courtesy of Shawn Rodgers

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Versatile 2015 Mercedes Vito Van Puts Power To Front, Rear Or All http://www.thetruthaboutcars.com/2014/07/versatile-2015-mercedes-vito-van-puts-power-to-front-rear-or-all/ http://www.thetruthaboutcars.com/2014/07/versatile-2015-mercedes-vito-van-puts-power-to-front-rear-or-all/#comments Wed, 30 Jul 2014 13:00:28 +0000 http://www.thetruthaboutcars.com/?p=876185 If you run a very large flower shop somewhere in Europe, and are in need of a van that could be configured to your needs — including where the power from the engine will go — Mercedes has a van just for you. Jalopnik subsidiary Truck Yeah! reports the 2015 Vito — part of Mercedes’ […]

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Der neue Vito / The New Vito

If you run a very large flower shop somewhere in Europe, and are in need of a van that could be configured to your needs — including where the power from the engine will go — Mercedes has a van just for you.

Jalopnik subsidiary Truck Yeah! reports the 2015 Vito — part of Mercedes’ V-Class — can be had with RWD and AWD — like the V-Class — as well as optional FWD. The previous Vito had FWD for only the EV variant, while the new one puts diesel power to the front of the line alongside the rest of the family.

Autoblog adds said power comes turbocharged through four-pots ranging from 1.6 liters to 2.1 liters, with anywhere from 136 to 190 horsepower pushed to wherever it’s meant to go through either a six-speed manual or seven-speed automatic.

Der neue Vito / The New Vito Der neue Vito / The New Vito Der neue Vito / The New Vito Der neue Vito / The New Vito

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Fourth-Gen Toyota Prius To Receive AWD, New Battery Packs http://www.thetruthaboutcars.com/2014/07/fourth-gen-toyota-prius-to-receive-awd-new-battery-packs/ http://www.thetruthaboutcars.com/2014/07/fourth-gen-toyota-prius-to-receive-awd-new-battery-packs/#comments Tue, 15 Jul 2014 12:00:20 +0000 http://www.thetruthaboutcars.com/?p=866362 Though it may be a while before the fourth-generation Toyota Prius leaves the assembly line, it may be worth the wait as far as batteries and drivetrains are concerned. Automotive News reports the new hybrid will have two choices for battery power. According to senior managing officer of powertrain development Koei Saga, both a low-cost […]

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2014 Toyota Prius

Though it may be a while before the fourth-generation Toyota Prius leaves the assembly line, it may be worth the wait as far as batteries and drivetrains are concerned.

Automotive News reports the new hybrid will have two choices for battery power. According to senior managing officer of powertrain development Koei Saga, both a low-cost nickel-metal hydride unit and a larger-capacity lithium ion pack — for longer electric-only range — will help provide power. Though Saga was cagey regarding economy numbers, he claimed that the new packs’ economy would “surprise everyone.”

Meanwhile, the power won’t be directed toward just the front wheels. Saga says there’s a possibility that AWD could be in the cards for the new Prius, which will be underpinned by the company’s Toyota New Global Architecture.

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Piston Slap: New CV Boots? A Split Decision! http://www.thetruthaboutcars.com/2014/07/piston-slap-new-cv-boots-a-split-decision/ http://www.thetruthaboutcars.com/2014/07/piston-slap-new-cv-boots-a-split-decision/#comments Mon, 07 Jul 2014 12:53:28 +0000 http://www.thetruthaboutcars.com/?p=860313 TTAC Commentator Detroit Iron writes: Long time no talk (I sound like a native American an Indian).  (Yeah, not so much. – SM) I have an 09 Outback with ~65k miles.  I had noticed a bit of a burning smell after running it for a while and it was pretty strong after a recent trip.  […]

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TTAC Commentator Detroit Iron writes:

Long time no talk (I sound like a native American an Indian).  (Yeah, not so much. – SM)

I have an 09 Outback with ~65k miles.  I had noticed a bit of a burning smell after running it for a while and it was pretty strong after a recent trip.  I thought it smelled like a belt slipping but when I popped the hood the two belts looked fine.  After looking around for a minute I realized that the passenger side CV boot had torn and was dripping grease on to the cat.  Checking the other side revealed that the driver’s side boot was also torn.  Apparently this is a pretty common failure for scoobies.  The Internet says I should be concerned if I hear a “popping” sound or the clunk associated with failing bearings.  Luckily I am hearing neither.  The dealer had a set price of $370 per boot for replacing the boots that the service manager somewhat disconcertingly blurted out almost before I finished describing the problem.  The independent shop thought they could do both for less than $500 if the axles weren’t bad, but if they were bad then it would be another $450 per.

My question is this:  Can I just get split boots from JC Whitney and pack them with grease or do I really need to have the pros fix it?

Sajeev answers:

The split boots are probably a great idea, Dorman makes good stuff for old cars when the OEMs can or will not. That said, I’ve never used split boots on my rides as I roll RWD only.  But here’s the real problem: armchair analysis.

  • Do you think road dirt/debris lodged inside the boot will eventually eat the axle bearings?
  • Do you have any doubts to that question?
  • Is that your final answer?

Only you can answer that and decide what’s worth your time/money.  The $20-something for split boots is a cheap fix that’ll probably work, as you mentioned the axles are neither clunking nor popping: now try it from a standstill with the steering wheel turned at full lock (i.e. full left AND full right) and listen for the clunk.

If that test works out, well, go ahead and use the split boots.  They will probably extend the life of the axle long enough to justify their expense.

Send your queries to sajeev@thetruthaboutcars.com. Spare no details and ask for a speedy resolution if you’re in a hurry…but be realistic, and use your make/model specific forums instead of TTAC for more timely advice.

 

 

 

 

 

 

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Junkyard Find: 1988 Honda Civic 4WD Wagovan http://www.thetruthaboutcars.com/2014/04/junkyard-find-1988-honda-civic-4wd-wagovan/ http://www.thetruthaboutcars.com/2014/04/junkyard-find-1988-honda-civic-4wd-wagovan/#comments Mon, 28 Apr 2014 13:00:04 +0000 http://www.thetruthaboutcars.com/?p=810810 Before Subaru finally nailed down the sales-clinching formula for a car that had four-wheel-drive but didn’t seem too truck-like, all the major Japanese car manufacturers took at shot at building little sedans and wagons with power going to all the wheels. Since I live in Colorado, I get to see examples of each of those […]

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17 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinBefore Subaru finally nailed down the sales-clinching formula for a car that had four-wheel-drive but didn’t seem too truck-like, all the major Japanese car manufacturers took at shot at building little sedans and wagons with power going to all the wheels. Since I live in Colorado, I get to see examples of each of those 1980s efforts, most of which didn’t result in much showroom action but are still pretty interesting today. In this series, we’ve seen a Camry All-Trac, quite a few Corolla All-Tracs, lots of Tercel 4WD wagons, countless elderly Subarus, and so on. The Honda Shuttle aka Civic Wagovan shows up in Denver wrecking yards as well, and I don’t bother to photograph most of them. This late Wagovan with the futuristic “Real-Time” four-wheel-drive system, however, is a rare find even in Colorado.
26 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinReal-Time 4WD didn’t require the driver to throw a lever or push a button when snow or mud threatened, and thus you didn’t have to worry about leaving the car in four-wheel-drive on dry asphalt and tearing up the tires (or worse). Of course, there was a fuel-economy penalty for using a center differential and driving all four wheels all the time, but Subaru proved that this doesn’t hurt sales.
22 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinThere are emblems boasting of this technology all over the car.
03 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinThe ’88 4WD Wagovan also got a super-low (I assume that’s what the “SL” stands for) first-gear, which was probably great for climbing steep driveways and busting CV joints.
12 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinUnder the hood, the pretty-potent-for-1988 106-horse D16A6.
02 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee MartinNearly 180,000 miles. No rust on the body, interior not too bad, so my guess is that a blown head gasket doomed this car.

I couldn’t find any Japanese-market ads with the screeching tires and macho voiceovers that the Civic Shuttle deserved.


At least they still appreciate the 4WD Wagovan in Sweden.

01 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 02 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 03 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 05 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 06 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 09 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 10 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 11 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 12 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 13 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 14 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 15 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 16 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 17 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 18 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 19 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 20 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 21 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 22 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 23 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 24 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 25 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin 26 - 1988 Honda Civic 4WD Wagon Down On the Junkyard - Picture courtesy of Murilee Martin

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