The Truth About Cars » New Car http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Thu, 28 May 2015 20:00:21 +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 » New Car http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Piston Slap: E39 Perfection or Unloved Lockstep Leasing? http://www.thetruthaboutcars.com/2015/05/piston-slap-e39-perfection-unloved-lockstep-leasing/ http://www.thetruthaboutcars.com/2015/05/piston-slap-e39-perfection-unloved-lockstep-leasing/#comments Mon, 11 May 2015 13:00:43 +0000 http://www.thetruthaboutcars.com/?p=1065546   TTAC commentator nutbags writes: Hi Sajeev, I have been a long time reader and occasional commenter and thought I might write in for once. How many other readers have experienced this? I know you have Panther love in your system for many good reasons. Have you experienced this? Does this detract from the love? Now […]

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coloribus.com

Except Invincibility! (photo courtesy: coloribus.com)

TTAC commentator nutbags writes:

Hi Sajeev,
I have been a long time reader and occasional commenter and thought I might write in for once. How many other readers have experienced this? I know you have Panther love in your system for many good reasons. Have you experienced this? Does this detract from the love?

Now for the real question: I am a middle-aged guy with a wife and two teenaged kids. Recently the owner of my company, who knows my love of most things automotive and has been paying my auto lease (provided I keep the payment below about $350/month) for about 18 years, gave me a proposition.

He stated that I could lease another new vehicle with the same dollar limit or buy a used vehicle with a limit of about $15,000. The one catch is the used car has to last about 5 years and be my daily driver; I’m not sure why but that is his stipulation. My leases during this time have been some decent rides (’00 Passat 1.8T 5MT, ’03 Accord SE-L 5MT, ’06 Accord V6 6MT, and currently ’12 GLI 6MT) but now it is time for my next vehicle.

The only used car that really interests me is the E39 BMW 5-series. Decent ones seem well within the budget, but would this car make it the 5 years without a huge outlay of cash to keep it running? Or should I just stick to leasing new? New considerations are: GTI, GLI, Focus ST, Mazda3 (5-door), or Mazda6. All can be had with a manual transmission and all have received good reviews. So what are your thoughts, B&B?

Thanks and keep up the great work,
Nutbags

Sajeev answers:

First question: That link refers to the 3V motors, which were never installed in Panthers due to Ford’s insistence on letting this platform rot in neglect. I changed spark plugs on 2V 4.6’s that supposedly strip out their threads, but I didn’t screw them up. My trusted, local wrench agrees, suggesting the motors were “unforgiving to sloppy labor” instead of being a guaranteed fail. I’m changing the plugs in my father’s 2006 Town Car this week, so I’ll report back if I screw it up this time.

Second: you got some nerve to even consider an E39 as a daily for the next 5 years. Job security and any needy 15-ish year old premium car is a contradiction, considering repair costs, service complexity and availability of E39 parts. Because this isn’t even a 2000 Lexus ES, much less a new one.

Granted the E39 (M5 or 540i 6-spd Sport Package) is one of the few sedans from the last 20 years I’d love to own AND look respectable; mostly because a used Panther won’t pass muster with friends, co-workers/customers and random judgmental onlookers. Well, except for the Mercury Marauder.

Whatever: start test driving the future leased vehicle of your dreams. I reckon you’ll get either the GLI or the Mazda6.

They are E39-ish. They will do. Go have fun!

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 Volkswagen GTI 2-Door Review (With Video) http://www.thetruthaboutcars.com/2015/05/2015-volkswagen-gti-2-door-review-video/ http://www.thetruthaboutcars.com/2015/05/2015-volkswagen-gti-2-door-review-video/#comments Mon, 11 May 2015 12:00:47 +0000 http://www.thetruthaboutcars.com/?p=1061210 Although GTI sales are on an upward trend, the American hot hatch is a rare breed as there are just three options. We have the aging Ford Focus ST, and a new pair of hatches from Germany: the Volkswagen GTI and the MINI Cooper S. (Yes MINI fans, I’m calling the MINI German.) The last […]

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2015 VW GTI 2-Door Exterior Front

Although GTI sales are on an upward trend, the American hot hatch is a rare breed as there are just three options. We have the aging Ford Focus ST, and a new pair of hatches from Germany: the Volkswagen GTI and the MINI Cooper S. (Yes MINI fans, I’m calling the MINI German.) The last time I reviewed the GTI and Focus ST, the Focus came out on top despite the greater refinement Volkswagen offered. This time we have an all new GTI while Subaru has kicked the 5-door WRX to the curb, BMW has redesigned the MINI Cooper JCW and Ford has “gone Euro” by jamming a 2.3L turbo in the Mustang. Where does that leave the GTI?

Exterior

Although the MK7 GTI looks nearly identical to the outgoing MK6 GTI, park them next to each other and you’ll start to see the differences. This GTI is longer, lower and wider with a significant stretch to the passenger compartment. VW pushed the front wheels 2-inches farther forward and gave the Golf a longer hood for better proportion. The headlamps get an angrier look and the tail lamps ditch the cute round theme for a more aggressive motif.

Sounds like a moderate refresh, right? Wrong. What VW did with the Golf is akin to swapping clothes with a stranger. It may look the same at first glance, but this stranger is different underneath and the clothes fit a little better as well. That’s all possible because this GTI rides on Volkswagen’s new MQB platform which also underpins the 2015 Audi A3. The promise of MQB is to deliver faster product development cycles, lower costs, improve parts sharing and achieve better fuel economy. Indeed, the GTI is lighter than before; however, the weight difference isn’t as dramatic as I was lead to believe at just under 100 pounds. Of course the GTI did get bigger and lighter at the same time, but the top-end 3,086 pound curb weight is about the same as a 2005 GTI.

2015 VW GTI 2-Door Interior-004

Interior

VW was once known as the “discount Audi” in America. But as part of their mission to increase sales on our shores, VW divorced the Passat and Jetta from their Euro twins and started cutting back on their other models. Thankfully, a few models escaped this fate and are still pair-bonded to the model sold in the EU. The Golf is one of them and, as a result, feels a notch above the American Passat in interior quality. From the fabric-covered A-pillars to the soft-touch door panels and dashboard bits, the feel upon entering the Golf in any form is in some ways “more Audi” than the A3. Without a doubt, the Golf has the best interior in this category, which oddly enough applies as much to the $17,995 base Golf as to the $25,095 GTI or $36,595 Golf R. MINI’s recent redesign has seriously improved its interior, but the VW is arguably on par with the JCW model in terms of parts quality despite being $10,000 less in some configurations.

Perhaps the “price” for the interior refinement is a distinct lack of power seating in most models. If you want more adjustability up front, you have to step up to the Autobahn model, which means you also receive leather instead of the attractive GTI tartan fabric. A little known fact about the GTI (and the Golf in general): the three-door and five-door versions are the same length and deliver identical interior dimensions. This means that our seemingly small three-door GTI was able to swallow two 6-foot tall passengers and a skinny third in a pinch. More surprising was the ability to squeeze a rearward facing child seat behind a 6-foot tall passenger up front. That’s different than the MINI which has a cramped back seat and even more cramped cargo hold.

2015_golf_tsi_3989

Infotainment

The redesign of the GTI includes a refresh of VW’s infotainment system. Sadly, this is the one area where revolution would have been preferable to evolution. The VW software lags behind the competition and if you want navigation it is only available in the most expensive trim. All units feature expanded voice commands, finger gestures (like scrolling), and a proximity sensor to clean up the interface when your digits aren’t near the screen. Most of the system’s graphics have been improved and the media interface is more attractive than before (including the elusive navigation software). But, the system still lacks the ability to voice command your media library, and still uses a proprietary VW connector for media devices.

As much heat as MyFord Touch has received over the years, the system in the Focus ST is light-years ahead of this. Since MINI gets BMW’s iDrive on a MINI scale, it takes the top slot in this segment. However, you will have to pay some serious coin as MINI’s options list is long, confusing, and expensive. Volkswagen tells us to expect significant changes “soon” to address the deficiencies, including the VW/Audi proprietary cable.

2015 VW GTI 2-Door Engine-001

Drivetrain

As you’d expect from a hot hatch, a 2.0L turbocharged four-cylinder engine sits under the GTI’s hood. For 2015, the 2.0L engine has been reworked to deliver 210 horsepower and 258 lb-ft of torque. That’s a slight power bump but a fairly healthy torque increase over the last gen GTI. Thanks to the turbocharger and direct-injection, we get the expected “power plateau” rather than a curve with all 210 ponies pulling from 4,500-6,200 RPM and all the torque available from a low 1,500 RPM to 4,400. If you opt for the $1,495 performance package, peak power rises slightly to 220 hp from 4,700-6,200 while torque remains unchanged at 258 lb-ft but hangs out for 200 more RPM at the top end.

All GTIs start with a standard 6-speed manual transmission including the top end Autobahn trim. Shoppers can add a 6-speed DSG to any trim. In a nod to enthusiasts, the DSG and performance package are neither forcibly bundled nor mutually exclusive. Standard on all models is VW’s XDS system which has caused some confusion among potential shoppers so allow me to explain. XDS is not a true limited slip differential. Instead, it is an advanced software package added to the car’s ABS and Stability Control systems. The software reads yaw, steering angle, wheel slip, etc and uses the vehicle’s brakes to act as both a limited slip differential and a torque vectoring differential depending on the situation. The system will gently brake the inside wheel in a corner to help “vector” torque to the outside wheel and give a more balanced feel to the car. The system also responds to potential torque steer making all GTI models more civilized.

The performance package adds an electronically controlled limited slip differential; although the design is very different than the eLSDs you see in RWD applications, the function is similar. The VAQ system (Vorderachsquersperre in German) uses a multi-plate clutch pack to deliver limited slip, full locking and torque vectoring across the front axle. VAQ does not replace XDS, instead you get both systems working for you at the same time.

2015 VW GTI 2-Door Manual Shifter-001

Drive

The GTI we got our hands on for a week was a four-door model without the performance package. I’m glad I was able to test a GTI in this configuration because it allows me to say: get the performance package. Not for the additional ponies, or even the trick eLSD, but for the upgraded brakes and the ability to get the $800 dynamic damper package (DDC). The previous generation GTI was so eager to please, it was easy to overwhelm the standard brakes. Although the new model appears to have improved this on base trims, the upgraded stoppers are worth every penny. The standard suspension can feel a little too firm over broken pavement and at times this causes the rear to get unsettled on a poorly paved corner. The DDC package allows the suspension to deliver a more compliant highway ride and a firmer autocross ride. It also helps settle the GTI’s rear end on rough pavement.

Our best 0-60 run rang in at a 5.75 seconds which is an improvement of nearly a half second over the last generation GTI, 2/10ths faster than the last Focus ST we tested and 4/10ths faster than a dealer provided MINI Cooper JCW. If you opt for the DSG, your 0-60 runs will be a hair slower but much more consistent. Interestingly enough, this is only a hair slower than the EcoBoost Mustang.

2015 VW GTI 2-Door Gauges-002

The mission of the hot hatch could not be more different from the pony car. The Mustang is a large coupé with rear wheel drive, sexy lines and V6 and V8 engines that are shared with the F-150 pickup. The hot hatch formula starts with a practical compact hatchback, then you add stiff springs and bolt a turbo charger to a small displacement engine. For 2015, Ford added independent suspension and a 2.3L turbo to the Stang making comparisons more rational.

Obviously, driving dynamics are what separate the GTI from the Mustang, but it’s more about feel than speed around a track. As our friends over at MotorTrend recently discovered, the better balanced rear wheel drive Mustang was actually slower around a figure-eight than the GTI. Although that proclamation surprised some, it didn’t surprise me at all, given the VW weighs nearly 500lbs less. You’ll notice I haven’t said anything about steering feel. That’s because there isn’t any. A wise man once told me to never confuse steering weight with steering feel. The GTI’s tiller is well weighted but the FWD layout and the electric power steering suck all the life out of it.

2015 VW GTI 2-Door Exterior Rear1

Part of the reason the GTI did so well is the standard XDS system which nearly eliminates torque steer. In concept it is quite similar to what Ford uses to control the Focus ST’s front end but in the real world the VW system is more effective. Trouble is, half the fun of having a hot hatch is “riding a bull” – where your foot is on the floor and your hands and mind are fully engaged trying to keep the car going in a straight line. (The old Mazdaspeed3 acted like its steering rack was possessed by demons from hell.) MINIs Cooper JCW slots between the GTI and the Focus ST in civility. Add the VAQ eLSD to the GTI and things go to the next level with very little drama when accelerating around sharp corners. While I found the feeling a little artificial at times, I can’t deny it is faster.

Pricing for 2015 starts at $25,095 for the 3-door GTI and tops out at $35,950 for the 5-door Autobahn edition with all the options. Although VW limits navigation to the top-trim, you can add the DSG to any trim for $1,100, Performance Package for $1,495, steering HID headlamps for $995 and for $695 they will tack on front/rear parking sensors and a radar based collision warning system. If you want the $800 DDC (dynamic dampers), you have to start with the SE trim with the Performance Package ($29,280 3-door, $29,880 5-door). In a nice change from the industry norm, the transmission selection doesn’t alter the availability of the other options and the top-end Autobahn doesn’t force you to get the DSG.

2015 VW GTI 2-Door Exterior Rear-002

Ford’s Ecoboost Mustang starts $300 higher than the GTI while the Focus ST starts nearly $2,000 lower. The MINI is in a universe all to its own with the JCW starting over $8,000 higher. The ‘Stang gets standard HID lamps in the turbo trim making both Ford models less expensive than the VW when comparably equipped. Unlike VW, Ford also allows you to add navigation to their less expensive trims and the ST gets some seriously comfortable Recaro seats in most trims.

At the end of the week, the GTI’s charms were clear: this is a hot hatch with few compromises. The MINI is cute but slower and much more expensive. The GTI has a more comfortable back seat than the Mustang and, although it’s less fun, it is faster in some situations. The WRX isn’t a hatch anymore and if you want an automatic your only option is a soul-sucking CVT. The Focus gives a more raw and direct experience, but the added weight means it’s no faster than the GTI in just about any situation. The final nail in the coffin for the competition is the GTI SE with the limited slip differential, dynamic suspension and the DSG. For $32,000, a GTI equipped in that way won’t be as much fun as others, but with all that and 28 MPG combined, it may be the best daily driver on sale. Sacrilege you say? Perhaps, but that configuration is the truest to the hot hatch concept: make a daily driver as much fun as possible.

Mission accomplished.

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

Specifications as tested

0-30: 2.5 Seconds

0-60:5.75 Seconds

1/4 Mile: 14.31 @ 98 MPH

Average Economy: 29.8 MPG over 675 miles

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2015 Lexus IS 350 F Sport Review (With Video) http://www.thetruthaboutcars.com/2015/05/2015-lexus-350-f-sport-review-video/ http://www.thetruthaboutcars.com/2015/05/2015-lexus-350-f-sport-review-video/#comments Mon, 04 May 2015 12:00:34 +0000 http://www.thetruthaboutcars.com/?p=1056498 BMW moved over 140,000 3-Series’ last year in America. They didn’t do this by being the most luxurious option or by being the best handling option. (The truth is hard to hear, I’m sorry.) Instead, BMW did this by doing exactly what shoppers asked for; luxury car buyers want a comfy ride with a luxury logo […]

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2015 Lexus IS 350 F-Sport Exterior -002

BMW moved over 140,000 3-Series’ last year in America. They didn’t do this by being the most luxurious option or by being the best handling option. (The truth is hard to hear, I’m sorry.) Instead, BMW did this by doing exactly what shoppers asked for; luxury car buyers want a comfy ride with a luxury logo on the front, good fuel economy and to read reviews that extol the track-day virtues of their car of choice. The average buyer will never be on a track, but it’s critical to know your car belongs there.

What BMW dealers don’t want you to know: there are two sedans in this segment that are arguably better on the track than a 328i or 335i and we’re talking about one of them today, the IS 350 F Sport.

Exterior

Lexus’ exterior styling used to strike me as graceful, sophisticated and reserved. Apparently, however, the front end got no respect on the Autobahn, so the F Sport nose was created. While I can’t say if it commands more respect in Germany, the ginormous grille on our IS 350 F Sport looked ready to devour small children and subcompact cars alike. While some folks have said they dislike the gaping maw, I actually like it. What I’m not a fan of are the separate headlamp and “Nike-swoosh” daytime running lamp modules; I find the look a little discordant. Whether you like it or not, you have to admit this front end is more dramatic than anything on offer from BMW, Mercedes, Audi or Infiniti.

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Out back, less has changed, with the rear being more reserved than the front. But it’s the side profile where things really divert. The IS is 3.5 inches longer than the last generation model and most of the increase goes to the rear seat area – although, some of it also goes to the trunk, making the IS look more balanced than before. Thanks to pedestrian impact regulations in Europe, the front end has become blunter (just as we have seen from the Europeans lately), which actually helps the front 3/4 view. I think the Cadillac ATS is the most attractive sedan in this segment, but the IS in F Sport trim leaps up the scale to number 3, just behind the ATS and 3-Series.

2015 Lexus IS 350 F-Sport Interior -005

Interior

While BMW and Audi have opted for an open and expansive interior theme, the IS feels tight and close to the driver by design with a high beltline and tall center console. F Sport models get a configurable LCD disco dash instead of the white-on-black gauges we normally expect from the brand. Similar to Volvo’s new LCD instrument cluster, the display can seem a little lost in the binnacle as the binnacle normally houses a wider traditional dial cluster. Since Cadillac has yet to move their large LCD instrument cluster down-market to the ATS, there really isn’t any competition for this display at the moment.

As you’d expect from Lexus, one can still get acres of stained wood and soft leather, but neither are standard. Like most entries in this segment, leather is reserved for specific packages and wood is an optional upgrade. Front seat comfort proved excellent during my week. The sport seats easily bested the Audi A4, Cadillac ATS and the base seats in the BMW 328i or Mercedes C300. Wider folks should know that the bolstering is pronounced and the F Sport trim doesn’t have an option to delete the sport seats.

Thanks to the wheelbase stretch, combined legroom is up by 2.6 inches inside which places the IS towards the top of the group in total legrooom. Nobody expected the BMW 3-Series to grow as much as it did in its latest incarnation, which becomes quite obvious when you run the numbers. The 3-Series boasts the second best legroom figures behind the much larger Infiniti Q50. The Lexus offers a slightly larger trunk, but I found the overall trunk dimensions to be more advantageous in the BMW.

2015 Lexus IS 350 F-Sport Interior -003

Infotainment

The 2014 redesign of the IS brought a raft of new features from traffic maps on non-navigation equipped models to predictive traffic, improved voice recognition and smartphone integration. Alas, the lord giveth and he taketh away. Along with the new software comes Lexus’ Remote Touch input device, or as I prefer to call it: the Lexus joystick. I find little joy in the mouse-like controller, but it is better than the trackpad you find in the NX. The controller is the textbook example of the difference between an intuitive input method and one that is optimized for use in a car. The joystick is intuitive, it’s just not well suited to a vehicle as it requires much more eye-off-the-road time. I grabbed a few friends and had them perform a few identical functions in the Lexus and a BMW with iDrive while I watched their eyes. It simply takes longer for you to find what you need in the Lexus system. Oddly enough, the same Lexus software without a touchscreen is one of the least distracting available, but you can only get that in the GX and LX. If you don’t buy navigation, you still get the 7-inch screen but trade the joystick for a rotary knob.

Lexus doesn’t offer any sort of heads-up display a la BMW, but you can gadgets like radar cruise control, Mark Levinson branded audio system, blind spot monitoring and lane departure warning.

2015 Lexus IS 350 F-Sport Engine-004

Engine

Standing somewhat alone in this segment is a 100-percent naturally-aspirated engine lineup. While everyone but Infiniti has moved to a turbo four to fill the bottom end, Lexus has stuck with their tiny V6. (I’m not counting the 2.5-liter four-banger in the base ATS. Why? Who would?) Displacing 2.5 liters and sporting direct injection, the IS 250 is good for 204 ponies and 185 lb-ft of torque. [It’s the least powerful V6 currently on sale. -Ed] While many in the industry would once have complained about a base luxury model without an inline-6 engine, this V6 now competes with four-cylinder engines. Although a V6 isn’t as balanced as an I6, it’s miles ahead of an I4. The model we tested is the 3.5-liter V6 IS 350. Adding a liter bumps power to 306 and torque to 277. For reasons known only to Lexus’ product planning team, the 220 horsepower IS 300h remains forbidden fruit on our shores.

Lexus tends to be a cautious company when it comes to adopting new technology and, as a result, the 2.5-liter V6 and AWD models of the 3.5-liter have to make do with ye olde 6-speed automatic from Aisin. If you get the RWD version of the IS 350 that we tested, you get Aisin’s new 8-speed auto, a variant of the transmission used in the Corvette and select Cadillacs.

2015 Lexus IS 350 F-Sport Instrument Cluster_

Drive

The naturally aspirated engine lineup is the first thing you will notice about the IS out on the road. Much like the 3.6-liter V6 in the ATS and the 3.7-liter V6 in the Q50, power builds in a linear fashion. This is quite different from the C400, 335i and other turbo entries which typically have torque and horsepower “plateaus” with sharp drops on either end. 0-60 acceleration in our F Sport tester came in at 5.6 seconds – not a bad time by any stretch. However, Volvo’s front-wheel-drive S60 T6 Drive-e will do the same sprint in 5.4. The purist in me prefers the feel and unadulterated sound a naturally-aspirated engine delivers, but the pragmatist in me realizes the C400, 335i, S4 and S60 T6 will all beat the IS to the freeway ramp. Opting for Lexus’ AWD system improves grip, but the loss of two gears causes the 0-60 time to stretch to 5.7 seconds, getting close to the less powerful BMW 328xi. AWD shoppers also have to live with an odd hump in the front foot-well caused by the transfer case and driveshaft to the front axle.

The responsiveness of the IS in tight corners demonstrates how much time Lexus spent engineering the suspension. The old IS came across as isolated, perhaps even sloppy, while this chassis is sharp and crisp. Every system feels like a team player, from the suspension to the transmission shift logic and the revised double-wishbones up front. The IS quite simply delivers the best feel in the corners and out on the track with every system tuned to near perfection. (Bear in mind we still have electric power steering, so it’s all relative.) The IS actually manages to feel a hair more precise, although not as engaging, than the E90 3-Series (previous generation). The F30 (current generation) has traded handling prowess for a softer ride and a ginormous back seat. And therein lies the rub: the change has improved BMW’s sales rather than stopping the gravy train. Meanwhile, the Audi and Volvo plow like a John Deere when they encounter a corner and the Mercedes feels just as you would expect – heavy and soft. The purist in me prefers the crisp handling and impeccable feel of the IS on a track. The pragmatist in me is keenly aware that feel doesn’t actually get you around a track. That’s where power comes in. Because of the power deficit, the 335i, S60 T6 AWD, C400 and S4 are all faster around your average track. If you’re talking autocross, the IS has a chance, but even the Volvo will beat it around Laguna Seca.

2015 Lexus IS 350 F-Sport Headlamps

Competition

Comparing the IS 350 with the 335i seems like the natural thing to do – after all, they both have “3” in the model number – but a more apt comparison is the 328i. The IS 350 slots between the 328i and the 335i in both price and performance, but price is critical. Meanwhile IS 250 performs more like the 320i than the 328i.

The IS 350 F Sport manages to be a hair less than a comparably equipped 328i M-Sport, which is an excellent start. Despite costing a fraction less, the Lexus delivers considerably more refinement under the hood, better acceleration and more driving feel in the twisties. Our F Sport was notably less expensive than a Mercedes C300, and even when you add AWD to the Lexus, it’s still the more willing partner on your favorite mountain highway.

2015 Lexus IS 350 F-Sport Exterior -006

Audi’s A4 ends up being around the same price as the IS 350 while Volvo’s S60 is the discount option. Both the Audi and the Volvo start as FWD vehicles but add AWD to compensate for their front heavy designs. Unless you step up to the considerably more expensive S4, the Audi comes across as underpowered and all versions of the A4 feel nose heavy in comparison. The Volvo has a similar weight issue up front but the Swedes will happily drop a powerful turbo engine under the hood, mate it to AWD and sell it for less than the Lexus. The resulting S60 R-Design will out-pace the IS 350 F Sport but the experience will be much different. The Volvo will be understeering like mad in the corners; the IS will feel balanced and poised. Unfortunately, the Lexus’ driver will have to enjoy the feel while looking at the S60’s tail lamps.

The Infiniti Q50 is the often forgotten competitor. Nissan’s luxury arm has never quite reached the same status as Lexus as far as brand perception – perhaps that’s why. Never the less, the Infiniti has good looks and a low price tag on its side. Even the $37,150 base model starts with a 328 horsepower 3.7-liter V6. It’s still slower than BMW’s 335i, but at 5.2 seconds to 60, it is among the faster options. If you want more power and better economy, Infiniti will sell you their hybrid version that scoots to highway speed in 4.9. Comparably equipped, the Q50 is about $2,000 less than the F Sport we tested, making it the best RWD deal in this segment.

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After a week with the IS 350, I’ll admit I was torn. The way the IS drives and feels on my mountain road commute is incredible. The way the IS feels on a track is alluring. And the value proposition is undeniable. Lexus’ well deserved reliability reputation and generally lower operating costs means the IS will cost less to own. All these things should mean my purist and pragmatic boxes will be well and truly checked. The Lexus has the luxury and track-day-diary cred to compete with the competition, but the infotainment system in the IS and slower 0-60 time keep the Lexus from being my choice in this segment. If my money were on the line, I’d live with Infiniti’s questionable steer-by-wire system and get the Q50S hybrid instead. You get more room inside, a 0-60 time matching the 335i and 31 MPG. While the IS 350 F Sport represents a good value against BMW’s volume 3-Series model, they still have nothing to compete properly with the 335i. Yes, the IS 350 F Sport feels better and road holds better than a comparably equipped 335i. But, as BMW has recently shown, perhaps going around a corner perfectly isn’t all that important after all.

 

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

Specifications as tested

0-30: 2.2 Seconds

0-60: 5.6 Seconds

1/4 Mile: 14.8 Seconds at 100 MPH

Average Observed Economy: 20 MPG over 674 miles

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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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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.

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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.

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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.

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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.

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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.

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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.

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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

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Review: 2015 Kia Soul EV (With Video) http://www.thetruthaboutcars.com/2015/04/review-2015-kia-soul-ev-video/ http://www.thetruthaboutcars.com/2015/04/review-2015-kia-soul-ev-video/#comments Thu, 16 Apr 2015 13:00:49 +0000 http://www.thetruthaboutcars.com/?p=1042177   EV “conversions” make for strange bedfellows when it comes to competition. There is no gasoline Kia Soul that competed even slightly with Mercedes or BMW. Oddly enough however, when you electrify one of the least expensive cars in America, you end up with with a Kia on the same cross-shop list as the i3 […]

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EV “conversions” make for strange bedfellows when it comes to competition. There is no gasoline Kia Soul that competed even slightly with Mercedes or BMW. Oddly enough however, when you electrify one of the least expensive cars in America, you end up with with a Kia on the same cross-shop list as the i3 and B-Class Electric. Obviously a Kia Soul EV vs i3 vs B-Class comparison table is at the extreme end, but I am surprised how many folks wanted to hear that comparison. It isn’t just the luxury-cross shops that become possible however, comparisons normally considered to be “one-tier up” and “one-tier down” become more reasonable as well. For instance, the gasoline Soul isn’t a direct competitor to the Fiat 500 or the Ford Focus, but in EV form they are head to head.

Exterior

The Soul’s boxy profile causes shoppers to frequently overestimate its size. At 163 inches long, the Soul is 16-inches shorter than a Honda Civic and just three inches longer than a Honda Fit. The relative size and the low $15,190 starting price (in gasoline form) are the key to understanding the Soul in general terms. You must also keep that low starting price in mind when thinking of the Soul EV.

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Although the boxy Kia isn’t very long, it is fairly wide. At 70.9 inches wide, the Soul is three critical inches broader than a Honda Fit. This extra width helps keep the Soul from looking too upright (like the Honda Fit) and, from a practical standpoint, it gives rear passengers a wider bench seat than many compact vehicles on the market.

To set the EV apart, Kia crafted unique paint options which include the two-tone blue/white model we tested. Aside from the desire to differentiate the product, the white roof actually reduces heat loads in hotter climates. Kia is a brand known for cutting corners. Last century Kia famously cut all the wrong corners, but lately they started cutting all the right ones. In order to keep the EV’s price, low Kia skipped fancy LED or HID headlamps and used that cash to give upper level trims front and rear parking sensors and power folding mirrors. That’s a worthy trade in my book since many EVs end up being city commuter cars where parallel parking is a way of life.

I have to admit I find the Soul’s boxy form attractive. Maybe it’s my love of station wagons, but the practical profile made me smile. The tweaked front end which ditches a true grille due to reduced cooling requirements makes the Soul look more elegant than in base form as well. While I wouldn’t call it a luxury look, the Soul EV is certainly better looking than the Spark EV or LEAF and it’s a more traditional alternative to the BMW i3.

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Interior

I found the Soul’s interior to be more polarizing than the exterior, but style and not quality is where people were mixed in opinion. With the latest redesign, all Soul models get a soft-touch injection molded dashboard but the feel of the cabin does change from the base gasoline model to the top end trims. The difference seems to be that rather than swapping nicer bits into the higher end cabins, Kia designed a $25,000 cabin and then subtracted to create the base models. Things like the fabric headliner, stitched instrument cluster cover, sort touch door panels and leather wrapped wheel get swapped for lower rent parts in that base $15,190 model. The result is a high-end Soul interior that looks cohesive and a low end Soul interior where interior parts look out of place. Surprised? Then you haven’t driven mid-range or upper trim levels of the latest generation Soul. Kia brought the cheeky box notably up-market in this generation and all EV models use the nicer interior parts.

For EV duty the Soul is available in two trims with essentially no options to choose. The “Base” model is $33,700 (before tax incentives) and the “+” is $35,700. You should know that both trims actually fit into the Soul’s hierarchy between the gasoline + and ! models in terms of features. The $2,000 bump buys you leather seats that are heated/ventilated up front and heated in the rear, heated steering wheel, front and rear parking sensors, fog lamps, power folding mirrors, auto-dimming rear view mirror and leatherette inserts in the doors. The ventilated seats are unique in the EV segment and they are more practical than you might think. We have all heard that it consumes less power to heat the seats and steering wheel than heat the air, but the same goes in hot weather: ventilating the seat consumes less energy than cooling the cabin to a lower temperature. Having the Soul EV back to back with the VW e-Golf made this more obvious than I had expected. Although the Soul EV isn’t as aerodynamic as the e-Golf I was able to get similar highway economy figures by using the ventilated seats instead of the A/C.

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Speaking of air conditioning, Kia decided to use a more expensive heat pump in the Soul EV instead of a standard air conditioning and resistive heater setup that you find in most EVs. Heat pumps are becoming more and more common because they drastically reduce the energy consumed in heating the cabin. If you live in a colder climate, the reduction in energy consumption can potentially mean 5-10 miles more EV range.

The Soul’s front seats are upright and comfortable, but not as adjustable as the gasoline Soul ! which has a 10-way power seat and adjustable lumbar support. This is a shame because it would have made the Soul’s cabin more welcoming than any of the other EVs on the market save Tesla’s new seat design. Headroom and legroom are surprisingly generous thanks to the upright seats and tall roofline. With the front seats adjusted for a 6-foot 5-inch friend, I had no troubles sitting in the back seat. Because the Soul is wider than your average subcompact it has three snug seats in the rear, one more than you’ll find in the 500e, Spark EV or i3. Because most EVs are weight conscious (read: full of hard plastics), only the Mercedes and Tesla offer interiors that feel overtly higher rent. The i3’s interior is difficult to compare as parts are high quality, but the kneaf/plastic blended door and dash panels don’t feel particularly expensive

Infotainment

Perhaps the most attractive feature in the Soul, aside from the ventilated seats, is the 8-inch UVO infotainment and navigation system that is standard on both trims. Kia builds on their easy-to-use software with perhaps the most EV specific information available in a car this side of a Model S. In addition to the standard fare of range and nearby charging stations, the UVO software will let you see where your power is going, score your driving, tell you how much farther you could go if you turned off the AC, and give you charging time estimates. None of these features are unique to the Soul, but not every EV out there gives you ALL of this information in one unit. In addition Kia has a smartphone connected app that will do much of this from afar.

On the downside, UVO still lacks voice command of your media library like you’ll find in most of the mass-market competition from Chrysler, GM, Toyota, Ford and to some extent Honda, but the is the only serious omission in this software. Again however the EV comparisons make even this contrast difficult since the EV’s from those companies don’t include this feature either. The UVO interface is snappy, supports scrolling/drag motions with your fingers, includes a built in cell modem for connectivity features and the voice recognition software is intuitive. The display is large and easy to read in strong daylight and the user interface is sleek and modern. BMW’s iDrive is still the most elegant entry, but only in top end trims as the base i3 gets a less elegant iDrive implementation. Mercedes COMAND is pretty, but lacks UVO’s feature set. Sadly EV owners cannot get Kia’s up-level Infiniti sound system with a center channel speaker, subwoofer and color-changing speaker grills that beat in time with the music. Rocking hamsters need not apply.

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Drivetrain

Powering the electrified Soul is a 109 horsepower AC electric motor capable of 210 lb-ft of torque.  The motor sends power to the front wheels via a single-speed automatic transaxle. (Many of you asked why we call it a “transmission” when it is little more than a reduction gear set with a differential. I don’t have a good answer for you, I call it a transmission because the company that made it calls it a transmission.) Although the curb weight of the Soul EV is a hair lower than the e-Golf (3,286 vs 3,391) and the motor isn’t really much more powerful, 0-60 performance was inexplicably better at 8.5 seconds vs 10.03 seconds. Perplexed by the fast sprint to highway speed? So was I. Many publications have simply quoted Kia’s vague 10-11 second range for the acceleration run, but we tested it several times with the same 20Hz GPS based accelerometer and got the same numbers. The difference is likely due to the gearing and hopefully we’ll be able to get some 0-60 comparisons on other models soon to confirm this, or not.

BMW’s i3 is one of the lightest EVs, tipping the scales 751lbs lighter than the Soul. However, not all the weight difference is explained in the ultra-modern carbon fiber and aluminum BMW construction, the Soul EV carries a battery that is a whopping 44% larger in usable capacity. At 27kWh the Soul’s battery is (at the moment) only outclassed by the B-Class and Model S. Sadly, the laws of physics don’t allow the Kia to have 44% more range than the i3 thanks to considerably wider tires, the heftier curb weight and less aerodynamic profile. For 2015 the EPA says the Soul will cover 93 miles depending on your driving style, about 12 more than the i3. BMW’s numbers were about right, getting around 83 milesin my tests but the Soul EV is rated conservatively (likely due to the brick-like aerodynamics) but I averaged 4.2 miles per kWh which translates to a 113 mile range on my daily commute. Not willing to push things, I did manage a 90 mile trip with about 16% of the battery left.

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Kia’s balancing act between features and keeping costs in check can be seen in the drivetrain as well. The trade-off for the hefty battery capacity is a standard 6.6kW charger which is not slow, but it is slower than the 7.2kW in the e-Golf, 7.4kW in the i3 and 10kW in the Mercedes. Thankfully all Soul models come standard with the CHAdeMO DC fast charge connector up front (the large connector on the right in the picture above). The new SAE (aka CCS) connector may be slimmer and newer, but CHAdeMO outnumbers the newer stations by more than 4:1 in the SF Bay Area and the charging rate is essentially the same. Charging at 120V will take you over 24 hours, at 6.6kW 240V that drops to 4 hours and the little blue box will race from 5% to 80% in under 30 minutes at a coffee shop with a CHAdeMO station.

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Drive

The Soul has never been a driver’s car. The prime reason is Kia’s decision to use a semi-independent suspension in the rear to improve cargo room and load capacity. This means the rear of the gasoline Soul gets upset over heavily broken pavement when driving in a straight line, and in corners rough pavement leaves it unsettled. By adding 500lbs to the vehicle and shifting the weight balance nearer to 50/50 to the rear, the Soul EV delivers improved feel without any major mechanical changes. Because the Soul’s wheelbase is still fairly short the ride can feel slightly choppy on freeway expansion joints, but the added weight brings added polish with it and actually helps settle the rear in corners.

There isn’t an EV out there that excels at handling (even Model S tests on the skidpad yields lower numbers than the gasoline competition) and the Soul is no different. The EV Soul has unquestionably better balance than the gasoline model, and that is obvious on winding roads, but the 205-width low rolling resistance tires and extra weight mean that handling comes in just above the base Soul model (which wears even skinnier tires.) I found the Kia more engaging than the Nissan Leaf, but less engaging than the Focus Electric and e-Golf. In sheer road holding numbersm the Soul and i3 are quite close according to independent metrics, but the the i3’s RWD layout makes it more fun. The Soul’s steering wheel gives precious little feedback but the effort level is adjustable in three levels and no EV’s steering is a “team player” anyway.

Driving dynamics aren’t the Soul’s Forte (see what I did there?) but then again, no EV on the market today does terribly well in this area either. Instead, the Soul EV checks all the practicality and usability boxes from a large and practical cargo area to energy saving features like the standard heat pump and available ventilated leather seats which you don’t find on even the i3 or B-Class. Making the Soul EV perhaps more compelling is Kia’s long standard warranty and the bottom line. If you qualify for the maximum in incentives, the Soul EV ends up being only $1,000 more than a comparable gasoline Soul while costing $800 less to operate on a yearly basis. It may be a low bar, but the Soul EV is easily the best all-around EV on the market today. The more surprising takeaway however is how well the Soul actually stacks up against the high-end competition despite being based on a $15,190 econo-box.

Kia provide the vehicle, insurance and one battery charge for this review. Nissan provided a free charge via one of the Nissan CHAdeMO charging stations in Redwood City.

Specifications as tested:

0-30: 3.3 Seconds

0-60: 8.5 Seconds

1/4 Mile: 16.8 Seconds @ 82 MPH

 

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Piston Slap: When to Drop Full Coverage Insurance? http://www.thetruthaboutcars.com/2015/04/piston-slap-drop-full-coverage-insurance/ http://www.thetruthaboutcars.com/2015/04/piston-slap-drop-full-coverage-insurance/#comments Wed, 15 Apr 2015 12:23:13 +0000 http://www.thetruthaboutcars.com/?p=1042041   N.C. writes: Sajeev, We have 5 cars and 4 drivers. My wife and I drive the three oldest vehicles: 2003 LS430, 2005 Z4, and 2000 Frontier. My question is regarding collision insurance on the Lexus and the BMW. I currently carry full coverage on both and am considering dropping collision coverage to save money. […]

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Nice intake. (photo courtesy: finance.zacks.com)

N.C. writes:

Sajeev,

We have 5 cars and 4 drivers. My wife and I drive the three oldest vehicles: 2003 LS430, 2005 Z4, and 2000 Frontier. My question is regarding collision insurance on the Lexus and the BMW. I currently carry full coverage on both and am considering dropping collision coverage to save money.

 

KBB and Edmunds show a range of values for the Lexus of between $5800 to $6200, (trade-in value that is, which is what the insurance company would want to pay if a claim was made) and the BMW is between $8100 and $6600. Both vehicles are mechanically sound and used for daily drivers. My youngest child will be a freshman in college in the fall and I would like for both of these vehicles to last for 4 more years before we consider replacing them. When does it make financial sense to drop collision coverage?

Sajeev answers:

I hate these questions, they are in the eye of the beholder.  Do you love these cars more than any replacement? Do you have big monthly expenses you have to worry about? Student loans, child support, tax spikes, etc? 

If you don’t care for the cars, can afford to take a total loss from an uninsured motorist and value more cash in your wallet every month; by all means, switch to basic coverage.

I like full coverage. But you don’t have 15+ year-old cars with rare options (that matter to fanbois) expensive-ish modifications (headers, fancy torque converters, acres of dynamat) making them irreplaceable.  You save a ton of money over basic coverage when something terrible happens (i.e. the claim’s payout) or by getting that terrible thing fixed (with or without a rebuilt title, depending on your state’s law).

Full coverage isn’t much more than basic to me, but you wanna know what really sold me?

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One morning I walked out to this scene: reeeeeeeal lucky that branch only scratched my trunk and busted my tail light. The paint buffed okay, a decent used light was $35 shipped from eBay that same morning.

The money I saved this time ’round went to $45 of Harbor Freight’s finest cutting tools: the saw is actually great for limited-use suburbanites! No matter, they made short work of the branch and the affair was pretty damn fun, actually.

 

But I won’t tempt fate again. I know when to drop full coverage insurance, and I don’t anticipate that need. Heck, I might switch to stated value just because I am such a Lincoln-Mercury fanboi.

 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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Review: 2015 Volkswagen e-Golf (With Video) http://www.thetruthaboutcars.com/2015/04/review-2015-volkswagen-e-golf-video/ http://www.thetruthaboutcars.com/2015/04/review-2015-volkswagen-e-golf-video/#comments Sat, 11 Apr 2015 19:24:27 +0000 http://www.thetruthaboutcars.com/?p=1037841 Because I live in California, it seemed only fitting that my first taste of the new Golf arrived in electric form: the 2015 VW e-Golf. (Why e-Golf? Because “Golfe” just sounded silly.) The Golf isn’t just the first Volkswagen EV in the US, it’s also the first VW built on the new MQB platform which […]

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2015 Volkswagen eGolf Exterior-001

Because I live in California, it seemed only fitting that my first taste of the new Golf arrived in electric form: the 2015 VW e-Golf. (Why e-Golf? Because “Golfe” just sounded silly.) The Golf isn’t just the first Volkswagen EV in the US, it’s also the first VW built on the new MQB platform which promises reduced weight and lower development costs. While MQB isn’t a dedicated EV platform like Nissan’s LEAF, it was designed to support electrification from the start rather than being converted like the Fiat 500e. While that may sound like a quibble, the difference is noticeable as the e-Golf feels like a regular VW that happens to be electric. The e-Golf also demonstrates just how rapidly EVs have evolved since the LEAF launched in 2010.

Exterior

Volkswagen has always been a company that prefers restrained elegance when it comes to design and the new Golf is no different. While some described the look as boring, I generally appreciate design evolution more than design revolution because the latter leads to products like the Aztek. The downside to VW’s design evolution is that the Golf doesn’t look all that different from the last Golf, but VW owners tell me that’s how they like it. Park it next to the last VW hatch and you will notice a difference. The 2015 model is longer, wider and lower than its predecessor with a longer hood and a shorter front overhang. The result is a more grown-up hatch than ever before that also schleps more stuff than ever before.

For EV duty, VW swaps in their first US-bound LED headlamps, and (according to a product announcement released when we had the e-Golf) will swap them back out if you opt for the new starting trim of the e-Golf which is coming soon. We also get a revised DRL strip of LEDs curving around the front bumper that gives the electric version a distinctive look in your rear-view mirror. Finishing off the transformation are blue accents here and there, EV specific wheels and unique badging. From a functional standpoint, the electrically heated windshield (ala Volvo and Land Rover) helps reduce energy consumption by heating the glass directly instead of heating the air and blowing it on the glass.

2015 Volkswagen eGolf Interior.CR2

Interior

Changes to the new interior are as subtle as the exterior. It was only after sitting in a 2012 Golf that I realized that parts sharing appears to be somewhere near zero. Although the shapes are similar, everything has been tweaked to look more cohesive and more up-scale. The console flows better from the climate controls, infotainment screen and knick-knack storage all the way to the armrest. The dashboard design is smoother and more Audiesque and the door panels have improved fit and finish with slightly nicer plastics. Keeping in mind that the Golf competes with the Hyundai Elantra GT, Ford Focus, Mazda3, Chevy Sonic, and Fiat 500L, this is easily the best interior in this class.

When it comes to the e-Golf things get murky. Since most auto companies have just one EV model, the electric Golf competes with a more varied competitive set spanning from the Spark EV and 500e to the BMW i3 and Mercedes B-Class Electric. In this competitive set, the VW still shines with an interior that isn’t that far off the B-Class or the i3 in real terms. The only oddity here is that the e-Golf does not offer leather in any configuration. The new base model gets cloth seats which are comfortable and attractive but the top end trim we tested uses leatherette which is attractive but doesn’t breathe as well as leather or cloth. Breathability is a problem the Spark’s leatherette seats also suffer from and is especially important in an EV where you frequently limit AC usage to improve range. Kia’s Soul EV is a stand-out in this area by offering real leather and ventilated seats which consume less power than running the AC.

2015 Volkswagen eGolf Interior-0031

Infotainment

The redesign of the Golf includes a refresh of VW’s infotainment lineup. Sadly however, this is the one area where revolution would have been preferable to evolution. The VW infotainment software, even in our up-level unit with nav, still lags behind the competition. The unit features expanded voice commands, finger gestures (like scrolling), snappier navigation software and a proximity sensor to clean up the interface when your digits aren’t near the screen. Most of the system’s graphics have been improved and the media interface is more attractive than before. Sadly however the system still lacks the ability to voice command your media library and the screen is notably smaller than the huge 8-inch screen in the Kia Soul.

2015 Volkswagen eGolf Interior Gauges

Instead of giving EV models a funky disco-dash like most EVs, VW keeps the four-dial analog cluster  and monochromatic multi-information display with a few changes. Instead of a tachometer we get a sensible power meter showing how much oomph you are commanding. Instead of an engine temperature gauge VW drops in an “available power” gauge that tells you how much power you can draw from the battery pack. In cold weather, or when the battery is too hot or too cold the discharge rate will slow.

I appreciate the simplistic gauge cluster, it’s classier than disco-dash in the LEAF while displaying essentially the same information. On the downside, the rest of the e-Golf’s systems lack the EV-specific features we have come to expect in EVs and hybrids. The extent of the EV information in the infotainment system is a single screen that shows your range. Most of the competition provides insight into how much energy your vehicle’s systems are consuming, how much additional range you’d get by turning your AC off or how long your battery would take to charge on various power sources. In fact the only way you’d know how long the e-Golf would take to charge is by plugging it in and reading the display that flashes the time to charge briefly. For more information VW directs you to their smartphone app, but those looking for a more integrated solution should look elsewhere.

2015 Volkswagen eGolf Motor-001

Drivetrain

Powering the e-Golf is a 115 HP synchronous AC motor capable of delivering 199 lb-ft of torque at low RPMs. That’s 55 fewer ponies, but the same amount of torque as the regular Golf’s 1.8L turbo engine. Logically the performance is lazy when compared to the turbo Golf thanks as much to the single-speed transmission as to the added weight of the e-Golf’s battery pack. 60MPH happens in a Prius-like 10.03 seconds, about 2-seconds slower than the TSI. Because the MQB platform was designed with EVs and hybrids in mind, the large 24.2 kWh (estimated 21.1 kWh usable) battery fits entirely under the vehicle with no intrusion in the passenger compartment and little overall compromise in terms of cargo capacity.

Early reports indicated that VW was going to liquid cool the battery pack like GM does in their EVs but the production e-Golf uses a passive battery cooling system instead. VW engineers tell us that the lithium nickel manganese cobalt oxide (NMC) cells from Panasonic lend themselves well to packs of this nature and it ultimately helps them reduce weight and complexity. Like most manufacturers VW will warrant the pack for 8 years and 100,000 miles against capacity drop larger than 30%. This means that your EPA range starts at 83 miles and would have to drop to around 53 miles in that window to get it repaired or replaced.

Charging is always a concern with EV shoppers so VW dropped in one of the faster chargers available (7.2kW) which can charge the battery in three hours if you have an appropriate 240V EVSE. Should you have access to one of the new SAE DC Fast Charge stations (also known as CCS), you can zip from 0-80% in under 30 minutes. On the downside, finding a CCS station proved a little tricky in the SF Bay Area where the older competing CHAdeMO standard is more common by at least 5:1. On the up-side if you can find a station it’s unlikely to be occupied since there are few vehicles on the road that support the new connector.

2015 Volkswagen eGolf Interior Gauges-001Drive

According to VW, our e-Golf tips the scales at a svelte 3,391 lbs with 701 of that coming from the battery pack. For those that are counting, that’s only 300lbs heavier than the carbon fiber and aluminum BMW i3 REx which is significantly more expensive and actually has a smaller battery and 359lbs heavier than the Golf TSI. I should also mention that the Golf also scores better in crash tests than BMW’s light weight EV. In addition to being light for an EV, the weight is more evenly distributed than in the gasoline Golf. VW has not released exact details, but the pre-production Golf EV had a perfect 50:50 weight balance and that’s likely true for the 2015 e-Golf as well.

Although VW puts 205-width low rolling resistance tires on the e-Golf, it actually handles better than the base Golf TSI. Some of that is because the TSI gets 195s in base form, but the lower center of gravity and the improved weight balance play a large role as well. This means that unlike other EV conversions, the electric Golf isn’t the least fun trim, it actually ends up middle of the pack between the base Golf and top end TSI and TDI trims. The improved balance is obvious in neutral handling where the EV plows less than the base Golf. The added weight has a positive impact on the ride which seemed a hair more refined than the TSI a dealer lent for comparison. Steering is typical modern VW: moderately firm and accurate but lacking any real feedback.

2015 Volkswagen eGolf Charging Connector

Pricing on the e-Golf initially started and ended at $35,445 due to VW’s one-trim strategy. If you qualify for the highest tax incentives available (state and local) the price drops to an effective $25,445. That’s only a hair more than a comparable gasoline model (the e-Golf SEL Premium’s feature set slots between the TSI S and TSI SE model) but higher than many of the recent mass market EVs. To solve this VW announced the arrival of the “Limited Edition” which cuts $1,995 from the price tag by de-contenting. Cloth seats replace the leatherette (I actually think that’s an upgrade), the LED headlamps are dropped and steel wheels replace the 16-inch alloys. None of those changes are a deal-breaker for me, unfortunately however the last thing on the chopping block is the heat pump. Heat pumps are much more efficient than resistive heating elements so this will mean reduced range in colder climates.

The e-Golf is less of a compromise than the 4-seat Spark and a better deal than the 4-seat i3. Nissan’s LEAF provides a little more passenger and cargo room for less, but the trade-offs include lackluster handling, fewer features and a much slower charger. When cross-shopping Fiat’s 500e you realize just how large the Golf has grown over the years. As you’d expect in a segment that is evolving this rapidly, the toughest competition is found in the other new model: the 2015 Kia Soul EV. Priced from $33,700-35,700 (before incentives) the Soul is slightly more expensive than the VW but you get considerably more for your money. The delta is most pronounced in the Soul EV + which gets real leather, cooled seats, a heated steering wheel, power folding mirrors, an 8-inch touchscreen, and about 20% more battery capacity for $225. Highlighting Kia’s deft hand at cutting the right corners, you will notice that the Soul forgoes LED headlamps, the heated windscreen and has a slightly slower charger. As impressive as the e-Golf’s curb weight is, the Soul EV manages to be a hair lighter at 3,289lbs despite the bigger battery, this weight reduction and deeper gearing allow the Soul EV to scoot to 60 one second faster. This leaves me with a split decision, the e-Golf is the better car but the Soul is the better EV with a longer range, EV focused infotainment software and niceties like the cooled seats and heated steering wheel that extend range by reducing your HVAC consumption. If VW adds a third model sporting cooled seats, real leather and drops back in the gas-Golf’s power seats, they’d have a solid alternative to the Soul EV and even the Mercedes B-Class. Just be sure to check with your tax professional before depending on those EV credits and rebates.

Volkswagen provided the vehicle, insurance and a charged battery for this review.

Specifications as tested:

0-30: 3.44 Seconds

0-60: 10.03 Seconds

1/4 Mile: 17.2 Seconds @ 82 MPH

Average Economy: 4.3 Mi/kWh

2015 Volkswagen eGolf Cargo Area.CR2 2015 Volkswagen eGolf Cargo Area 2015 Volkswagen eGolf Cargo Area1 2015 Volkswagen eGolf Charging Connector SAE CCS DC Fast Charge 2015 Volkswagen eGolf Charging Connector 2015 Volkswagen eGolf Exterior.CR2-001 2015 Volkswagen eGolf Exterior.CR2-002 2015 Volkswagen eGolf Exterior.CR2-003 2015 Volkswagen eGolf Exterior 2015 Volkswagen eGolf Exterior-001 2015 Volkswagen eGolf Exterior1 2015 Volkswagen eGolf Exterior-002 2015 Volkswagen eGolf Exterior-003 2015 Volkswagen eGolf Exterior-004 2015 Volkswagen eGolf Exterior-005 2015 Volkswagen eGolf Exterior-0011 2015 Volkswagen eGolf Exterior-0021 2015 Volkswagen eGolf Exterior-0031 2015 Volkswagen eGolf Exterior-0041 2015 Volkswagen eGolf Exterior-0051 2015 Volkswagen eGolf Interior Gauges 2015 Volkswagen eGolf Interior Gauges-001 2015 Volkswagen eGolf Interior.CR2 2015 Volkswagen eGolf Interior.CR2-001 2015 Volkswagen eGolf Interior 2015 Volkswagen eGolf Interior-001 2015 Volkswagen eGolf Interior1 2015 Volkswagen eGolf Interior-002 2015 Volkswagen eGolf Interior-003 2015 Volkswagen eGolf Interior-004 2015 Volkswagen eGolf Interior-005 2015 Volkswagen eGolf Interior-006 2015 Volkswagen eGolf Interior-007 2015 Volkswagen eGolf Interior-008 2015 Volkswagen eGolf Interior-009 2015 Volkswagen eGolf Interior-010 2015 Volkswagen eGolf Interior-0031 2015 Volkswagen eGolf Interior-0041 2015 Volkswagen eGolf Motor 2015 Volkswagen eGolf Motor-001 2015 Volkswagen eGolf Wheel.CR2

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Review: 2015.5 Volvo V60 Cross Country (with video) http://www.thetruthaboutcars.com/2015/04/review-2015-5-volvo-v60-cross-country-video/ http://www.thetruthaboutcars.com/2015/04/review-2015-5-volvo-v60-cross-country-video/#comments Fri, 03 Apr 2015 13:00:14 +0000 http://www.thetruthaboutcars.com/?p=1030617 Volvo may not have invented the wagon but no company has as much dedication to the practical cargo hauler as the Swedish brand. With the new V60 Cross Country they have expanded to six wagons world-wide (V40, V40 Cross Country, V60, V60 Cross Country, V70 and XC70). Wagon fans sad that Volvo isn’t bringing their […]

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2015.5 Volvo V60 Cross Country Exterior Side-004

Volvo may not have invented the wagon but no company has as much dedication to the practical cargo hauler as the Swedish brand. With the new V60 Cross Country they have expanded to six wagons world-wide (V40, V40 Cross Country, V60, V60 Cross Country, V70 and XC70). Wagon fans sad that Volvo isn’t bringing their smaller boxes to the USA may be relieved to know the V60 Cross Country is not replacing the V60. This means that for the first time in a long time, we have access to three Swedish wagons on our shores.

Exterior

Volvo is a company normally associated with safety and practicality. They are the comfy penny loafer of the luxury segment if you will. This Volvo is different. Rather than the boxy form-follows-function style we’re used to from Sweden, the V60 is more about style than practicality. The change is most noticeable in the rear where we get a hatch that is raked forward and a greenhouse that plunges and pinches toward the back. e still have a subtle hint of the Volvo “hips”, but the design has been smoothed and simplified since the 1999 S80 that started Volvo’s modern style.

For off-paved-road duty, Volvo jacked up V60’s ride height by 2.6 inches, added some silver trim here and there, swapped out the grille for a honeycomb-themed version and added some black wheel arches. Thus the oddly named V60 Cross Country was born. For reasons I don’t quite understand, the CC gets larger wheels (18-inch) narrower 50-series rubber. This should be your first hint that the CC is more soft-road than off-road focused. As you might expect from a car maker located in the north, the CC can be had with an electric heated windscreen ala Range Rover that speeds ice removal when the snowpocalypse returns. Perhaps it’s my preference towards wagons in general, but I think the the tweaks work on the CC, it retains the crisp style I appreciate on the V60 but adds just enough “rugged” style to differentiate it on the road.

2015.5 Volvo V60 Cross Country Interior.CR2

Interior

For those that haven’t shopped for a Volvo wagon in a while, the Swedes continue to shuffle model numbers around. Once upon a time the wagon variant of the S60 was the V70 and the off-road version was the XC70. Today however the V70 and XC70 are based on the S80 wagon. The V50 was once the wagon version of the smaller S40 leaving just V60 available. Sounds logical, right? So an off-road modified V60 would be a XC60. Oops, that already exists. So Volvo dusted off their older “Cross Country” nomenclature, the same trim that ostensibly got shortened to “XC” a while back. Confused yet?

The V60’s is on the small side for this segment and that’s most noticeable in the rear where we have less legroom than you’ll find in the A4 and BMW 3-Series wagons. This is the key reason that Volvo will be bringing their stretched S60 sedan to America next year, sadly there is no word of a matching V60L.  Front seat accommodations are spacious, but still offer a less room than the Germans. One thing Volvo has consistently excelled at however is seat comfort. Front and rear seats are well padded and extremely comfortable. All 2015.5 Volvo models finally ditch the lumbar support knob for a 2-way power variety which is welcome, but not as adjustable as the 4-way competition. In an interesting twist, all CC models get a variant of the S60 and V60’s sport seats which offer exaggerated bolstering on the back and bottom cushions. I like the feel, but if you’re a larger person you may find them a little narrow.

The cargo area is where we see the consequence of Volvo’s sexy side profile. Behind the curvaceous hatch sits half the cargo capacity of an XC60 at just 15.2 cubic feet. With the rear seats folded it expands to 43.5, about half of what you find in the XC70. The cargo space is small enough that even the questionably practical BMW X4 has a little more room in the back. Audi’s allroad slots between the XC70 and V60 Cross Country in overall dimensions and cargo capacity.

2015.5 Volvo Sensus Connect Infotainment Navigation-004

Infotainment

2015.5 doesn’t bring a larger screen or major UI changes to Volvo’s Sensus Connect but it does add a cell modem. The new “Connected” Sensus gives the driver access to online business searches, streaming media without a smartphone, OnStar-like telematics services (Volvo On Call) and access to Wikipedia. The service requires a data subscription to use the full range of services, but wisely Volvo decided to toss in a WiFi chipset so you can share your cell plan with passengers or use a paired smartphone for Sensus’ data connection if you’d rather not have another cell phone bill. Also along for the ride is a smartphone app to let you see if you locked your car, remote start the engine, or honk the horn and flash the lights if you’ve lost your car in the IKEA parking lot.

Volvo’s Sensus system continues to keep up with most of the entries in this segment by adding features to their snappy interface. The system is well laid out, intuitive, and oddly Volvo allows access to essentially everything while the vehicle is in motion. This allows passengers to enter information using the on-dash control-wheel without stopping the car. The driver can use the same knob, or a control wheel on the steering wheel to control system functions. The graphics, maps and voice commands aren’t quite as well done as iDrive and you can’t voice command your media library as you can in an Acura or Lincoln, but it is competitive with A3’s and allroad’s MMI and COMAND in the CLA and GLA.

2015.5 Volvo V60 Cross Country Engine 2.5L 5-Cylinder-002

Drivetrain

Volvo’s slick 300HP turbocharged/supercharged engine is sadly incompatible with the V60’s AWD system. (The output to the rear axle is located in a different spot and would require modifications to the chassis.)  As a result, all 2015.5 Volvos with AWD use the company’s trued and true 5 and 6-cylinder engines and older 6-speed automatic. For CC duty, Volvo limits your engine choice to just the 250 HP 2.5L 5-cylinder engine which can crank out up to 295 lb-ft in overboost for a limited time. If you’d like Volvo’s smooth inline-6 turbo, you’ll have to step over to the regular V60 or the XC70. Thankfully Volvo chose to leave the anaemic 3.2L engine out of the V60’s engine compartment.

2015.5 beings new shift logic to the transaxle that significantly reduces shift time (and sacrifices some shift quality) when in “sport” mode. Despite receiving some efficiency tweaks a few years ago, the 2.5L’s fuel economy still lags behind the 3-Series wagon at 23 MPG combined. Sending power to the rear is the latest Haldex AWD system which can send up to 50% of the power to the rear axles at any time, and if wheel slip up front occurs the power transfer can exceed 90%.

2015.5 Volvo V60 Cross Country Exterior 18-inch Wheel

Drive

The new programming of the AWD and transmission in sport mode was instantly obvious behind the wheel compared to 2014 S60 T5 AWD I benchmarked back-to-back. The new AWD software  sends noticeably more power to the rear when flogging the CC on winding roads and  transmission shifts are considerably faster and firmer. The change in programming isn’t just about feel, it also took a quarter second off the 0-60 time without an increase in power. The Aisin 6-speed transaxle in Volvo’s product-line has always felt soft compared to the ZF 6-speeds that BMW and Audi used, but this software narrows the gap. The improved bundle scoots to 60 in 6.41 seconds, just under 3/10ths slower than a X4 xDrive28i (that review is coming up soon.)

With the V70 to XC70 transition the engineers softened the suspension, but they took a different path with the CC making this one of the firmer almost-crossover vehicles around. The suspension is more forgiving than the V60 R-Design, but significantly stiffer than the larger XC70 or the Audi allroad. This leads to impressive handling when compared to the allroad, XC70 or even the distant Subaru competition. Something along the lines of a BMW X4 or BMW 328i GT will feel more nimble without a doubt, but they are also significantly more expensive.

2015.5 Volvo V60 Cross Country Exterior

On the surface of things it would seem that the $41,000 V60 Cross Country commands a $4,000 premium over the V60, XC60 or XC70. That sounded logical to me at first, since BMW charges roughly the same to make the X3 less practical create the X4 from the X3. However, when you adjust for the standard AWD, 18-inch wheels, navigation, sport seats, LDS gauges, etc the CC actually ends up being slightly less than a comparable V60 and $1,500 less than the XC70 3.2. (Speaking of the XC70 and the 3.2, Volvo’s big wagon has a confusing engine line-up. Opt for FWD and you get their sweet four-cylinder turbo and new 8-speed auto. Get the middle-trim and you’re saddled with a wheezy naturally aspirated 3.2L engine, but pony up a little extra and you can get the same BMW-fighting twin-scroll turbo 3.0L engine as the V60 R-Design.)

Audi’s allroad is several thousand dollars more than the CC when similarly equipped and is even a slight premium over the XC70 despite being smaller. The rugged Audi handles well, but the Volvo weighs several hundred pounds less and that more than compensates for the less advantageous weight balance in the corners. While the BMW X4 and 3-Series GT may deliver superior handling, they also come with a superior price tag. A comparable X4 xDrive28i will set you back at least $8,000 more.

2015.5 Volvo V60 Cross Country Exterior-001

The Audi allroad and the Volvo XC70 are made for rural living with a Euro twist. The soft suspensions soak up poor pavement in the boonies, the AWD systems are sure-footed on dirt roads and you won’t bruise your kidneys if you decide to drive off the beaten path to check on your trendy alpaca herd. The V60 Cross Country has a different mission in mind. Like the X4 and 3-Series GT, this Volvo was made for folks that live down a short gravel road but drive on high-speed winding mountain roads for most of their commute. In other words, my demographic exactly.

Trouble is, as much fun as the Cross Country was to drive, and how perfectly it seemed tailored to my demographic, the XC60 or the XC70 make considerably more sense. Part of that has to do with the V60’s position as a “styling exercise” than a practical cargo hauler. The XC60 gives up less handling ability than you’d think with twice the cargo capacity and the XC70 gives you more thrust, more luxury, and, again: twice the cargo capacity. The 2015.5 V60 Cross Country is one of the best wagons ever sold in America, but I’d buy a XC70 T6 instead.

 

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

Specifications as tested:

0-30: 2.5 Seconds

0-60: 6.41 Seconds

1/4 Mile:15 Seconds @ 92 MPH

Average Fuel Economy: 22 MPG

 

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Review: 2015 BMW i3 Range Extender aka i3 REx (With Video) http://www.thetruthaboutcars.com/2015/03/review-2015-bmw-i3-range-extender-aka-i3-rex-video/ http://www.thetruthaboutcars.com/2015/03/review-2015-bmw-i3-range-extender-aka-i3-rex-video/#comments Fri, 20 Mar 2015 16:24:32 +0000 http://www.thetruthaboutcars.com/?p=1018290 Some call it a hybrid, some call it an EV. Some have called it a REx, a BEVx, a landmark vehicle in EV production, and others simply call it ugly. One things is for sure however, the 2015 BMW i3 turns more heads in Northern California than a Tesla Model S. Not since I last […]

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2015 BMW i3 Range Extender
Some call it a hybrid, some call it an EV. Some have called it a REx, a BEVx, a landmark vehicle in EV production, and others simply call it ugly. One things is for sure however, the 2015 BMW i3 turns more heads in Northern California than a Tesla Model S. Not since I last drove the Jaguar XKR-S have I received as many questions while parked at the gas pump, or visited a gas pump so frequently, but I digress. In a nutshell, the i3 is technically a hybrid or an EV depending on the version you get.

 

BEVx

The “hybrid” i3 isn’t the kind of hybrid you’re used to, this is an all-new classification of car defined by the California Air Resources Board (CARB) as a “Battery Electric Vehicle with Range eXtender” or BEVx. BEVx is the key to understanding why the i3 operates the way that it does and why the Euro version operates differently.

California has decided (for better or worse) that some 22% of cars sold in the state must be zero-emissions vehicles (ZEV) by 2025. While that sounds straightforward, nothing cooked up by the government and lobbyists can ever be easy. Rather than an actual percentage of cars sold, CARB created a credit system where an alphabet soup of classifications (PZEV, AT-PZEV, TZEV, etc) get partial credits and true ZEVs can get multiple credits. Into this complicated world came the unicorn that is the BEVx. Despite having a gasoline burning engine, BEVxs get the same credits as a vehicle with the same range and no dinosaur-burner. The distinction is important and critical. If the BEVx requirements are met, the i3 gets the same 2.5 credits as the i3 EV, if not it would get a fractional credit just like a regular Prius. The requirements are: the fossil fuel range must be less or equal to the EV range, EV range but be at least 80 miles, the battery must deplete to a low level before the generator kicks in and may not be charged above that level. In addition the fossil fuel generator or APU must meet CA’s SULEV emissions standards and have a long battery warranty. There’s one important catch: the carpool stickers. While BMW gets to have the i3 REx treated like an EV for credits, i3 REx owners are treated like hybrid owners for the carpool sticker program. The EV model gets the coveted (and unlimited) white carpool lane stickers, while the REx gets the same quantity-limited green stickers as the Chevy Volt. If CA follows course, the green sticker program will eventually sunset like the yellow-sticker hybrid program did in 2011.

2015 BMW i3 Range Extender Exterior-004

Construction

The i3 is about more than just ZEV credits, it’s about putting new materials and processes into production for real drivers to experience with some funky modern style tossed in for good measure. In some ways the i3 is a return to body-on-frame construction, you see this is not a 100% carbon fiber car as some have incorrectly said.

The i3 is composed of two distinct parts. On the bottom is the drive module which is an aluminum chassis that holds the drivetrain, suspension, battery and crash structures. Connected to the drive module is the “life module” which is made of carbon fiber reinforced plastic or CFRP. While obviously a little heavier than a car made entirely out of CFRP, the aluminum crash structure is more easily repaired in the event of a minor collision. The result is an EV that tips the scales about a cupcake shy of a Mazda MX-5 with an automatic transmission (2,634 pounds). Adding the range extender adds just 330 more. That’s about 370lbs lighter than the already impressive 3,000 pound (approximate) curb weight of VW’s new eGolf.

2015 BMW i3 Range Extender Exterior Turn Signal

Exterior

Up front the i3 gets a familiar BMW roundel and a blue interpretation of the signature kidney grill. What’s different about the i3 is that the kidney isn’t used for cooling, even in the range extending version. The biggest departures from BMW norms however are the headlamps which lack the “angel eye” rings BMW has been known for and the high beams that are placed lower in the facia. (No, those are not fog lamps.) Regardless of the trim or paint color you choose, the hood, lower valance, side trim and rear hatch will always be black.

The side view generated the most head turns due to the undulating greenhouse and “pinched” look to the rear windows. I didn’t find the look unattractive, but it does reduce rearward visibility in what is ostensibly a practical city car. Out back the hatch is composed of two sheets of glass, one for the rear windscreen and the other forms the “body” of the hatch and actually covers the tail lamp modules creating a very sleek look. Turn the steering wheel and passers-by will immediately forget about the pinched greenhouse and focus on the tires. Yes, they are as skinny as they look, but the proportion is the real key to the “bicycle wheel” look as one passenger called it. Our tester was shod with 155/70R19 tires up front and 175/70R19 in back. For reference a Toyota Sienna uses a T155 tire as a spare. Thinking critically, there have been plenty of cars with tires this narrow, but I can’t think of a single one where the width combined with a nearly flat wheel that was 19 or 20 inches across.

2015 BMW i3 Range Extender Interior Seats Doors Open

Interior

Freed from the usual front-engine, rear-drive layout of every other BMW, the Germans decided to reinvent the cabin. Because the drive module under the cabin houses the majority of the crash structure, the CFRP body was built without a structural pillar between the front and rear seats. The suicide door design means that getting in and out of the rear seat is surprisingly easy, as long as you haven’t parked too close to another vehicle. Without the transmission tunnel the HVAC system was pushed as far forward as possible allowing the driver and front passenger’s footwell to become merged. (There are just two floor-mats, one up front and one in back.)

The doors aren’t the only unusual thing about the i3’s interior, the design is decidedly Euro-funky. From the steering column mounted shifter to the “floating” iDrive display and glove box on the “top” of the dash rather than the front, the i3 designers went out of their way to think out of the box. The concept-car like theme doesn’t stop at shapes, the materials are a little unusual as well. The upholstery in our model was a wool/recycled-plastic blend fabric and the dashboard and door panels are made from a bioplastic reinforced with kneaf fibers (a kind of jute.) Front seat comfort proved excellent despite lacking adjustable lumbar support. The rear of the i3 was surprisingly accommodating, able to handle six-foot tall folks without issue. Because the dash is so shallow, a rear facing child seat can be positioned behind that six-foot person without issue. As with other small EVs on the market, the i3 is a strict four-seater. My only disappointment inside was the small LCD instrument cluster (shown below) which is notably smaller than the i3’s own infotainment/navigation LCD.

Under the hood of the i3 you’ll find a small storage area (also called a “frunk”) that houses the tire inflater and the 120V EVSE cable. The i3’s frunk is not watertight like you’ll find in the Tesla Model S, so don’t put your tax paperwork inside on your way to the IRS audit in the rain. Cargo capacity behind the rear seats comes in at 11.8 cubes, about the same as your average subcompact hatch. Getting the i3 sans range extender won’t increase your cargo capacity as the area where the range extender fits remains off limits from your luggage.

2015 BMW i3 Range Extender Instrument Cluster

Drivetrain

Being a rear wheel drive electric car, the i3’s motor is located under the cargo floor in the back. With 170 horsepower and 184 lb-ft of torque on tap, the i3 is one of the more powerful EVs on the market. The light curb weight and gearing in the single-speed transmission allow a 6.5 second sprint to 60 in the EV and 7.0 in the REx. Powering all the fun is a 22kWh (18.8 kWh usable) battery pack in the “drive module” coupled to a 7.4kW charger capable of charging the car completely in just over 2.5 hours on AC. Should you need more electrons faster, you can opt for the new SAE DC-Fast-Charge connector capable of getting you from zero to 80% in under 30 minutes. 18.8kWh sounds much smaller than the  37kWh Tesla battery in the Mercedes B-class, but the i3 is much more efficient putting their range figures just 5 miles apart at 80-100 miles for the EV and 70-90 for the REx.

Next to the motor is the optional range extender. It’s a 34 peak horsepower 0.65L 2-cylinder engine derived from one of BMW’s motorcycle powerplants. Permanently to a generator, it can supply power to the motor, or charge the battery until it hits about 6%. The 1.9 US gallon gas tank is capable of powering the small engine for an additional 70-80 miles depending on your driving style. There is no mechanical connection at all between the engine and the wheels. Think of the battery as a ballast tank, you can pull 170 HP out whenever you want, but the supply refilling the ballast flows at a maximum of 34. This means that it is entirely possible to drain the battery and have just 34 HP left to motivate your car.

Battery Flow

Sounds like the Volt you say? Yes and no. The Volt is more of a plug-in hybrid with some software tweaks and the i3 is a range extending EV. I know that sounds like splitting hairs but some of this comes down to the way GM decided to market the Volt when it launched. The Volt’s transaxle and 2-motor/generator system is actually much closer to the Ford/Toyota hybrid design than anything else on the market. Because of that design it can operate as an EV, as a serial hybrid or as a parallel hybrid. Interestingly enough however, maximum performance happens in gas-burning mode, just like the plug-in Prius and plug-in Ford Energi products. With the i3 however, performance is always the same (unless the battery is totally dead.) Also in the Volt you can opt to “reserve” your EV capacity for later, and that isn’t allowed in US bound i3 models (you can in Europe) in order to get that coveted BEVx classification.

Technically speaking, it is possible for any hybrid (i3 included) to enter a “limp mode” where the battery is depleted and all you have left is the gasoline engine. The difference is what you have left when this happens. The i3 has far less oomph in this situation than even the 80 HP Volt, 98 HP Prius or 141 HP in the Fusion/C-Max Energi.

2015 BMW i3 Range Extender Shifter

Drive

The i3’s steering is precise and quick with just 2.5 turns lock-to-lock and the turning circle is 10% smaller than a MINI Cooper at 32-feet. Due to the combination of a fast steering ratio, narrow tires, electric steering assist and the incredibly light curb weight, the i3 can feel twitchy on the road, responding immediately to the slightest steering input. That feeling combined with low rolling resistance tires (that squeal long before they give up grip) make the i3 feel less capable than it actually is. Once you get used to the feeling however, it turns out to be the best handling non-Tesla EV currently made. Is that a low bar? Perhaps, but the i3 leaps over it.

BMW’s “one pedal concept” is the fly in the ointment. Here’s the theory: if you drive like a responsible citizen, you just use the accelerator pedal. Press on the pedal and the car goes.  Lift and the car brakes. Lift completely and the i3 engages maximum regenerative braking (brake lights on) and takes you to a complete stop. As long as the road is fairly level, the i3 will remain stopped until you press the go-pedal once more. On paper it sounds novel, in practice it annoyed me and made my leg ache. The reason is that in order to coast you either shift to neutral or hover your foot in the right position. If the i3 could adjust the “foot-off” regen, I’d be happy. Driving the i3 back to back with VW’s new eGolf didn’t make the one-pedal any better because the VW allows you to adjust the regen from zero to maximum in four steps easily and intuitively.

BMW i3 One Pedal Operation Concept Brake Neutral Go

The i3 EV’s wider rear tires mean that despite being RWD and almost perfectly balanced you get predictable understeer as the road starts to curve. You can induce some oversteer if you’re aggressive on the throttle, but BMW’s stability control nanny cannot be disabled and the intervention is early and aggressive. Toss in the range extender’s 300+ pounds and understeer is a more frequent companion. You can still get the REx a little tail happy if you try however. The i3 will never be a lurid tail happy track car like an M235i, but the fact that any oversteer is possible in an EV is a rare feat since nearly everything else on the market is front heavy and front wheel drive. Put simply the BMW i3 is the best driving and best handling EV this side of the Model S.

Now let’s talk range extender again. After hearing the complaints about the i3’s “limp” mode when you’re left with just 34 ponies, I tried to make it happen to see what the fuss was about. I hopped in the car with the battery at 6% and started off to work. Climbing from 700ft to 2,200ft worked out just fine at 45-50 MPH on a winding mountain road, going down from 2,200 to sea level at 60 MPH was uneventful as well. I hopped on CA-85 and set the cruise control to 65 since the rumor mill told me the top speed would max out at 65ish with the battery dead. 15 miles later my battery was still very much alive so I kicked it up a notch to 75 and switched over to Interstate 280 where rolling hills would tax the battery further. 20 miles later the range extender was humming like a dirt bike in my blind spot but I wasn’t slowing down. I decided drastic measures were needed. I kicked the i3 up another notch to [intentionally left blank] MPH and watched as the battery gauge ran to zero. Finally. Except it wasn’t that exciting. It didn’t feel like I hit the brakes, it simply felt like someone had backed off the throttle. It took me around 1.5 miles to drop from [intentionally left blank] MPH to 55 MPH which was more than enough time for me to put my tail between my legs and move four lanes to the right.

2015 BMW i3 Range Extender Instrument Cluster-001

Hitting the “34 HP barrier” as I started to call it proved a little easier at closer-to-legal speeds when hill climbing, and the effects were a little more drastic. On a winding road where driving a car hard involves heavy braking before corners and full throttle exits, the i3 ran out of steam after 4 miles. The i3 then spent the next 8 miles with the go-pedal on the floor at speeds ranging from 37 to 50 MPH.

When running on the range extender, I averaged 60-65 miles before I refilled the tiny tank which came out to somewhere around 38 MPG. The number surprised some, but personally it sounds about right because the energy losses in a serial hybrid can be high (up to 20% if you believe Toyota and Honda). What did surprise me is just how livable the i3 REx was. Despite BMW constantly saying that the REx wasn’t designed to be driven like a hybrid, over 300 miles of never charging I never had a problem driving the car just like I’d drive a Prius, only stopping more often for fuel. Way more often. The i3 REx can drive from San Francisco to Los Angeles stopping every 60 miles for gas, I’m not sure I’d do that, but it is nice to know I could.

2015 BMW i3 Range Extender Interior Dashboard

Starting at $42,400 in EV form and $46,250 for the REx model, the i3 has the same kind of sticker shock as all EVs. However if you qualify for the maximum incentives the i3 REx comes down to a more reasonable $36,250 which is a little less than a 2015 328i. That slots the i3 between the rabble and the Tesla and more or less the same as the Mercedes B-Class, the only real i3 competition. In this narrow category the i3 is an easy win. It is slightly more fun to drive than the B-Class, a hair faster, considerably more efficient, has the ability to DC fast charge and the range extender will allow gasoline operation if required. The i3 is funky and complicated and BMW’s 320i is probably a better car no matter how you slice it, but none of that changes the fact the i3 is probably one of the most important cars of our time. Not because the i3 is a volume produced carbon fiber car, but because we are likely to see may more “BEVx” category “range extending” vehicles in our future (for more unicorn credits) and this is now the benchmark.

 BMW provided the vehicle, insurance and 1.9 gallons of gasoline for this review.

 Specifications as tested

0-30: 3.0 Seconds

0-60: 7.0 Seconds

1/4 Mile: 15.5 Seconds @ 86 MPH

2015 BMW i3 Range Extender 19 inch wheel 2015 BMW i3 Range Extender BMW logo 2015 BMW i3 Range Extender Cargo Area.CR2 2015 BMW i3 Range Extender Cargo Area 2015 BMW i3 Range Extender Dashboard.CR2 2015 BMW i3 Range Extender Doors Open 2015 BMW i3 Range Extender Exterior Turn Signal 2015 BMW i3 Range Extender Exterior.CR2 2015 BMW i3 Range Extender Exterior . 2015 BMW i3 Range Extender Exterior1 2015 BMW i3 Range Extender Exterior-002 2015 BMW i3 Range Extender Exterior-003 2015 BMW i3 Range Extender Exterior-004 2015 BMW i3 Range Extender Exterior-005 2015 BMW i3 Range Extender Exterior-006 2015 BMW i3 Range Extender Exterior-007 2015 BMW i3 Range Extender Exterior-0011 2015 BMW i3 Range Extender Front Trunk Frunk.CR2 2015 BMW i3 Range Extender Front Trunk Frunk 2015 BMW i3 Range Extender Glove Compartment 2015 BMW i3 Range Extender Hatch and Tail Lamp 2015 BMW i3 Range Extender iDrive Screen.CR2 2015 BMW i3 Range Extender iDrive Screen 2015 BMW i3 Range Extender Instrument Cluster 2015 BMW i3 Range Extender Instrument Cluster-001 2015 BMW i3 Range Extender Interior Dashboard.CR2 2015 BMW i3 Range Extender Interior Dashboard 2015 BMW i3 Range Extender Interior Seats Doors Open 2015 BMW i3 Range Extender Interior Seats 2015 BMW i3 Range Extender Interior.CR2 2015 BMW i3 Range Extender Interior 2015 BMW i3 Range Extender Interior-001 2015 BMW i3 Range Extender Rear Quarter 2015 BMW i3 Range Extender Rear Seats Folded 2015 BMW i3 Range Extender Rear Seats 2015 BMW i3 Range Extender Refueling 2015 BMW i3 Range Extender Shifter 2015 BMW i3 Range Extender Steering Column 2015 BMW i3 Range Extender Steering Wheel.CR2

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Piston Slap: The HID-den benefits of Xenon Lighting? http://www.thetruthaboutcars.com/2015/02/piston-slap-hid-den-benefits-xenon-lighting/ http://www.thetruthaboutcars.com/2015/02/piston-slap-hid-den-benefits-xenon-lighting/#comments Mon, 23 Feb 2015 13:53:03 +0000 http://www.thetruthaboutcars.com/?p=1006202   John writes: Hi Sajeev! I’m still only three years into the car business and I still haven’t wrapped my brain around one thing: xenon headlamps. As a used car manager I’ve replaced plenty of xenon bulbs (pricey) and even some ballasts (really pricey). Are you sold on their usefulness? To me it seems like […]

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Obligatory E39 Photo. (photo courtesy: bimmerforums.com)

John writes:

Hi Sajeev!

I’m still only three years into the car business and I still haven’t wrapped my brain around one thing: xenon headlamps. As a used car manager I’ve replaced plenty of xenon bulbs (pricey) and even some ballasts (really pricey).

Are you sold on their usefulness? To me it seems like a giant waste of money.

The sales people tell me they really help on rural roads at night. Then again what $500 (to replace a ballast) means to me versus what $500 means to the average new car client here is pretty different. Is that an option you keep unchecked? What about the B&B?
Thanks!

Sajeev answers:

Good on you for considering your end of this business relative to the rest of the world, especially about High Intensity Discharge (HID) and Xenon lighting. Because there are hidden benefits to Xenon lighting: consider the lifecycle from the first geeky R&D engineer to the last junkyard scavenger.

Take the factory: they want to innovate, having gee-whiz tech to trump the competition. (If only for a couple of years!)They’ll love that extra profit, fatter margins. Even if they’ll sadly bundle Xenon lighting with some BS “technology” package that’s outdated against your smartphone.

Take the Junkyard Scavenger: depending on uniqueness of the make/model, finding a working HID lighting assembly, the ballast (or even bulb) is great eBay fodder.  Even if it’s just a unique mounting bracket or harness plug on a universal part, the owner gets something for cheap and the scavenger makes a tidy profit.

Take the customer: Xenon lighting to legal specifications (i.e. almost always never the eBay stuff to slap into your non-HID headlight body) does indeed give an amazing beam of light in rural areas, or urban roads with sparse street lighting.  Former TTAC staffer Daniel Stern has a great resource if you want to dig into the science and practice of headlight designs.

I love HIDs and gladly pay for the privilege.  I did the upgrade on my Mark VIII back in the early days of the automotive interweb, and (just last weekend) I spent $300-ish on new HID bulbs for my mother’s 2006 Lexus.  Nine illuminating years was a good run: a fantastic safety feature, especially for Mom’s well-being.

Take your Boss, the General Manager: Assuming you work in the typical New/Used/Service/F&I/Parts type of franchised dealership, let’s think about the GM.  They want to give the customer what they want. In turn, he makes a little more money in sales, hopefully a bit more on service/parts when the vehicle returns after several years…or after a front-end collision.

It’s one of those Rising Tides Lifts All Boats things.

Except when the used boat needs new ballasts. (sad trombone) Off to you, Best and Brightest!

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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Question Of The Day: What Do You Drive? http://www.thetruthaboutcars.com/2014/12/question-day-drive/ http://www.thetruthaboutcars.com/2014/12/question-day-drive/#comments Fri, 05 Dec 2014 17:06:32 +0000 http://www.thetruthaboutcars.com/?p=955850 Today’s Question of the Day is remarkably simple, but it took a reader suggestion to make it appear. Reader David J. wrote in this morning, stating TTAC is not short of opinions about cars. I would like to see each submitted state the car or truck, SUV, etc he or she owns or leases. Here’s […]

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Today’s Question of the Day is remarkably simple, but it took a reader suggestion to make it appear.

Reader David J. wrote in this morning, stating

TTAC is not short of opinions about cars. I would like to see each submitted state the car or truck, SUV, etc he or she owns or leases. Here’s a start for me: own a 2010 model Prius V and a 2014 Audi Q5.

We know that some commenters are linked with certain cars (Davefromcalgary and his Verano 2.0T 6MT, CoreyDL and his Audi) but I’d be interested to see a snapshot of what everyone else drives.

I’ll start: 2015 Mazda3 Sport. Previous cars are a 2003 Mazda Miata Shinsen, a 1998 Volvo V70 (5-speed manual) and a 1997 Miata in British Racing Green.

 

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Question Of The Day: Grandma’s New Car http://www.thetruthaboutcars.com/2014/09/question-day-grandmas-new-car/ http://www.thetruthaboutcars.com/2014/09/question-day-grandmas-new-car/#comments Tue, 30 Sep 2014 15:17:35 +0000 http://www.thetruthaboutcars.com/?p=921785 After nearly 15 years of faithful service from her 2000 Honda Civic, my grandmother is looking for a new car. There’s nothing wrong with her car, other than the fact that the Civic’s relatively low seating position makes the car difficult to get in and out of for someone who will turn 81 and has […]

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After nearly 15 years of faithful service from her 2000 Honda Civic, my grandmother is looking for a new car. There’s nothing wrong with her car, other than the fact that the Civic’s relatively low seating position makes the car difficult to get in and out of for someone who will turn 81 and has broken their hip twice.

Naturally, I’ve been tasked with helping my grandmother find a new car, but I wanted to draw on the collective wisdom of the B&B for some ideas.

Her requirements

  • Brand new, under $20,000 CDN
  • Automatic transmission (she drove a manual well into her 60s, but that ship has sailed)
  • Similar footprint to her 2000 Civic
  • Reliable
  • Not overly laden with tech (touch screens would be an unwelcome distraction)
  • But a backup camera would be welcome

Based on the reliability issues afflicting the Ford Powershift transmissions, the Fiesta has been struck from the list. The Hyundai Accent and Kia Rio seem to have struck her interest, as has the new Honda Fit. Sadly, a decently equipped Mazda3 is over the $20,000 threshold.

What am I overlooking here? Please keep in mind the requirements. This is an 80 year old pensioner we’re talking about. She thought that the much-unloved 2012 Civic was fantastic. The first person to suggest a used, maintenance-intensive enthusiast vehicle or provide unsolicited financial advice about buying a new car will get an all-expenses paid one-week vacation from their commenting privileges.

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Review: 2014 Buick Enclave (With Video) http://www.thetruthaboutcars.com/2013/11/review-2014-buick-enclave-with-video/ http://www.thetruthaboutcars.com/2013/11/review-2014-buick-enclave-with-video/#comments Wed, 13 Nov 2013 14:00:18 +0000 http://www.thetruthaboutcars.com/?p=642841 I’ve dished out plenty of Buick love lately. The Verano beats Acura and Lexus at the entry-luxury game and the tiny Encore is an oddly attractive (albeit underpowered) crossover that is outselling the Mini Countryman and Range Rover Evoque by a wide margin. What can we attribute this sales success to? I posit that the […]

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2014 Buick Enclave Exterior, Picture Courtesy of Alex L. Dykes

I’ve dished out plenty of Buick love lately. The Verano beats Acura and Lexus at the entry-luxury game and the tiny Encore is an oddly attractive (albeit underpowered) crossover that is outselling the Mini Countryman and Range Rover Evoque by a wide margin. What can we attribute this sales success to? I posit that the original Buick Enclave is the impetus. Landing in 2007 as a 2008 model, it was the poster child of the “new Buick.” On the surface, the Enclave was the replacement for the Buick Rainier, the only GMT360 SUV I haven’t owned. (Just kidding, I’ve only owned 2 of the 11 varieties.) But that’s a simplistic view. In reality the Enclave was intended to elevate the brand enough to compete with three row luxury crossovers from Germany and Japan. This brings us to today’s question: six years and a mild face-lift later, does the Buick still have the goods?

Click here to view the embedded video.

Like Rainier, the Enclave is closely related to a GMC and Chevy version. Unlike the Rainier, the Enclave has only two doppelgängers instead of the 6-11 stablemates the Rainier contended with (depending on how you count your GMT360 and related SUVs.) The Chevy Traverse tackles the bottom of the market, the GMC Acadia handles the middle, and Buick occupies the top rung. That means the $38,740 to $52,925 Buick is targeted at the same shoppers as the Acura MDX, Infinti JX35/QX60, Lincoln MKT, the aging Volvo XC90 and if you believe GM, the Audi Q7.

Exterior

Although there is a strong family resemblance, GM managed to style the closely priced Acadia and Enclave differently enough that the Buick looks more expensive when parked next to the GMC. The Traverse, on the other hand, shares very similar styling cues and the family resemblance is more pronounced. This could be a problem for potential shoppers as the only other entry in this segment that shares heavily with a mass-market variant is the Infiniti. (The Nissan Pathfinder’s twin.)

Despite the parts sharing, the Buick cuts an elegant form that my eye hasn’t tired of. The mid-cycle refresh brings new front and rear end styling to bring the Enclave up to date with the rest of the Buick lineup. Although I like the look of the Enclave, I don’t find it as appealing as the new MDX or Q7. In terms of style, I’d call it a tie between the Buick, Infniti and Volvo. Even though Buick’s questionable “ventiports” are continuing to grow and migrate to the top of the hood, the engineers made sure you can’t see them from inside the car.

The other thing the engineers managed to hide is the sheer size of the Enclave. Buick’s curvaceous design language managed to fool a friend of mine who said he was looking at an Enclave because he thought his Escalade was too big and too hard to park. Let’s look at the numbers. The Enclave is exactly 6/10ths of an inch shorter than the big Caddy and rides on a wheelbase nearly three inches longer. The Buick is 5 inches shorter than the Cadillac making it easier to get in a short garage, but it’s just as wide at 79 inches. Don’t assume it’s easier to park wither since it cuts a turning circle one and a half feet bigger. This is the kind of Buick I remember: ginormous.

2014 Buick Enclave Interior, Picture Courtesy of Alex L. DykesInterior

I consider myself something of a dashboard connoisseur. I like my dashboards elegant, tasteful, squishy and preferably made from cow. I was therefore surprised to find the Enclave has best injection molded dashboard available. GM starts out with a single piece molded dashboard designed to look like leather with different textures pieced together. The molded product is then stitched with a sewing machine to insert thread along the injection molded faux-seams.

The result is impressive. Unfortunately the rest of the Enclave’s interior didn’t receive this level of attention. This means the old Enclave’s thin steering wheel is still shared with the defunct Buick Lucerne and the only real wood you’ll find is on that optional half-wood tiller. Odder still is the fact that no attempt is made to have the real wood look like the face wood in the car with the fake wood having a grey hue and the steering wheel veneer being nutty brown. I know I’m going to get complaints from this statement, but here I go. In a market where everyone but Acura is doing real wood, the aces of forest-substitute stick out like a sore thumb. (Note: the Canadian MDX can have real tree as an option.)

2014 Buick Enclave Interior, Dashboard, Picture Courtesy of Alex L. Dykes

The Enclave counters these interior mis-steps with large and comfortable front seats and the only 8-seat configuration in this class. That 8th seat is important because it allows the Enclave to compete not only with the competition we have mentioned so far, but also with large body-on-frame SUVs like the Cadillac Escalade, Lexus LX 570, Infiniti QX56/QX80. In this context the Buick has a significant price advantage over the larger competition starting $25,000 lower than the Cadillac. Because those large competitors are aging and often draw heavily from their mass-market donor trucks, the Buick represents a decent value without looking like a cheap alternative.

As with all three-row SUVs, seats get less comfortable as you move towards the back. The middle captain’s chairs in the 7-seat Enclave are the most comfortable among the 3-row crossover segment while the optional three-seat middle bench drops  to class average. Due to the Buick’s age, you won’t find power flip/fold seats like the Acura or kid-friendly second row seats that can move forward with a child seat strapped in place. The Enclave regains its class leading comfort status in the third row with the most head room and cushiest thrones.

2014 Buick Enclave Interior, Buick Intellilink, Picture Courtesy of Alex L. Dykes

Infotainment
Being a refresh and not a redesign, 2014 doesn’t being an infotainment revolution to the Enclave. As it turns out this is a good thing. GM created a new integrated navigation and entertainment system that could be fitted to all their older vehicles to make them competitive with the systems coming out of Ford, Chrysler and BMW. This “stop-gap system” (my words, not GM’s) is one of my favorites on the market regardless of class. Although it is sold under the same Intellilink brand name as the Cadillac CUE derived system in the new LaCrosse, this system is totally different and in my eyes, superior.

Shared with the Encore, Verano and a few other GM products, the software is responsive, intuitive, and makes use of a bank of physical buttons that make navigating the system easy. As with other systems that I lean towards, Buick’s allows you to use either a control knob, the touchscreen or an extensive voice command library to interact with the system. Although a 7-inch screen is smaller than many of the competitors, I’d rather interact with Buick’s interface on a daily basis than Audi’s MMI. For a complete dive into the touchscreen interface, check out the video at the top of the review.

2013 GM 3.6L V-6 VVT DI (LLT) for Buick Enclave

Drivetrain

GM’s ubiquitous 3.6L direct-injection V6 is the only engine on offer in the Enclave cranking out the same 288 horsepower and 270 lb-ft of torque as in the other Lambda crossovers. (The Traverse also uses a 281 horsepower variant on base models.) Those power numbers put the Encore in the middle of the pack with the 240 HP Volvo being the least powerful and the Lincoln MKT being the most powerful at 303 ponies from its 3.7L V6. Having the HP crown wasn’t enough for Ford, so they also make their 365 HP twin-turbo V6  available.

Sending power to the front wheels is a 6-speed transaxle that has been reprogrammed for more civilized shifts and less lag when downshifting. Like last year, you can add AWD for $2,000 more. I should point out now that although the Audi Q7 is still a front heavy crossover, it is the only rear-wheel biased crossover in this segment and as such uses ZF’s silky-smooth 8-speed automatic.

2014 Buick Enclave Exterior, Picture Courtesy of Alex L. Dykes

Drive

The Verano may be an Opel in American clothing, but the Enclave is traditional Buick out on the road. The enormous and high-profile tires (255/65R18), soft suspension and quiet cabin soak up the road around you allowing you to comfortably rack up the highway miles. When the road starts winding, the same tires and springs that allow for a compliant ride conspire with the nearly 5,000lb curb weight to take a toll on handling. That heavy curb weight also has an effect on performance, with the Enclave talking 7.3 seconds to hit 60, nearly a full second behind the Acura. Why? It’s all about the weight with the Acura being 700lbs lighter and even the cast-iron Volvo is 400lbs slimmer. Although I can’t say that 7.3 seconds to get to 60mph is excruciating, even the Infiniti JX35 with a tall first gear and the least torque in the group manages the task before the Buick. Only the ancient Volvo XC90 and the diesel Q7 slot in after the Enclave.

If you’re the kind of shopper that wants to hit the back country roads after dropping the kids off at preschool, the MDX is the clear winner in the segment. Surprisingly, the Enclave didn’t end up at the bottom of the segment when it comes to road manners. That’s where you’ll find the soft, CVT equipped Infiniti and the Volvo. Middle of the road manners and segment average pricing means the Enclave manages a “decidedly Toyota” middle of the pack finish. Unless you select that eight-seat option.

Now I must come back to that full-size SUV digression. If you’re looking for a three row vehicle that seats eight, you don’t have many options. If you want something that seats 8 and had some luxury pretense you have even less choice. It also means you’re going to end up with either a GM Lambda platform crossover, or a luxury body-on-frame product that dates back to the 1990s when “tarted up Tahoes” were all the rage. When pitted against this competition, the Enclave’s handling, steering feel and fuel economy go from class middling to class leading. While the Enclave isn’t as fast as the Escalade or the QX56/QX80, it beats the Lexus to freeway speeds. The Buick is also easier to park, easier on the eyes and easier on the wallet.

After six years on the market, the Buick that started the brand’s resurrection is starting to show its age. The Enclave is crossover in the truest sense of the world straddling the middle ground between the minivan like entries like the Infiniti and the large and thirsty truck-based options like the Cadillac Escalade. My final word is that if you’re looking for a 7-seat three row utility vehicle, there are plenty of better options out there, but if you’re looking for an 8-seat utility vehicle then the Enclave should be on the top of your list. In the end, that 8th seat is probably the best thing the Enclave has going for it.

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

0-30: 3.06 Seconds

0-60: 7.3 Seconds

1/4 Mile: 15.9 Seconds @ 86 MPH

Average observed fuel economy: 17.5 MPG over 559 miles

Interior sound level at 50 MPH: 68 db

2014 Buick Enclave Exterior, Picture Courtesy of Alex L. Dykes 2014 Buick Enclave Exterior-001 2014 Buick Enclave Exterior-002 2014 Buick Enclave Exterior-003 2014 Buick Enclave Exterior-004 2014 Buick Enclave Exterior-005 2014 Buick Enclave Exterior-006 2014 Buick Enclave Exterior, Picture Courtesy of Alex L. Dykes 2014 Buick Enclave Exterior-008 2014 Buick Enclave Interior 2014 Buick Enclave Interior-001 2014 Buick Enclave Interior-002 2014 Buick Enclave Interior-003 2014 Buick Enclave Interior-004 2014 Buick Enclave Interior-005 2014 Buick Enclave Interior-006 2014 Buick Enclave Interior-007 2014 Buick Enclave Interior, Picture Courtesy of Alex L. Dykes 2014 Buick Enclave Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2014 Buick Enclave Interior-010 2014 Buick Enclave Interior-011 2014 Buick Enclave Interior, Buick Intellilink, Picture Courtesy of Alex L. Dykes 2014 Buick Enclave Interior-013 2014 Buick Enclave Interior-014 2014 Buick Enclave Interior-015

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Review: 2014 Scion tC (With Video) http://www.thetruthaboutcars.com/2013/09/review-2014-scion-tc-with-video/ http://www.thetruthaboutcars.com/2013/09/review-2014-scion-tc-with-video/#comments Tue, 17 Sep 2013 16:23:02 +0000 http://www.thetruthaboutcars.com/?p=517425 Many assumed that with the new FR-S hitting the dealers, it would only be a matter of time before the front-wheel-drive tC was sent out to pasture. However with an average buyer age of 28, the tC is isn’t just the youngest Toyota, it’s the youngest car in America. With demographics like that, product planners […]

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2014 Scion tC Exterior, Picture Courtesy of Alex L. Dykes

Many assumed that with the new FR-S hitting the dealers, it would only be a matter of time before the front-wheel-drive tC was sent out to pasture. However with an average buyer age of 28, the tC is isn’t just the youngest Toyota, it’s the youngest car in America. With demographics like that, product planners would be fools to kill off the tC and so the “two coupé strategy” was born. The last time we looked at the tC, the FR-S had yet to be born, this time the tC has been refreshed in the FR-S’ image. Which two door is right for you? Click past the jump, the answer might surprise you.

Click here to view the embedded video.

Exterior

Let’s start with the nitty-gritty. Starting at $19,695 and barely climbing to $20,965, the tC is 25% cheaper than an FR-S. This pricing delta is why (in my mind) the tC’s sales numbers haven’t fallen since the FR-S was released with 2012 slightly above 2011. If you think of the tC as the budget FR-S alternative, the two-coupé strategy starts to make more sense. From dealers I have spoken with it seems to be working. Prospective buyers that can’t quite afford an FR-S or are having troubles justifying the cost to themselves have been looking at the less expensive tC.

With strategy in mind, Scion decided to remake the front-driver in the FR-S’ image. Wise choice since the FR-S is one of the best looking modern Toyota designs. Because hard points remain the same on this refresh, tweaks are limited to new bumper covers, headlamps, tail lamps and wheels. I think the tC’s new nose suits the coupé surprisingly well since most nose jobs range from peculiar to downright Frankenstein. Similarly, the new rear bumper cover fixed the 2013’s tall and flat rear bumper cover by breaking it up with a black panel and a non-functional triangular red lens. What’s the lens for? That’s anyone’s guess.  To see how the two Scions stack up, check out my 5-second Photoshop mash-ups.

tC vs FR-S Front  tC vs FR-S Back

While some found the new clear tail lamps too “boy racer,” I think they work better on the tC and with the tC’s target demographic than the old units. As is obvious by the photos,the FR-S is quite low to the ground with a low slung cabin creating the low center of gravity it is known for. The tC on the other hand is mainstream economy coupé.

Since this is just a refresh, the tC’s major styling problem is still with us: the ginormous C-pillar and small rear window. Aside from my personal belief that the look is awkward, the shape has a serious impact on visibility creating large blindspots for the driver and not permitting rear passengers to see the scenery. The new tC’s new looks should be enough to get FR-S shoppers short on cash to give the tC a once-over before cross-shopping. Mission accomplished. Compared to the other FWD competition I rank the tC second, below the new Kia Forte Koup and above the somewhat bland Honda Civic.

2014 Scion tC Interior, dashboard, Picture Courtesy of Alex L. Dykes

Interior

Once inside the tC, FR-S shoppers are likely to be disappointed as there is very little FR-S inside Scion’s FWD coupé. Hard plastics in a mixture of black and charcoal hues continue to dominate the cabin, something I was OK with in 2011 because the competition was coated in hard polymer as well. Nearly three years later, the competition has upped the game with the 2013 Civic bringing soft injection molded dash parts to the segment followed by the 2014 Forte’s stylish new interior. It’s also worth noting that Scion continues to offer the tC in one interior color: black. Sticking with Scion’s model of streamlined inventory, all tCs have a standard dual-pane glass sunroof which is an interesting touch but I think I would trade it for upgraded materials.

Front seat comfort is strictly average in the tC.  Front seats offer limited adjustibility and little lumbar support (the seats do not have an adjustable lumbar support feature). tC drivers sit in a more upright fashion than in the FR-S thanks to the tC’s overall taller proportions but thanks to that large C-pillar, visibility is worse than the low-slung FR-S. The tC’s rear seats are a different matter. At 34.5 inches, the tC sports nearly two inches more rear legroom than the Forte Koup (2013 numbers), four more than the Civic and five more than the FR-S. Combined with a surprising amount of headroom, it is possible to put four 6-foot tall adults in the tC for a reasonable amount of time. Thanks to the hatch back design and a trunk that’s 50% larger than the Civic and more than 110% larger than the FR-S, you can jam luggage for four in the back of the tC as well.

2014 Scion tC Interior, BeSpoke Autio System, Picture Courtesy of Alex L. Dykes

Infotainment & Gadgets

The only major change inside the tC is a new Pioneer head-unit. Instead of borrowing radios from Toyota, Scion has generally gone for consumer branded units that are designed for Scion but share nothing with the Toyota parts bin. The notable exception was the old Toyota derived navigation unit which was found in a few Scion models with an eye watering $2,250 price tag. For 2014 Scion is using a new Pioneer made system featuring 8-speakers, HD Radio, iDevice/USB integration and an integrated CD player. The software looks like a blend of Pioneer’s interface and something from Toyota’s new Entune systems. The over all look is less elegant and far more “aftermarket” than the well-integrated systems from Kia or even Honda’s funky dual-level system in the Civic. Sound quality however was excellent in the tC with well matched speakers and moderately high limits.

Should you feel particularly spendy, you can pay Scion $1,200 to add the “BeSpoke Premium Audio System” which is a fancy way of saying navigation software and smartphone app integration. Take my advice, spend your $1,200 on something else. The tC’s lack of infotainment bling is troubling since Scion positions themselves as a brand for the young. At 33 I’m still in the vicinity of the tCs target market (average age 28) and even to my elderly eyes, the entire Scion brand lags in this area. Yes, the idea is: buy an aftermarket radio and have it installed, but I can’t be the only one that wants a super-slick system with a large touchscreen, navigation and smartphone apps as the standard system. Anyone at Scion listening?

On the gadget front, the tC and the Civic are well matched but Kia’s new Forte is rumored to offer goodies like a backup camera, color LCD in the gauge cluster, dual-zone climate controls, push-button start, keyless entry, HID headlamps, power seats, etc. That leaves the Scion in an odd position having no factory options at all and competing only with relatively base models of the competition.

2014 Scion tC Engine, 2.5L Four Cylinder, Picture Courtesy of Alex L. Dykes

Drivetrain & Drive

The tC uses the same four-cylinder engine found under the hood of the Camry and RAV4. The 2.5L mill has lost 1 horsepower and 1 lb-ft for 2014 (for no apparent reason) dropping to 179HP at 6,000 RPM and 172 lb-ft of torque at 4,000 RPM. Sending power to the front wheels is a standard 6-speed close ratio manual transmission and an optional revised 6-speed automatic that now features throttle matched down-shifts. If those numbers sound healthy, they should. I have a preference toward engines “symmetrical” power numbers (HP and tq are nearly equal) as they usually provide a well-rounded driving experience. That is certainly true of the tC, especially when you compare it to the 2.0L engine in the FR-S.

Boo! Hiss! I know, it’s sacrilege to say anything less than positive about a direct-injection boxer engine, but let’s look at the fine print. The FR-S’ 200 ponies don’t start galloping until 7,000RPM, a grand higher than the Camry-sourced 2.5, but the real problem is the torque. The FR-S has only 151 lb-ft to play with and you have to wait until 6,600 RPM for them to arrive. That’s 2,600 RPM higher than the 2.5. This has a direct impact on the driveability and the character of the two coupés. The FR-S needs to be wound up to the stratosphere to make the most of the engine while the tC performs well at “normal” engine RPMs. Hill climbing and passing are the two areas where the difference in character is most obvious. The FR-S needs to drop a few gears in order to climb or pass while the tC can often stay in 6th. Sure, the FR-S sounds great when singing at 7-grand, but you’re not always on a majestic mountain highway, sometimes you’re just on the freeway in rush hour. Thanks to a lower curb weight and gearing differences, the FR-S ran to 60 in 6.7 seconds last time we tested it, 9/10ths faster than the tC.

2014 Scion tC Exterior, Wheels, Picture Courtesy of Alex L. Dykes

Don’t mistake me, the FR-S has higher limits than the tC pulling more Gs in the corners and having a very neutral handling RWD nature while the tC plows like a John Deere in the corners. What might surprise you however is that despite the nose-heavy FWD nature of the tC, in stock form, at 8/10ths on a winding track, the FR-S is likely to pull away. Some of that has to do with the tC’s improved suspension and chassis for 2014, but plenty has to do with the stock rubber choice on the FR-S. Scion fits low-rolling-resistance tired to the RWD coupé in order to improve fuel economy AND to make the FR-S capable of tail-happy fun with only 151lb-ft of twist. When it comes to the hard numbers we don’t have a skidpad in the Northern California TTAC testing grounds so I’m going to have to refer to “Publication X’s” numbers: FR-S 0.87g, tC 0.84g. Say what? Yep. regardless of the publication the tC scores shockingly close to the FR-S in road holding. Surprised? I was. More on that later.

How about the competition? Let’s dive in. The Civic Si is a bit more hard-core. Available only with a manual transmission, a wide demographic has to be removed from the comparison. However those that like to row their own will find a FWD 6-speed manual transaxle that is, dare i say it, better than many RWD transmissions. The shift feel and clutch pedal are near perfection and the limited slip front differential helps the Civic on the track. In the real world there’s less daylight between the two however with essentially the same curb weight, equal torque numbers and only a 20HP lead by the Honda. The result is a Civic that ties in my mind with a better interior and better road manners but higher price tag ($22,515) and a loss of practicality when it comes to cargo and people hauling.

2014 Scion tC Exterior, Picture Courtesy of Alex L. Dykes

I’m going to gloss over the Golf because, as I learned on Sesame Street, one of these things is not like the other. How about the Hyundai Elantra Coupe? It’s considerably down on power (148 HP / 131 lb-ft), has a cheaper interior and handles like a damp noodle. If you’re wondering why the Elantra GT had to get its bones stiffened, the Elantra Coupé is why. How about the GT? Like the Golf, it’s not quite the same animal. Altima? Dead. Eclipse? Ditto. The Genesis plays with the FR-S and the other bigger boys which brings us to the oddly spelled Kia Forte Koup.

The 2014 Koup has yet to be driven, but based on our experiences with the 2013 Koup and the 2014 Forte 4-door sedan, I expect great things. Kia has announced the Koup will land with an optional 1.6L turbo engine good for 201 ponies and 195 lb-ft of twist. I expect the chassis and manual transmission to still be a step behind the Honda Civic Si, but the interior and gadget count on the Koup look class leading. Unless Kia gets the Koup all wrong, I expect it to slot in around 20-23K. I also expect it to lead my list.

2014 Scion tC Exterior, Picture Courtesy of Alex L. Dykes

That brings us full circle to the tCs fiercest competitor: its stable mate the FR-S. No matter how you slice it, the tC isn’t as good-looking. It may seat four with relative ease, but the interior isn’t as nice as the FR-S either. It delivers good fuel economy and is plenty of fun on the road, but the appeal of the tC is more pragmatic than emotional. Still, when the numbers are added up the tC delivers 75% of the FR-S’ looks, 85% of the handling and 90% of the performance for 78% of the price. Being the deal hound I am, that makes the tC the better Scion.

 

Hit it or Quit It?

Hit it

  • Well priced
  • Excellent handling (for a FWD car)

Quit it

  • Cheap plastics inside continue
  • The steering isn’t as precise as the Civic Si.
  • Lack of premium or tech options young buyers demand

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

Specifications as Tested

0-30: 2.8 Seconds

0-60: 7.6 Seconds

1/4 Mile: 15.8 Seconds @ 89 MPH

Cabin Noise: 76db @ 50 MPH

Average Observed Fuel Economy: 29.6 MPG over 459 miles

 

2014 Scion tC Engine 2014 Scion tC Engine, 2.5L Four Cylinder, Picture Courtesy of Alex L. Dykes 2014 Scion tC Exterior 2014 Scion tC Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2014 Scion tC Exterior-002 2014 Scion tC Exterior-003 2014 Scion tC Exterior-004 2014 Scion tC Exterior-005 2014 Scion tC Exterior, Picture Courtesy of Alex L. Dykes 2014 Scion tC Exterior-007 2014 Scion tC Exterior-008 2014 Scion tC Exterior-009 2014 Scion tC Exterior-010 2014 Scion tC Exterior, Picture Courtesy of Alex L. Dykes 2014 Scion tC Exterior, Picture Courtesy of Alex L. Dykes 2014 Scion tC Interior 2014 Scion tC Interior-001 2014 Scion tC Interior, dashboard, Picture Courtesy of Alex L. Dykes 2014 Scion tC Interior-003 2014 Scion tC Interior-004 2014 Scion tC Interior-005 2014 Scion tC Interior, BeSpoke Autio System, Picture Courtesy of Alex L. Dykes 2014 Scion tC Interior-009 2014 Scion tC Interior-010 2014 Scion tC Interior-011

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Slow Growth In 2013 Will Put The Brakes On Volkswagen’s Ambitious Stateside Growth http://www.thetruthaboutcars.com/2013/01/slow-growth-in-2013-will-put-the-brakes-on-volkswagens-ambitious-stateside-growth/ http://www.thetruthaboutcars.com/2013/01/slow-growth-in-2013-will-put-the-brakes-on-volkswagens-ambitious-stateside-growth/#comments Thu, 03 Jan 2013 19:37:01 +0000 http://www.thetruthaboutcars.com/?p=472314 Remember when Volkswagen’s goal of 800,000 units in America seemed utterly implausible? TTAC does. But Volkswagen, which was in the dumps not too long ago, is now more than half-way to their goal, selling 438,000 units in the United States, a 35 percent jump over last year. But that kind of growth isn’t likely to […]

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Remember when Volkswagen’s goal of 800,000 units in America seemed utterly implausible? TTAC does. But Volkswagen, which was in the dumps not too long ago, is now more than half-way to their goal, selling 438,000 units in the United States, a 35 percent jump over last year. But that kind of growth isn’t likely to carry over for 2013.

VW USA CEO Jonathan Browning is taking a “cautious” view regarding growth in 2013, despite his prediction of a 15 million unit market in 2013. The slow growth could come as a result of white-hot products, like the Passat, Jetta and Beetle, losing some of their luster as a result of being on sale for a longer period of time. Updated products like the new Golf and a rumored three-row crossover are still on the horizon.

Meanwhile, Audi’s target of 200,000 units by 2018, an integral part of Volkswagen Group’s 1 million unit goal, is even closer. Audi has sold just under 140,000 units in 2012, and the 60,000 unit gap should be easier to close given the continued growth in the luxury segment. A new A3 will be competing with the Mercedes-Benz CLA and a revamped BMW 1-Series, while the A4 and other crossover variants in Audi’s “Q” range should help add even more volume. Audi’s rising profile among American consumers seems unlikely to dissipate any time soon either.

Volkswagen as a whole still has to close a substianial gap to reach their ambitious targets, but rather than being a farcical pipe dream, their goals now look achievable – something nobody could have predicted in 2010. Then again, the peanut gallery panned the new-for-America Jetta and Passat, and who’s laughing now?

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Review: 2013 Nissan Altima SL 3.5 (Video) http://www.thetruthaboutcars.com/2012/12/review-2013-nissan-altima-sl-3-5-video/ http://www.thetruthaboutcars.com/2012/12/review-2013-nissan-altima-sl-3-5-video/#comments Sun, 30 Dec 2012 14:32:03 +0000 http://www.thetruthaboutcars.com/?p=471393 The “family sedan” may not be very exciting, but without midsized sales auto makers would be in a pickle. Ponder this: the five best-selling midsized sedans in America accounted for 1.3 million of the 12.8 million vehicles sold in 2011. With numbers like that, it’s important to get your mass-market people mover right. This means […]

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The “family sedan” may not be very exciting, but without midsized sales auto makers would be in a pickle. Ponder this: the five best-selling midsized sedans in America accounted for 1.3 million of the 12.8 million vehicles sold in 2011. With numbers like that, it’s important to get your mass-market people mover right. This means competitive fuel economy, a low base price and swipe as much tech from your luxury brand as possible. Either that or just wear a Nissan badge on the front. Say what? The last generation Altima was the second best-selling car despite being long in the tooth and filled with Chrysler quality plastics. That made me ask an important question: Is the fifth-generation Altima any good, or is it selling well (now in third place thanks to the new Accord and Nissan’s model change over) just because it has a Nissan logo on the front?

 

Click here to view the embedded video.

Exterior

A design that doesn’t alienate the customer you expect to return and buy their second or third car is critical. Just ask Ford how that bubble-Taurus redesign went in 1996. Still, midsize sedan shoppers demand some style so Nissan’s design team jammed a bit of Maxima, a pinch of Infiniti M and a “whole-lotta” Versa into a sausage press and cut the Altima off at 191.5 inches. This makes the new Altima longer than a Camry, a hair longer than a Maxima and essentially the same size as the Accord and Fusion. Nobody will confuse the Altima with an Aston Martin, nor will they think their neighbor is driving a budget Bentley. Instead the slab-sided Altima delivers clean lines and elegant good looks. Think of it as the Midwestern farm girl to the Fusion’s Los Angeles call girl.

Interior

Before we hop in, let’s have a moment of midsized honesty. The last gen Altima, much like the former Sentra, was a plastic penalty box on the inside that belonged in a Hertz garage, not mine. It appears Nissan took the criticism to heart and made such a drastic improvement to the Altima’s interior I suspect Infiniti’s interior decorators lent a hand. Yes, the interior design is somewhat bland, but nobody’s $20,000-$30,000 is very exciting and that’s just how midsized shoppers like it. In sharp contrast to the Fusion’s Germanic black-on-black-on-black interior, our Altima was covered in acres of light beige leather, pleather and soft-touch plastics. The lighter materials make the cabin look  larger and warmer than the numbers indicate with headroom and legroom falling in line with the competition. Some reviews I have seen complain about the cabin’s materials but I’m honestly not clear why. The Altima’s plastics and pleather are better than those in the Camry and Passat and equal to or better than the new Fusion and Accord. Fear not TTAC faithful, there is a low point in the interior: only the SV and SL models eschew the rubbery-plastic tiller for leather wrapping.

Since our tester was the top-of-the-line SL, the cockpit featured a heated tilt/telescopic steering wheel, an 8-way power driver’s seat and manually adjustable lumbar support. Shoppers that chose the 3.5L V6 will be treated to a pair of the best looking and best feeling magnesium paddle shifters this side of a BMW M6. Seriously. There’s just one problem: paddle shifters on a car with a CVT make as much sense as a parking brake on a french poodle. (Yet for some reason I found myself caressing their magnesium goodness non-stop when I was behind the wheel.) Like the most entries in this segment, the front passenger seat remains manually adjustable regardless of trim level and upholstery. Thanks to Nissan’s “Zero Gravity” seat design, the front seats proved comfortable and didn’t’ aggravate my temperamental knee during a 2 hour road trip. Since manufacturers “march to their own drummer” when measuring legroom, take your family to the dealer and jam them all in the car before making a purchase.

Drivetrain

While others are downsizing from V6s to turbo fours in search of improved MPG numbers, Nissan stuck to their I4/V6 lineup. The base Altima is four-cylinder only while the S, SV and SL models are available with either engine. In addition to the extra cylinders, V6 shoppers get wider tires and  shift paddles.

The 2.5L four cylinder mill is good for 182HP at 6,000RPM and 180lb-ft of twist at 4,000RPM while the 3.5L V6 (VQ35DE) turns up the dial to 270HP at 6,000RPM and 258lb0-ft at 4,400RPM. Both engines send the power to the front wheels via a revised Nissan Xtronic CVT with tweaks to reduce friction, improve acceleration, and reduce the “rubber-band” feeling that journalists whine about.

Our tester was a V6 SL which does battle with the Camry and Accord V6 and the 2.0L direct-injection turbos from Ford, Hyundai and Kia. Although V6 sales have dwindled to around 10% of Altima sales, 10% of the second best-selling sedan is a big number. Compared to the competition’s 2.0L turbos, Nissan’s V6 has a torque disadvantage. To combat this, the Altima was put on a diet now tipping the scales at a svelte 3,178/3,335lbs (I4/V6).

Infotainment, Gadgets & Pricing

To improve inventory turnover, Nissan followed VW’s lead and cut back on options. The 2.5L engine starts with the rental-car-chic base model for $21,760 (sans destination). Want options? Sorry, other than color choices there are no options on base and S models. Stepping up to the $22,860 S gets you auto headlamps, keyless entry/go, 6-way power driver’s seat, pollen filter, cruise control and two more speakers (six total). The $24,460 SV is the first model to get some USB/iDevice love, 5″ LCD radio, leather tiller, satellite radio, Pandora integration, backup camera and the ability to check options boxes. The $27,660 SL model adds leather, fog-lights, 8-way driver’s seat, heated front seats, heated steering wheel, and nine Bose speakers. Thankfully 2013 brings standard Bluetooth phone integration with Bluetooth audio streaming and an AUX input jack to even the rental-car destined base model.

The 3.5 S is $2,900 more than the 2.5S and in addition to the V6 adds the shift paddles and wider tires. Adding the 3.5 to the SV will set you back $3,800 due to the bundling of a moonroof and a few other items that are optional in the 2.5. The 3.4 premium on the SL model is $2,900 and in addition to the wider rubber Nissan tosses in Xenon headlamps. If HIDs are your thing, this is the only way to get them.

For $595 on the SV you can add Nissan’s new 7-inch touchscreen nav system dubbed “Nissan Connect.” The system looks like an improved version of their former “Low Cost Navigation” system in the Versa. In addition to a larger display, Nissan polished the UI, added Pandora, Google-send-to-car, faster processing, voice commands and XM NavTraffic/NavWeather. The system won’t voice command your iDevice or climate control like SYNC, but that’s a small price to pay for a responsive system that doesn’t crash, is easy to use and incredibly well priced. While I still have a love for MyFord Touch that dare not speak its name, Nissan Connect is now one of my favorite infotainment systems. Note to Nissan: put this in the S model as well. SL shoppers beware, Nissan Connect will cost you $1090 because it is bundled with blind spot warning, lane departure warning and moving object detection.

There is one more reason to get Nissan Connect: the plastic surrounding the base and 5″ display audio systems scratches easily. Our nav-free tester looked like someone had run a Brillo Pad across the front and just running my finger across the plastic (not my fingernail) caused fine scratches. This is a pity, but not a problem exclusive to the Altima, the new Accord and Camry suffer from this as well.

Drive

The crash diet and CVT pay dividends at the pump.  The Altima 2.5 manages 27/38/31 MPG (City/Highway/Combined) and does so without direct injection, start/stop, batteries or aero packages. What about that V6? Nissan’s focus on weight has made the Altima 3.5 lighter than the Accord V6 and Fusion 2.0 Ecoboost by over 200lbs. In our 3.5 SL I averaged an impressive 27.6MPG over a week of mixed driving. This is notably above the 25MPG combined EPA score despite my commute and the 2,200ft mountain pass I cross twice a day. You can thank the light curb weight and CVT for that. The Accord V6 matches the Altima’s combined EPA number and the Fusion trumps it by one MPG on paper. In the real world, the Altima beat both by 4MPG. My average was so surprising I dropped by a dealer to try another one. The result was the same. I took to the pumps to “pump-drive-pump-calculate-pump-drive-pump-calculate.” The results came within 1MPG of the car computer.

Nissan’s new CVT has dulled the “rubber band” feeling earlier CVTs inflicted upon drivers. This version also “downshifts” faster, although it still takes longer to get from the highest ratio to a “passing” ratio than a conventional 6-speed automatic when accelerating from 50-70 MPH. Aside from economy, the other benefit of a CVT is that it can keep the engine at an optimum RPM for maximum acceleration and drama-free hill climbing. Despite being down on torque compared to the turbo competition and having a less advantageous torque curve, CVT helped the Altima to scoot to 60MPH in an impressive 5.5 seconds (traction control disabled).

As much as I like CVTs, they are not the dynamic choice for “gear holding”. Sure Nissan has those sexy paddles on the Altima, and they have programmed the CVT to imitate a 7-speed automatic. Unfortunately the transmission’s “shifts” are slow and mushy, feeling  more like a worn out Hydramatic than a modern 7-speed. When you’re on your favorite back-country road, take my advice: caress those sexy paddles, but whatever you do, don’t pull them.

When the road curves, a light chassis will only get you so far, thankfully Nissan tuned the Altima’s suspension to be compliant but surprisingly agile. Adding to the fun-factor, all V6 models are shod with 235/45R18 rubber, notably wider than the V6 Camry’s standard 215 or optional 225 tires. The suspension, curb weight and tires combine to give the Altima a slightly higher road holding score than the Fusion 2.0 Ecoboost we got our hands on, but numbers aren’t everything. The Fusion’s steering may be numb, but it manages more feeling than the Altima and even I have to admit the CVT sucks the fun out of aggressive driving. If that matters to you, drive past the Nissan dealer and pick up a Fusion 2.0T with or without AWD.

Brand reputation is one of the largest factors when it comes time for a shopper to drop 25-30 grand on their family sedan. It’s the reason the old Altima sold as well as it did, and as far as I can see, it’s the only reason the Camry sells in record numbers. Rather than selling on reputation alone however, Nissan has proved they can build a sedan worthy of its lofty sales goals.

Some may call this a cop-out, but in my book the Accord, Fusion and Altima tie for first place in my mind. Here’s why: each of this trio plays to a different audience. The Fusion is gorgeous, more dynamic than the Altima but has stumbled with the 1.6L Ecoboost quality issues. The Accord is a traditional choice with a solid reputation and greater visibility thanks to an enormous greenhouse. Meanwhile the new Altima is a stylish elegant sedan with a powerful and seriously efficient V6. If I were dropping my own money on a sedan in this category I would have a hard time choosing between the Altima 3.5 SL and a Fusion 2.0 Ecoboost.

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

Specifications as tested

0-30: 2.6 Seconds ( 3.2 with traction control)

0-60: 5.5 Seconds ( 6.2 with traction control)

1/4 Mile: 13.9 Seconds @ 104 MPH

Average Fuel Economy: 27.6 MPG over 670 Miles

2013 Nissan Altima 3.5 SL, Exterior, front 3/4, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Exterior, front 3/4, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima SL, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Exterior, rear, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Exterior, rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, Trunk, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Cargo Area, trunk, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, steering wheel, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, paddle shifters, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, paddle shifters, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, paddle shifters, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, center console, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, front cabin, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL, Interior, glove boxc, Picture Courtesy of Alex L. Dykes 2013 Nissan Altima 3.5 SL Monroney 2013 Nissan Altima Sedan, Infotainment, Nissan Connect System, Picture Courtesy of Nissan Zemanta Related Posts Thumbnail

 

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Review: 2013 Ford C-Max Hybrid (Video) http://www.thetruthaboutcars.com/2012/12/review-2013-ford-c-max-hybrid-video/ http://www.thetruthaboutcars.com/2012/12/review-2013-ford-c-max-hybrid-video/#comments Fri, 14 Dec 2012 15:55:44 +0000 http://www.thetruthaboutcars.com/?p=467787 Up till now there hasn’t been a “real” Prius alternative on the market. Sure Honda has the Civic and Insight, but their real-world MPGs can’t hold a candle to the green-car poster child and Honda’s IMA hybrid system is far from smooth and refined. The Volt is more of a novelty with its lofty price […]

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Up till now there hasn’t been a “real” Prius alternative on the market. Sure Honda has the Civic and Insight, but their real-world MPGs can’t hold a candle to the green-car poster child and Honda’s IMA hybrid system is far from smooth and refined. The Volt is more of a novelty with its lofty price tag and the last time we tested one we revealed a lowly 32MPG average when running gasoline only. This brings us to the blue oval. Despite Ford using essentially the same technology as Toyota for their hybrid systems, Ford resisted creating a dedicated hybrid model. Until now. Meet the 47MPG 2013 Ford C-MAX Hybrid. Of course we’ve all heard the news that the C-MAX doesn’t hit 47MPG, so click-through the jump to find out what we averaged and whether or not that should matter to you.

 

Click here to view the embedded video.

Exterior

What Ford didn’t do was create a futuristic wedge-shaped car on a dedicated platform crafted from light-weight ultra-eco-friendly materials in an attempt to create the most efficient car in America. Disappointed? Don’t be, because the benefits may just outweigh the drawbacks. Instead Ford took the existing (since 2011) Focus-based C-Max from Europe, stuffed Ford’s most powerful hybrid drivetrain under the Euro sheetmetal and slapped some wide (for a hybrid) tires on what might just be the first hybrid hot hatch.

Speaking of that sheetmetal, the C-MAX strikes an interesting pose on American roads looking like the product of crossbreeding a Focus and a Windstar. The resulting hatchback has a tall greenhouse, tall roof-line and some crossover styling cues no doubt to confuse entice the suburban set. Measuring in at 173 inches long, the C-MAX is 2 inches longer than the Focus hatchback on which it is based, but 3 inches shorter than a Prius and 8 inches shorter than a Prius V.

Of course none of this really explains the strange “C-MAX” name. Yes, that’s what it’s called in Europe, but why? Still, it’s no stranger than “Prius” and whatever you think of its name, the C-MAX is considerably more attractive than Toyota’s bulbous hybrid wagon.

Interior

The C-MAX doesn’t just look like a wannabe crossover on the outside, it does on the inside as well. There’s a reason for this. Instead of sharing heavily with the Focus hatch as you might assume, the C-MAX shares parts and interior styling with the 2013 Escape. The only major style change to the dash is a unique instrument cluster similar with twin 4.2-inch LCDs like the Fusion hybrid. Unlike the Prius, you won’t find any thin, hard, weight saving plastics in the cabin. There are no blue-tinted transparent button arrays, no shifter joystick and no center-mounted disco dash either. Instead you will find a premium cabin that would pass muster in any $30,000 vehicle and looks notably more premium than the Lexus CT 200h. The Prius on the other hand is full of plastics and fabrics more at home in a $16,000 econo-box.

The C-MAX seats can be had in your choice of charcoal or a “greyish” tan fabric or leather but regardless of your choice, the majority of the interior is black-on-black. The overly black theme is both very European (in a good way) and a bit cold (in a bad way) for my tastes. Front seat comfort is good thanks to a relatively upright seating position, wide seat cushions and a good range of motion when you get the power driver’s seat. The tilt/telescopic steering wheel made finding a comfortable driving position quick and easy. The upright seating is what allows the C-MAX to have Prius matching rear leg room, an improvement of three inches over the Focus hatchback’s more reclined thrones.

The rear seats are a bit close to the floor for adult passengers but are the right height for most children and young teens. Despite looking tall and narrow, the C-MAX is more than three inches wider than the Prius and this allows three to sit abreast in the rear in greater comfort. The rear seat backs fold completely flat with the 24.5 cubic foot cargo area. Because the C-MAX wasn’t designed as a hybrid from the start, the battery pack occupies all the spare tire space in the C-MAX as well as a few inches on the cargo area floor. The reduced cargo space is a few cubes larger than the Prius liftback but smaller than the Prius V. Despite the cargo hauling reduction vs the European gasoline-only model, the C-MAX easily swallowed four roller bags with room to spare.

Infotainment

Like the Android vs iPhone debate, “infotainment systems” spark fierce debate. No system other than iDrive has received as much bad press, fan-boy rave reviews and healthy imitation as the strangely named “MyFord Touch.” (Really, what was wrong with SYNC?) The system (optional on SE, standard on SEL trim) combines your climate, entertainment, telephone and navigation chores into one integrated system that looks snazzy and responds via voice commands to your every whim. When it landed in 2010 it became obvious the software was rushed to market complete with more bugs than a bag of 5-year-old flour. Still, the system is still unique in the market for allowing you to voice command just about everything from your destination to your temperature and what Madonna track you want to listen to from your iPod.

The C-MAX benefits from a major software update released in March of 2012 (for all Ford products) to make the system more responsive. While the system never had a melt-down during my testing (a first for MFT), the slowness the system is known for persists. Like most MFT equipped vehicles, the C-MAX teams a snazzy in-dash touchscreen with twin 4.2-inch LCDs on either side of the speedometer. Perhaps a first for a hybrid vehicle, you won’t find a single screen on the main MFT screen that displays hybrid system information. No animated screen with a battery/motor/engine scree, no wacky driving hints, no fuel economy charts. Aside from the efficiency leaves that replace the climate option on the right-side 4.2-inch LCD and the intuitive kW gauge on the left LCD, there is nothing to identify the C-MAX as a trendy gasoline/electric people mover, and I think I like the move. Despite the system’s obviously flaws, MFT is far slicker and user-friendly than the Prius or Volt’s infotainment options.

Is Ford’s transmission a Toyota transmission?

The short answer is no. Long before Ford produced a hybrid vehicle, Ford and Toyota put out plenty of prototypes and concept cars. Both companies recognized the similarities of their competing hybrid designs and geared up for lawsuits. (Both designed shared plenty of cues from a TRW system from the 1960s.) Ford and Toyota did something rare in our litigious society, they settled and cross-licensed each-others technologies but (and most importantly) NOT their specific designs. Ford continued developing the Escape Hybrid solo and Toyota went on their way with Hybrid Synergy Drive. Some confusion was caused by Ford choosing Aisin build their hybrid transaxle for the Escape and Fusion hybrids because they didn’t have the capacity or expertise internally. Fast forward to 2012. Ford decided that in order to reduce costs and drive hybrid sales (for some CAFE credits of course) they had to take the design and manufacturing of hybrid systems in-house.  This means that Ford’s hybrid system’s level of vertical integration is vastly similar to Toyota.

Drivetrain

Under the stubby hood of the C-MAX you’ll find Ford’s completely redesigned hybrid system with a downsized 2.0L Atkinson cycle four-cylinder engine good for 141HP and 129lb-ft of twist. This is down slightly from the old 155HP 2.5L engine in the old Fusion and Escape hybrids, but considerably higher than the Prius’s 98HP mill. In order to achieve the 188 system horsepower (11 more than the old Ford system and 54 more than the Prius) and a TTAC estimated 200-220lb-ft of twist, Ford put a hefty 118HP motor/generator into their in-house designed HF35 hybrid transaxle. If you want to know more about how the Ford and Toyota Hybrid systems work, click here.

Beneath the cargo area in the C-MAX sits a 1.6kWh lithium-ion battery pack. The lithium battery chemistry allows the hybrid system to charge and discharge the pack at rates higher than the old nickle based battery pack (used in the Escape and the Prius). This new battery allows the C-MAX to drive electric only up to 62MPH vs the 34MPH of the Prius. In addition, the C-MAX doesn’t need you to be as gentle on the throttle as the Prius or the older Ford hybrids.

Oh that fuel economy

Fuel economy is a tricky business because your driving style and topography are the biggest factors involved. I would caution readers to never compare my numbers with other publications because the driving conditions and styles are different. The 2012 Prius, when driven gently on my commute, (120 miles round trip with a 2,200ft mountain pass) averaged 46-47MPG which is fairly close to its 51/48/50 EPA rating (City/Highway/Combined). The C-MAX on the other hand averaged 41.5 during our 568 miles of testing and the lowest one-way figure on my daily commute was 39MPG. Sound good so far? There’s a problem, even on a level freeway at 65MPH the C-MAX struggled to get better than 45MPG in 60 degree weather. The Prius in the same situation averaged 50MPG. The Prius V suffered a similar shortfall in my week of testing coming in four MPG below its EPA combined 42MPG rating. We need to put these numbers in perspective. Driving 15,0000 miles a year with gas at $4 a gallon the C-MAX would cost $144 a year more to operate than a Prius and $148 less than a Prius V.

On the road

There are a few reasons the C-MAX fails to meet Ford’s fuel economy claims. The first is the portly 3,600lb curb weight, the second is the wide 225/50R17 tires which have a 23% larger contact patch than the Prius’ 195/65R15 rubber. On the flip side, the wide low-profile rubber pays real dividends when the road bends and the heavy curb weight helps the C-MAX to feel lass “crashy” than a Prius over broken pavement. Coupled with a Focus derived suspension, the tires help the C-MAX set a new benchmark for hybrid handling easily besting the CT 200h. While the electric power steering robs the hybrid hatch of 99% of its road feel, it still manages to be more engaging than a Prius. Admittedly not a hard thing to do.

Stomp on the C-MAX’s accelerator pedal and something surprising (for a hybrid) happens: acceleration. If the road surface is right you’ll even get some one-wheel-peel. Despite weighing a whopping 600lbs more than a Prius, the C-MAX sprints to 60MPH 2 seconds faster posting a solid 7 second run to highway speeds. I’d like to compare it to the Prius V and  Lexus CT 200h, but I gave up after 9.5 seconds. This makes the C-MAX as fast as the Focus ST and faster than a Volkswagen GTI.

In addition to being more powerful, the C-MAX’s hybrid system is capable of operating in EV mode at higher speeds and in a broader range of conditions than the Prius. While it doesn’t seem to help the C-MAX hit its advertised 47/47/47 MPG (City/Highway/Combined) it is a novelty that entertained drivers and passengers alike. Thanks to a more powerful motor, faster discharging battery, and aggressive software, it’s possible to accelerate up to40 MPH in EV mode without pissing off the cars behind you. Doing so brings the C-MAX’s other selling point to light: Ford’s sound deadening measures are extensive and make the C-MAX the quietest hybrid this side of the insane LS 600hL.

Ford has wisely priced the C-MAX aggressively starting at $25,200 and there’s already a Ford $1,000 cash back offer dropping the price to the same as the 2013 Prius’ MSRP and $2,450 cheaper than a Prius V. The up-level SEL model which comes standard with leather, heated seats, rain sensing wipers, backup sensors, ambient lighting, keyless entry/go for $28,200. Should you desire some plug-in love, the Energi model will set you back $32,950. The deal gets even better when you consider the C-MAX has more standard equipment and features and options unavailable in the Prius at any price.

The week after Ford lent me the C-MAX hybrid Consumer Reports’ “bombshell” about the C-MAX’s fuel economy numbers dropped. But does it matter? Is a 41MPG C-MAX a failure? No, and here’s why. The only measurable way the Prius is better than the C-MAX is real world fuel economy where the Prius will save you a few Grants a year. In every other way the C-MAX is superior to the Prius and even the Lexus CT 200h. Does this compensate for the “lackluster” fuel economy? It does in my book. If you’re willing to spend $144 a year in higher fuel costs for a more entertaining ride, this Ford’s for you. The C-Max isn’t just a shot across Toyota’s bow, it’s the first honest-to-goodness competitor on the market. Better yet, it’s not a me-too Prius, it’s a unique and compelling alternative.

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

Specifications as tested

0-30: 2.9 Seconds

0-60: 7.05 Seconds

1/4 Mile: 15.55 Seconds @ 92 MPH

Average Fuel Economy: 41.5MPG over 625 Miles

 

2013 Ford C-MAX Hybrid, Exterior, side, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, hybrid logo, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, side 3/4, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Exterior, wheel, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, cargo area, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, dashboard, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, front seats, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, front seats, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, instrument cluster, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, instrument cluster, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, interior, instrument cluster, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Infotainment, MyFord Touch, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Infotainment, MyFord Touch, Picture Courtesy of Alex L. Dykes 2013 Ford C-MAX Hybrid, Picture Coutesy of Ford Motor Company 2013 Ford C-MAX Hybrid Transmission Diagram, Picture Coutesy of Ford Motor Company 2013 Ford C-MAX Hybrid Transmission Diagram, Picture Coutesy of Ford Motor Company Zemanta Related Posts Thumbnail

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Review: 2013 Infiniti FX37 (Video) http://www.thetruthaboutcars.com/2012/12/review-2013-infiniti-fx37-video/ http://www.thetruthaboutcars.com/2012/12/review-2013-infiniti-fx37-video/#comments Wed, 12 Dec 2012 15:31:42 +0000 http://www.thetruthaboutcars.com/?p=467778 When car companies need to stretch out a model’s useful lifespan, there are a number of tricks they use. After the first year, new colors are added. The next few year options and trim parts are tweaked. Around year four, a limited edition surfaces followed by a drivetrain revamp in year 5. And so it […]

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When car companies need to stretch out a model’s useful lifespan, there are a number of tricks they use. After the first year, new colors are added. The next few year options and trim parts are tweaked. Around year four, a limited edition surfaces followed by a drivetrain revamp in year 5. And so it is with Infiniti’s sporty FX crossover, now entering its fifth model year as the “new” 2013 Infiniti FX37.  You guessed it, the only thing new about the FX37 is the engine. Today’s burning question is: does a new engine give a luxury vehicle a lease on life? Or is this thinly disguised crossover life support? Click through the jump to find out.

Click here to view the embedded video.

Exterior

Infiniti’s latest styling cues have been polarizing to say the least. Our own Michael Karesh was less than smitten by the FX’s bulging proportions and large grille. Much like Infiniti’s M however, my opinion has shifted from believing Infiniti’s signature gaping-maw grill and fender bulges were unattractive to a feeling that the Infiniti products present a unique style to a fairly repetitive segment. With the new “Gillette” grill and functional side vents, the FX is athletic, modern and heavily styles. It is the cross-trainer of the luxury CUV/SUV world compared to the “wingtippy” BMW X5 and Mercedes ML with their “safer” styling.

Interior

Compared to the exterior, the interior is elegant and perhaps a hair sedate. Owing to the age of the FX’s trappings, you won’t find a stitched pleather dash, color changing ambient lighting or Alcantara headliners. Instead you will find acres of impeccably finished maple, squishy plastic dash bits and Lexus-like fit and finish. Despite turning five this year the interior of the FX is very competitive with the Germans, a testament to how luxurious it was in 2008.

While my 6-foot frame found the driver’s seat extremely comfortable, shoppers should know the thrones don’t offer the same range of motion as the competition and the front passenger seat lacks adjustable lumbar support. The rear seats are upholstered with the same care as the front buckets but due to the vehicle’s proportions, rear passenger room is limited. From a functional standpoint, the tall dash and high belt-line hamper visibility especially for shorter drivers. The curvaceous side profile and small rear windows impact rearward visibility as well as cargo capacity. While the 24.9 cubic feet of cargo volume sounds competitive with the X5, the severely sloping rear profile made it difficult to squeeze bulky box-store purchases in the FX’s shapely booty.

 

Infotainment & Gadgets

The FX37 comes with a standard 7-inch infotainment screen that does everything but navigate you. iDevice/USB integration, Bluetooth and an 11-speaker Bose audio system with a single disc CD player and XM radio are standard on all models. Opting for the $4300 “premium package” gets you Infiniti’s easy to use navigation system with a high-resolution 8-inch touchscreen, voice control, Infiniti’s slick all-around camera system (updated to detect moving objects), memory driver’s seat, roof rails and a powered tilt/telescope steering wheel. Regardless of which system you get, Infiniti’s are among the most intuitive systems available. They also allow navigation of the system via a steering wheel toggle so your eyes can stay on the road. The 8-inch system adds touchscreen functionality to the mix giving you three ways to navigate the system: the steering wheel toggle, the rotary joystick in the dash, or just stabbing the screen with your finger. Unfortunately neither system allow for voice commanding your tunes ala the SYNC system in Ford/Lincoln products and neither provides enough power to charge iPads or other high-draw USB devices..

Should you desire the latest in nannies driving safety, (and have $2,950 to spend on the “technology package”) Infiniti will oblige with headlamps that steer, radar cruise control, collision warning, collision prevention, lane departure warning and lane departure prevention. The system also offers “Distance Control Assist” which (when enabled) pushes the accelerator pedal back at you if it thinks you’re closing on the car in-front of you too quickly. If the car decides that releasing the throttle isn’t enough, it will apply the brakes and can take the vehicle to a complete stop. This shouldn’t be confused with “adaptive cruise control” as DCA can operate at all times and at essentially any speed.

Drivetrain

Ah, the section we have all been waiting for. The reason we’re looking at the FX again is that engine upgrade. Instead of giving the FX a one-two punch by dropping their 3.7L V6 and 5.6L V8 under the hood, Infiniti upgraded the V6 and left the 5.0L V8 unchanged (maybe next year?) The new six-cylinder engine improves power by 22HP to 325 at a lofty 7,000RPM while torque rises an imperceptible 5lb-ft to 267 at 5,200RPM. Power is still routed to the  wheels via a 7-speed JATCO transmission and shoppers can still opt for the $1,450 AWD system. If this sounds familiar, Infiniti has used this engine in the European FX for a while now. Paradoxically with the engine enlargement come improved fuel economy, figures rising 1MPG in both city and highway tests to 17/24. Strangely, the combined number remains the same at 19MPG.

Drive

Infiniti based the FX on their G sedan and retained as much of the handling characteristics as they could. The result is a tall crossover with a decidedly RWD bias, sharp steering and a chassis that loves to be thrown into the corners. Think of the FX as the G37’s overweight brother. Out on the winding back-country roads of Northern California you will soon forget about the relative lack of “utility” created by the FX’s athletic proportions and start complaining about a lack of column mounted shift paddles. Infiniti’s gorgeous magnesium paddles are available only as part of a $6,250 option package on the $60,650 FX50 AWD which is a shame because the FX50 doesn’t need them as much as the FX37 does. The reason is in the torque and HP curves of the Nissan VQ engine which Infiniti calls “Acceleration swell” but the rest of us know as “no low-end torque”. Nissan does allow you to “row your own” using the console shifter, but the response from the 7-speed slushbox seems far more sluggish than what is essentially the same drivetrain in the G37 with the paddle shifters.

Infiniti’s has long been known for high revving V6 engines that need to be wound out to the redline to deliver the promised driving excitement. The old 3.5L V6 sounded throaty at 4,000RPM but by the time it reached its HP peak at 6,800 it sounded harsh and long before it reached its 7,500RPM redline you were ready for the song to be over. The 3.7L engine on the other hand is considerably more refined as it calls like a Siren urging you to spend more time at its insane 7,600RPM redline. For the first time in the FX, intoxicating V6 sounds mesh with canyon carving.

If you’re looking for a sure-footed ride and don’t care about being able to hang your SUV’s tail out, or if you want to tow 2,000lbs, the FX37 AWD is the model for you. Infiniti’s strangely named ATTESA E-TS (Advanced Total Traction Engineering System for All Electronic Torque Split) AWD system combines a traditional center differential with a multi-plate clutch that allows for 0-50% of engine power to be sent to the front wheel when the electrically controlled system feels like it (or when a wheel slips). Infiniti has programmed the system to maintain more of a rear-wheel bias than the German competition, making the FX AWD feel more nimble than the X5 or ML. Floor the FX AWD and toss it into a corner and the system will deliver an entertaining AWD power-slide if you can keep from wetting yourself as you slide toward the curb.

For 2013 the FX37 starts at $44,300 with the FX37 AWD checking in at $45,750 without destination or options. The Infiniti undercuts the BMW X5 xDrive35i by nearly $10,000 and even when taking into account the feature content of the two vehicles, the FX represents a nearly $5,000 better value than the Bimmer. While BMW’s drivetrain is more refined and the interior more luxurious, the relatively low-cost of admission, smooth V6 and strong RWD dynamics of the FX37 keep the 5-year-old Infiniti a solid contender for shoppers  interested in the “sport” part of the Sport Utility Vehicle equation. Infiniti’s engine upgrade is unlikely to do much for the FX’s recently sagging sales as buyers gravitate towards newer and more fuel-efficient entries (or even Infiniti’s new JX35), but none the less the FX37 succeeds at breathing new life into Infiniti’s CUV warhorse. Will year 6 bring a 412HP fire-breathing 5.6L V8 and RWD? We can only hope.

 

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

Specifications as tested

0-30: 2.24 Seconds

0-60: 5.59 Seconds

1/4 Mile: 14 Seconds @ 99.6 MPH

 

2013 Infiniti FX37, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  front, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  rear, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  front 3/4, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  front 3/4, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  side, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  front, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  grille, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Exterior,  FX37 badge, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, cargo area, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, front seats, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, Driver's Side, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, dashboard, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, center console, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, center console, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, center console, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Engine, 3.7L V6, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37, Engine, 3.7L V6, Picture Courtesy of Alex L. Dykes 2013 Infiniti FX37 Monroney Zemanta Related Posts Thumbnail

 

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Review: 2013 Land Rover Range Rover Evoque (Video) http://www.thetruthaboutcars.com/2012/11/review-2013-land-rover-range-rover-evoque-video/ http://www.thetruthaboutcars.com/2012/11/review-2013-land-rover-range-rover-evoque-video/#comments Tue, 13 Nov 2012 20:31:32 +0000 http://www.thetruthaboutcars.com/?p=465637 Land Rover and Jeep are the original go-anywhere brands and the brands most resistant to losing sight of their hard-core mission. Unfortunately this focus can’t shelter them from the need to meet evermore stringent emissions and fuel economy standards. What’s an iconic sub-brand like Range Rover to do? Dress up a small cross over in […]

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Land Rover and Jeep are the original go-anywhere brands and the brands most resistant to losing sight of their hard-core mission. Unfortunately this focus can’t shelter them from the need to meet evermore stringent emissions and fuel economy standards. What’s an iconic sub-brand like Range Rover to do? Dress up a small cross over in high-fashion bling for the urban set. This presents today’s question: does the Evoque dilute the off-road brand or is it an extension into uncharted waters?

Click here to view the embedded video.

Exterior

Once upon a time, SUVs roamed the land with large-displacement engines and locking axles and you only bought a Range Rover if you owned a ranch or wore a crown. Now of course a trendy SUV is a fashion statement which explains why Victoria Beckham was chosen to flog the baby Rover. Of course, this makes total sense for the brand since the majority of Range Rover shoppers in America will never take their SUV off-pavement let-alone off-road. This departure from the full-size Range Rover’s Rubicon requirements meant the boffins could sharpen the Evoque’s edges, lower the stance, raise the belt line and slam the rear roofline. The result is perhaps the most aggressive vehicle Land Rover has crafted, and quite a relief to my eye since the Freelander and LR2’s proportions never looked right to me. Further extending the Evoque’s fashion credentials, Land Rover crafted both a three and five door Evoque, although the exterior dimensions are identical. Completing the Evoque’s reputation as the trendy Roverlet are puddle lamps integrated into the side view mirrors that project an Evoque silhouette on the ground when you approach the vehicle. Think of the Evoque as the “clutch purse” to the Range Rover Sport’s diaper bag.

 

Interior

Normally when you work your way down the model-line food chain you get cheaper interior bits. This is almost a universal law and is part of the reason shoppers will buy a 528i instead of a 335i. It would seem that Land Rover didn’t get the memo when designing the Evoque’s interior however as even the base Pure model we tested had a gorgeous stitched/padded pleather dash. Aside from looking good and attracting caresses from passengers, the Evoque’s touch points are notable better feeling than the more expensive Range Rover Sport. The Evoque also benefits from a fairly exclusive parts bin sharing turn signal stalks with the Range Rover line, steering wheel buttons with the Jaguar XJ and the gear selector with the Jaguar XK.

Range Rovers are known for their extensive (and expensive) options lists, but the Evoque take a different tactic bundling high levels of standard equipment into three different trim levels: Pure, Prestige and Dynamic (the two-door is available only in Pure and Dynamic). The base Pure model gets a standard aluminum roof for 2013 turning the ginormous fixed glass lid into an option (standard on Dynamic and Prestige). Also new on the option list for 2013 is a self-parking option that parallel parks your Baby Rover hands-free.

Seating in the Evoque is suitably plush with front thrones that are supportive and well bolstered for sporty driving. However, the driver’s seat doesn’t have the same range of motion as much of the competition and the foot-well is a bit crowded so if your body deviates much from my 6-foot 190-lb frame you should spend some time behind the wheel before you sign papers. The Evoque’s rear cabin is extremely well-appointed with no corner-cutting plastics of harsh seams to be found. Rear space is limited however by the Evoque’s footprint limiting the rear to two passengers with short legs, possibly three in a pinch.

Infotainment

Nestled in the middle of a sea of supple pleather is the same 8-inch touchscreen infotainment system found in the Jaguar XJ and he 2013 Range Rover. If you’ve experienced Land Rover’s old infotainment interface, forget everything you know about it, this is thankfully a totally different system. While the menu interfaces are still not as polished as BMW’s iDrive or Audi’s MMI, they are far more intuitive and responsive than anything Land Rover has done in the past. The system sports excellent USB/iDevice integration although we noticed it was not cable of charging an iPad. In keeping with the Evoque’s premium image, the base audio system is a 380-watt, 11-speaker Meridian surround system that sounded like it belonged in a much more expensive vehicle.

Options bundling helps keep dealer inventory manageable so logically Land Rover limits the gadget menu to two: the Climate Package and the Luxury Package. The $1,000 Climate Package is the only way to get heated front seats and includes the heated thrones, steering wheel, washer jets and an electrically heated windscreen. The only downside to this package is that the heated windscreen’s embedded wires may annoy some drivers, so check that out in sunlight before you buy. The $4,000 Luxury Package (standard on Dynamic and Prestige) is a must for the gadget hound as it includes navigation, digital music storage, keyless go/entry, HID headlamps, auto high beams, a surround camera system and a 17-speaker 825-watt Meridian sound system. While I would honestly rate the system below the offerings from the other Euro brands, the Evoque does score points in my book for allowing  destination entry while in motion.

Powertrain

If  you’re worried about drivetrain reliability ,peeking under the Evoque’s boxy hood will either allay your fears or give you a lesson in world geography. Nestled sideways in the engine bay is a Ford-sourced 2.0L engine shared with everything from the Ford Taurus to the Volvo S80. (Before Land Rover enthusiasts turn their noses up at a Detroit engine, remember that the old Rover V8 was really a Buick 215.) Starting with an aluminum block, Ford added twin cams with independent variable valve timing, bolted on a Borg Warner (KKK) K03 turbocharger and lathered on the direct-injection sauce to deliver 240HP at 5,500RPM and 250lb-ft of twist from 1,750-4,500RPM. The small engine idles as smoothly as BMW’s 2.0L turbo, and like the German mill it has a vaguely diesel sound to it thanks to the direct injection system. Power is sent to all four wheels via an Aisin 6-speed transmission (Aisin is Toyota/Lexus’s in-house transmission company) and a standard Haldex AWD system from Sweden. The international combination is enough to scoot the Evoque from 0-60 in 7 seconds, about the same time as a Range Rover Sport HSE. My only disappointment is that while Tata had their hands in the Ford/Volvo parts bin they didn’t swipe Volvo’s smooth 325HP inline-6 engine for the Evoque Dynamic model.

Drive

No Range Rover would be complete without a bevy of off-road features. Of course, the Evoque is the on-road off-roader so there’s no height-adjustable air suspension, the differentials don’t lock and there’s no low-speed transfer case. Instead, buyers get a simplified terrain management system with push buttons instead of a knob that tell the traction and stability control system what to expect. Our Facebook readers asked us how the Evoque “handles wet leaves,” the answer is: as well as any other crossover. Since this is essentially the same AWD system that is in the LR2 and the Volvo XC60, the Evoque is similarly capable with the going gets wet/muddy/sandy. I wouldn’t want to try my hand rock-crawling with the Evoque, but it’s not claiming to be rock-capable anyway. Sure the Evoque does offer short overhangs, 8.4-inches of clearance and nearly 20-inches of water fording capacity, but the Volvo XC60 offers more.

In reality the Evoque is designed to traverse the urban jungle and it shows with moderately stiff springs, low profile rubber and impeccable road manners. Of course there’s no denying that Evoque is a front-heavy vehicle and it won’t ever feel as nimble as a BMW X1, but it is surprisingly well-behaved when it meets a corner. The AWD system is tuned to lock the center coupling as often as possible resulting in predictable corner carving wet or dry. The Dynamic trim’s optional lower profile rubber and MagneRide active damping suspension further refine the Evoque’s corner carving skills but they do take a toll on refinement delivering a ride that borders on harsh.

When the road straightens, the reality of a 240HP engine motivating 4,000lbs comes to light. While the Evoque’s 7 second 0-60 time isn’t sloe, the 2.0L turbo equipped X1 dispatched 60 in 6.2 seconds with the 3.0L turbo X1 entering sports sedan territory. The BMW X1 is also more efficient than the Evoque dishing out 22MPG City and 33MPg Highway thanks to the 8-speed transmission and a lighter curb weight.

There aren’t too many luxury crossovers that I would willingly flog on the winding mountain back-roads in Northern California, but the Evoque is a member of this select club that includes the BMW X1 xDrive35i and the Volvo XC60 R-Design with Polestar (I still can’t believe how long these names are). There is just one problem, the Evoque’s brakes aren’t up for the kind of abuse the chassis and engine can dole out, fading noticeably during a session that wouldn’t have made the Volvo or the BMW break a sweat. Even so, the Evoque is fun to drive hard and looks good in the process.

Being stylish isn’t cheap. Just ask the folks at Prada. The cost of the Evoque’s style is an MSRP range from $41,995 to $60,095, a stating price nearly $10,000 higher than the faster and more efficient X1. Even adjusting for feature content the difference is still nearly $8,000. This kind of pricing premium is nothing new to the brand, just price a Range Rover out if you don’t believe me. In a way, this pricing premium (and the resulting exclusivity of the mode) and a dedication to world-class interiors are what make the Evoque as much a Range Rover as the go-anywhere Range Rover. Let me answer the “is it worth it?” question with a question: what kind of shopper are you? Do you shop Prada or Wal-Mart?

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

Specifications as tested:

0-30: 2.6 Seconds

0-60: 7.0 Seconds

1/4 Mile: 15.4 Seconds @ 90MPH

Average Fuel Economy: 24.5 MPG over 811 miles

 

2013 Land Rover Range Rover Evoque, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Rear, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Exterior, Grille, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Engine, 2.0L Direct Injection Turbo, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Engine, 2.0L Direct Injection Turbo, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Cargo Area, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, silhouette Puddle Lamps, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, silhouette Puddle Lamps, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, gauges, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Shifter, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Driver's Side, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Dashboard,Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, HVAC, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, HVAC controls, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 Land Rover Range Rover Evoque, Interior, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail

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Review: 2013 BMW 640i Gran Coupe (Video) http://www.thetruthaboutcars.com/2012/11/review-2013-bmw-640i-gran-coupe-video/ http://www.thetruthaboutcars.com/2012/11/review-2013-bmw-640i-gran-coupe-video/#comments Thu, 08 Nov 2012 14:00:33 +0000 http://www.thetruthaboutcars.com/?p=465269 What do you get when you add two doors to a 6-Series coupé? Last year the answer was: a 7-Series. Of course that was last year, now BMW has an all-new answer: the Gran Coupe. Of course, calling your latest sexy sedan a “coupé” is nothing new (Mercedes has done it since 2004), what is […]

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What do you get when you add two doors to a 6-Series coupé? Last year the answer was: a 7-Series. Of course that was last year, now BMW has an all-new answer: the Gran Coupe. Of course, calling your latest sexy sedan a “coupé” is nothing new (Mercedes has done it since 2004), what is new is the process by which this “coupé” arrived. Normally manufacturers introduce a new sedan, then within a year they delete two doors, lop off some trunk, give it a sporty grille and launch it as a coupé and convertible. The 6-Series Gran Coupe (GC) on the other hand is what happens when you take a an expensive coupé and add doors. In BMW speak, this process created a four-door coupé. Confused yet? Allow me to explain: apparently all you have to do to create a coupé is remove the sashes from the windows. (This means that Subaru buyers have driven coupés all these years and didn’t know it.) Can the sexy 6-Series beat Mercedes at their own CLS game? Let’s find out.

Click here to view the embedded video.

Exterior

BMW’s engineers started with the 6-Series coupé and stretched the body 4.4 inches and the wheelbase by 4.5 inches. They kept all the stretching work in the middle of the 6 meaning the bumper covers are interchangeable and the parts that were changed stay true to the sleek 6-Series profile. Of course, BMW’s 5, 6 and 7 are all brothers from the same mother, and logically the 6 is the middle child in many ways. The GC’s curb weight and exterior dimensions certainly slot between the 5 and 7, but 6 is all about the sexy profile.

Quibbles about door counts and naming conventions aside, there’s something about the proportions and low-slung style that set my loins on fire. I had feared the 6’s perfect two-door dimensions would be destroyed by the additional entry points, but I was wrong. After mulling the GC over for a while, I came to the conclusion that while it isn’t as sexy as a “real” coupé, it is more elegant and certainly better looking than the 5 or the 7.

Interior

While the 6-series’ imposing dashboard and low seating position (shared with the coupé and convertible) made me feel “small” (at 6-feet tall and 200lbs this is no easy task), it also serves to highlight BMW’s impeccable attention detail. I have a sneaking suspicion that the only reason BMW designed the dashboard and center console to meet the way they do is to show off their french seam precision. BMW borrowed the 10.2-inch iDrive screen from the 7 series, but instead of placing it in a binnacle of its own (as in the 5 and 7), the high-resolution LCD gets perched high on the dashboard in a prominent satin-nickel frame. This is easily the most luxurious and elegant cockpit BMW has ever made, and that includes the new 7-Series.

Our tester came with optional 24-way front thrones which contort in more ways than a Cirque du Soliel artist. Upgrading from the 10-way seats opens the door to ventilated anti-fatigue cushions which use air bladders to cut road-trip butt-fatigue. They work as advertised but the feeling of having your backside slowly groped takes some getting used to. Should faux-suede and snazzier leather be your thing, BMW would be happy to slather the ceiling in acres of Alcantara, broaden your hide palate by an extra 6 colors and toss in more exclusive wood for the princely sum of $8,300. It’s good to be king.

Rear seat room is the reason to buy a GC over the regular 6, but it’s also the reason to buy a 7. Of course the 6 and 7 have different missions with the 7 targeted as much to those that drive as those that are driven. In the GC there is no question the driver’s seat is for the guy that owns the car. That being said, rear seat room in the GC is surprising good compared with the CLS but, rear legroom lags behind the Audi. All three can swallow four adults in comfort, but the GC with its optional four-zone climate control and attention to detail in the back will make your rear passengers feel more special. What sets the GC apart is the middle rear seat. Yes, it’s a joke for adults with nowhere to put your legs and the hump is so exaggerated your shoulders hit the ceiling, but child seats fit perfectly and thanks to the wide body, it was possible (but not comfortable) to fit one child seat and two adults in the rear. Try that in a CLS or A7.

Infotainment & Gadgets

Like the coupé and convertible, the GC can be had with more gadgets than a Best Buy checkout isle. The gizmos range from radar cruise control, lane departure warning, self-parking and pre-collision warning systems that are becoming commonplace to the unique full-color heads up display and FLIR (Forward Looking InfraRed) camera system with pedestrian detection. Of course they are expensive, so if you love gadgets and can’t afford a six-figure car, don’t stop at the BMW dealer.

iDrive has come a long way since its introduction, and although complicated at times, it’s still the ultimate in-car attraction for my inner nerd. For some reason the latest version of the system (found in the new 3-Series) hasn’t found its way to the 6 yet. The key differences are improved integration with the heads up display and a media button on the iDrive controller reflecting the relative importance of CDs and media devices in this century. iDrive still offers one of the better iPod/USB device integration systems in the luxury market although no iDrive version sports voice commanding your iDevice music library ala Cadilla’s CUE or Lincoln’s SYNC. Like the rest of the BMW portfolio, you can add the $250 apps package to your GC allowing you to Tweet, Facebook, Wikipedia and SMS message while you drive. (For our in-depth look at iDrive, check out the video review above.) Compared to Audi’s MMI, iDrive lacks the Google satellite view mapping but the system is more responsive, more intuitive and more polished than MMI. I’d like to compare it to Mercedes’ COMAND system but that woud be like comparing the GC to the Model T.

Drivetrain

Until BMW introduces an M version of the GC, there are two engines on offer. Both mills were both borrowed from the 7-Series rather than the 5-Series to help set the GC apart. The 640i GC uses BMW’s new “N55HP” 3.0L twin-scroll turbo inline-6 that has been tweaked from the “N55″ engine in the 535i to deliver 315HP at 5,800RPM and 330lb-ft of twist from 1,200 to 5,000RPM, an increase of 15HP and 30lb-ft. Meanwhile, the 650i GC brings BMW’s 4.4L twin-turbo V8 to the party. Of course, as with the I6, the V8 has also had its power bumped to deliver 445HP and 480lb-ft of twist, an increase of 45HP and 30lb-ft over the 550i. Both engines are bolted to ZF’s 8-speed automatic and the 650i can be equipped with an optional $3,000 AWD system to help apply those 480 torques to the tarmac. If you opt for the fire-breathing V8, you’ll want that AWD option. Trust me. The ZF 8-speed is as up-shift happy in the GC as it is in the other BMW models and this does take a toll on spirited driving. On the up-side the 640i GC manages an EPA 20/30MPG score while the more powerful 650i GC somehow eeks out a 17/25MPG rating. During our week with the 640i GC we averaged the same 24MPG that BMW claims for the EPA combined MPG figure.

Drive

The last time I had a 535i on the track I was disappointed. In the relentless pursuit of creating the perfect Mercedes, the BMW felt nose heavy and lethargic, especially when driven back-to-back with the Lexus GS and the current Mercedes E350. Despite being heavier than the 535i and being closely related, the 640i GC was surprisingly neutral in the bends with a pleasant and predictable tail when your right foot gets happy. Of course expectation management is important, so you need to keep in mind the 6-Seies in any flavor is a quintessential GT car with grippy rubber, a heavy nose, soft suspension and plenty of shove. Because the GC leans more toward relaxed driving, the light and numb steering didn’t bother me much. Of course with electric power steering being all the rage among the luxury car set, everyone is this numb. The BMW however has two tricks up its svelte sleeve that compensate for the lack of feel in my mind: a self-parking system that will parallel-park your ride automagically and suspension tuning that can make this 4,200lb whale dance. In sport mode.

The GC proved a faithful companion in most driving situations with a glassy-smooth ride on the highway and roll-free corner carving in the mountains. If you want even more roll reduction BMW would be happy to sell 650i shoppers an active rear roll bar for $2,500. Into each life a little rain must fall and so it was with our week and the Gran Coupe. Driving in suburbia brings a questionable active suspension tuning choice to light: the rear suspension bottoms out easily in the softer “comfort” and “normal” modes. Driving at 20MPH over “road humps” or  “undulations” (not speed bumps) caused the suspension in the GC to bottom out, even when I was the only cargo on board. The 6-Series coupé suffers from this problem as well to a degree, but it required 4 passengers and some cargo before it is obvious. The GC however exhibited this unfortunate tendency across a wider variety of road types and situations. While not exactly a solution, simply putting the adaptive suspension system into “Sport” mode solved the complaint. (Admittedly sticking to the 15 MPH speed recommendation worked as well, but no other car I have tested in the last 2 years has had this problem.)

Suspension complaints will likely subside when you plant your foot on the throttle. 315HP motivating 4,200lbs may sound like a leisurely activity, but the 640i GC scooted to 60 in an impressive 5.3 seconds (1/10th faster than the A7) thanks to the torque plateau and the fast-shifting ZF transmission. If that’s not fast enough for you, the 650i burnt rubber while taking 4.4 seconds and the AWD 650i xDrive pounded out the same task in an eye-popping (and drama free) 4.1 (2/10ths faster than the CLS and very close to the CLS 63 AMG). Because our love/hate relationship continues with Porsche, a Panamera was unavailable for direct testing but based on some quick tests with dealer-provided Panameras, the 640i and 650i are a few tenths faster than the Panamera and Panamera S while the Panamera Turbo and Turbo S win awards for the most insane four-door coupés.

Why all this talk of Porsches? It would be easy to think BMW had the A7 and CLS in their sights when crafting the Gran Coupe. Until you see the price tag. The 640i starts at $76,000, $18,000 more than an A7. If that’s not sticker shock, consider that adding $32,000 of options takes surprisingly little effort. If you’re looking at the CLS 4MATIC or the Audi S7, then the 650i xDrive is a quasi-competitor but starting at $86,500 and ending north of $123,000, it’ll set you back $14,500-$32,000 more than a comparable CLS and $10,700-$34,000 more than an S7. With prices like this and one of the best interiors this side of Aston Martin it’s obvious that BMW had different competition in mind: the Panamera and beyond. For only $2,000 more, the Panamera delivers a nicer interior, a brand with more sporting pedigree and the option of even more powerful engines at the expense of looks. Seriously, saying the Panamera is less attractive from some angles is being kind. While it may sound crazy to call a BMW fitting competition for a Maserati or even the budget alternative to the Aston Martin Rapide, this is the new Mercedes we’re talking about. Just don’t call it a sedan.

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

Specifications as tested

0-30: 2.2 Seconds

0-60: 5.3 Seconds

1/4 Mile: 13.75 Seconds @ 103 MPH

Average Fuel Economy: 24.1 MPG

 

2013 BMW 640i Gran Coupe, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, rear, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Gran Coupe Logo, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, LED headlamps, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, LED headlamps, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Engine, 3.0L Turbo, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Engine, 3.0L Turbo, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Engine, 3.0L Turbo, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Exterior, active grille shutters, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, cargo room, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, rear seats folded, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, Front, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, doors, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, 24-Way seat controls, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, rear seats, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, front, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, driver's side, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, dashboard, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, center console, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, iDrive controls, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, iDrive Infotainment, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, iDrive Infotainment, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, Leather Dashboard, Picture Courtesy of Alex L. Dykes 2013 BMW 640i Gran Coupe, Interior, Leather Dashboard, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail

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Hammer Time: ‘Old’ New? < or > ‘All’ New? http://www.thetruthaboutcars.com/2012/10/hammer-time-old-new-or-all-new/ http://www.thetruthaboutcars.com/2012/10/hammer-time-old-new-or-all-new/#comments Wed, 10 Oct 2012 13:00:56 +0000 http://www.thetruthaboutcars.com/?p=463246 The best deal. Most consumers use this phrase interchangeably with what they really want. The best car. The question is whether they can find both at the same place. Small confession here. I usually could care less if a new generation model is 10% better or 15% better than the old one. To be frank, […]

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The best deal.

Most consumers use this phrase interchangeably with what they really want. The best car.

The question is whether they can find both at the same place.

Small confession here. I usually could care less if a new generation model is 10% better or 15% better than the old one.

To be frank, I consider the majority of new models to be cheaper products that, over the course of years, will fail to live up to the standards of the older model.

It may drive better at first. It’s new after all. But give it 80k miles of driving and many of those pressed plastic bits are going to be stressed to the point where vibrations and noise will make many of these cars unpleasant to drive. CVT transmissions and cheap plastics still don’t hold up from what I have seen at the auctions, and until they do, I won’t be endorsing any new model that is laden with them.

So what is a good deal these days?

1) The unpopular car that is well engineered.

2) Which is still left at the dealer lot during model changeover time.

3) That is easy to maintain and keep for the long haul.

Here’s two local models in my neck of the woods that caught my eye. Specifically because a friend of mine was recently looking for a new set of wheels. (click!)

If you look at the top two vehicles, you will see two leftover 2012 Honda Accords. Both stickshifts. Both of these have been in their inventory forever. One was priced at $17,600 when I looked at it online this past weekend. The other was priced at $17,800.

This weekend I shared the information with a friend, who may have carried it forward to someone else. So what happens? It goes up of course … perhaps until the consumer calls the dealership and ask them if they are willing to make a deal on a car they have been sitting on for 120+ days.

Click on the stock photos for the white one, and you see it was built April 2012. The gray one? It’s upside down. But if you stand on your head you’ll find that it was built February 2012.

These are two Accords that are similar in their product staleness to what I bought for my late father back in the day. He bought a 1992 Lincoln Mark VII at a time when the Mark VIII had already launched. As a result, Ford was heavily discounting an already unpopular model, that also happened to fit my father’s desires to a T.

Nine years and one unavoidable accident later, we went out and bought the outgoing Lexus ES300 at a time when the new generation had already hit the pavement. Was the older model supposedly better than the new one? No. But that older model had already made hundreds of thousands of consumers happy. The Lexus also received the full benefit of five years worth of quality improvements and manufacturing prowess.

Those attributes are seldom factored in. However in the long run, if you are the type who is a ‘keeper’ who prefers to keep their cars for 150k miles or more, this is where your sweet spot will lie.

An outoging model. High quality. Great reputation. Proven powertrain. Discounted price.

Eleven years later that Lexus is still vault like when you drive it. I am willing to bet that the Accords I mentioned above will be a nice fit as well for somebody out there who doesn’t mind rowing their own gears.

So folks, when it comes time to buying your next new car, weigh everything in. Are you a keeper? Or a trader? Chances are if you look at your next new car as a long-term investment, it may pay to shop for that ‘old’ new instead of the ‘all’ new.

Agree? Disagree? Stories? Please post away. All the best!

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Review: 2012 Toyota Tacoma TRD T|X Baja Edition http://www.thetruthaboutcars.com/2012/09/review-2012-toyota-tacoma-trd-tx-baja-edition/ http://www.thetruthaboutcars.com/2012/09/review-2012-toyota-tacoma-trd-tx-baja-edition/#comments Fri, 21 Sep 2012 18:17:38 +0000 http://www.thetruthaboutcars.com/?p=460053 Toyota trucks have long been the staple of practical truck shoppers, young shoppers looking for a cooler first ride, off-roaders and just about every rebel militia. What’s a company like Toyota do to keep sales of the 8-year-old truck going? Special editions of course. Despite the higher profits, Toyota decided to skip the “freedom fighter” […]

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Toyota trucks have long been the staple of practical truck shoppers, young shoppers looking for a cooler first ride, off-roaders and just about every rebel militia. What’s a company like Toyota do to keep sales of the 8-year-old truck going? Special editions of course. Despite the higher profits, Toyota decided to skip the “freedom fighter” edition with bench seating for 8 in the bed and a .50 caliber machine gun on the roof in favor of an off-the-rack off-roader. Thus the Tacoma TRD T|X Baja Edition was born. In case you are wondering, T|X stands for Tacoma Xtreme. You know, because it is way cooler to spell extreme without an “e.”

Click here to view the embedded video.

Exterior

The Tacoma has been with us for a long time and there’s little disguising that despite the periodic face lifts. Still, in the truck world this isn’t really a problem as styles change slowly and long product cycles are the more the rule than the exception. Despite a 2009 refresh, the most common comment I received from friends during my week with the Tacoma was:  “I didn’t know you had an old truck.” Xtreme? Not so much. While Toyota still offers a regular cab Tacoma for $17,525, the Baja Edition is only offered in with a “Double Cab” or “Access Cab.” Color options are limited to black or red for 2012.

Interior

The last time we looked at the Tacoma’s cabin, a common complaint was the car-like interior. The basics of that interior are still with us, but Toyota swapped in a chunky steering wheel, shiny metal bling and rubber flooring to butch-up our Baja. Compared to the current Nissan Frontier and Chevy Colorado, the Tacoma is a more comfortable place to spend your time and the cabin looks less dated as well. Despite the car-like shapes and Toyota sedan door handles, my forum trolling indicates the interior holds up well to abuse. While the cabin is far from Xtreme, I don’t have a problem with car cabins in trucks.

Click here to view the embedded video.

Infotainment

All Tacoma models (including the base model) come standard with Toyota’s snazzy 6.1-inch “Display Audio” system. The touch-screen head unit is easy to use and allows full control of your USB/iDevice as well as Bluetooth audio streaming and Bluetooth speakerphone integration. The audio quality from the base speaker package is merely average, if you care about your tunes upgrade to the JBL system. Toyota’s Entune software is available as an option and enables smartphone integrated apps like iHeartRadio and Bing. Also available is a $1,930 package that combines Entune, the optional navigation software, JBL speakers, XM/HD radio and a subwoofer.

While systems like MyFord Touch, or even Toyota’s own higher end nav systems use Sirius or XM satellite radio to deliver data content, the Display Audio system pulls the information off the internet using your smartphone and data plan. As a result, there’s no need for an XM or Sirius subscription. The downside? You can’t access these services without a smartphone, so if you haven’t joined the 21st century and are still using a Motorola StarTac, you won’t be able OpenTable.com whileyou roll. Is a well balanced JBL system with smartphone love Xtreme? For this segment it sure is.

Drivetrain & Off-Road Enhancements

The Tacoma’s base engine is a 2.7L four-cylinder engine good for 159HPand 180lb-ft of twist. In order to get the Baja Package you have to step up to the optional 4.0L V6 which produces 236HP at 5,200RPM and 266lb-ft of at 4,000RPM. (And check that 4×4 option box as well.) While the 2.7L is still saddled with Toyota’s old four-speed auto or five-speed manual, the V6 gets a newer five-speed auto or six-speed manual. The Baja uses a traditional two-range transfer case (read: part-time 4WD) and both a “real” locking rear differential and a brake-actuated limited-slip rear differential just like the regular 4X4 Tacoma. The lack of driveline differentiation makes sense as the Baja is built on the San Antonio assembly line, then over to the Toyota Logistical Services building (on-site) where a team disassembles the Tacoma suspension and reassembles it with the Baja bits. By hand.

Compared to the Ford Raptor, Toyota’s changes to the Tacoma donor truck are less “Xtreme” with all the changes working within the stock suspension design as much as possible. For instance, despite going from 8.5 to 9.25 inches, front wheel travel is limited by the the upper A-arm design which is retained from the stock Tacoma. The enormous 60mm Bilstein shocks (originally designed for motor home use) will support more travel should a buyer decide to swap out the A-arm for an aftermarket unit. The Baja receives new springs all the way around for two-inch bump in height and rear suspension travel is increased from 8.5 to 10 inches. To help in cooling and performance, the rear shocks are upgraded to 50mm units that sport a remote reservoir.

The Baja edition also sports a TRD cat-back exhaust, some crazy side graphics and unique 16-inch wheels shod with 265-width BFGoodrich all-terrain tires. As you would expect, all the usual TRD off-road gear is included in the Baja package from skid plates up front to a 400-watt AC power inverter integrated into the truck bed.

Drive

If you’re looking for a head-to-head Baja vs Raptor comparison, you clicked on the wrong review. The Raptor is a different animal entirely and it’s just not a fair comparison to the Baja. The Ford is bigger, heavier, more powerful, faster, more expensive, and plays to a different audience.

On the road the Baja is surprisingly civilized for an off-road tuned vehicle. If you ever needed a reason to select the “factory” off-road truck instead of DIY modding, on-asphalt manners are that reason. Aside from the drone of the TRD cat-back exhaust, the Tacoma’s cabin is quiet, comfortable and a great place to be on a 5 hour road trip. However, it is out on the highway that Toyota’s V6 and 5-speed auto start to show their age. On the gently rolling hills of US-101 in California, the Baja’s lack of low end torque and tall 5th gear meant the transmission shifted frequently. The relatively low fourth gear combined with the cat-back drone spoiled an otherwise well behaved highway cruiser.

Off road, the Baja is a comfortable companion on the trail soaking up bumps without loosing composure. Like all trucks, the Baja is front heavy (56/44 % F/R) and is designed for load carrying in the bed. This combination of a light rear end and suspension designed for a load means that most trucks tend to get “squirrely” out back on washboard dirt roads at moderate speeds. The Baja on the other hand never broke a sweat thanks to the well-tuned Bilstein shocks and springs. The improved articulation of the suspension helped the Baja feel almost as sure-footed as the FJ Cruiser on the deeply rutted trails we encountered.

There are a few things that must be said. First off, pretty much nobody takes their brand-new, bone-stock anything to the off-road park and thrashes it. In our brand-new, bright-red Toyota pickup, all eyes at the SVRA were upon us as we bottomed out on a concrete pipe. They probably went home and told stories about the crazy dude in the new truck. Second, even in Baja trim the Tacoma’s approach/departure/break-over angles take a back seat to the FJ Cruiser and the Jeep Grand Cherokee. Third, Toyota does not offer a locking front differential. I didn’t think the diff deficit would be too big of an issue until we were on tight switch-back turns at Hollister Hills where the large 40-foot turning circle (44 in the long bed) meant I was off the trail more than I was on it. If the Baja had a locking or limited slip diff up front, I wouldn’t have had to constantly resort to the hundred-point-turn to navigate some of the trickier descents. Despite these shortcomings, the Baja is “light” at 4,300lbs, some 900lbs lighter than a Jeep Grand Cherokee and a whopping 1,700lbs lighter than the Ford Raptor. Depending on the type of off-roading you plan on tackling, this lighter curb weight has some serious advantages.

Pricing is where the T|X Baja Edition shines. The base Access Cab model with the 6-speed manual transmission starts at $32,990 and our fully loaded four-door model with the automatic transmission and navigation rang in at $39,150. The observant in the crowd will notice two things, the Baja package costs $4,365 more than a truck without it, but more importantly (and quite strangely) it is cheaper than the Tacoma with the less rugged TRD off-road package. Go figure. While this is much cheaper than the Raptor which ranges from $42,975 to $53,000, it is strangely more expensive than the more capable FJ Crusier which rings in at $37,400  with Toyota’s “trail-teams” off-road package. Toyota plans to make only 750 due to the production limitations in 2012 but has promised the Baja will return for the 2013 model year with some tweaked options. If you’re the kind of person that’s willing to take their new car off-road, the Baja is easily the most Xtreme capable new truck for the price. I’m just not sure I’d take my shiny new truck too far off the beaten path.

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

Specifications as tested

0-30: 2.4 Seconds

0-60: 7.08 Seconds

1/4 Mile: 15.5 Seconds @ 87MPH

Average Economy: 17.5MPG over 1020 Miles

 

2012 Toyota Tacoma Baja, Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, side, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, front 3/4, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, front 3/4, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, front, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, front, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, rear, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, rear, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Exterior, T/X badge, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, gauges, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, dashboard, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, steering wheel, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, dashboard, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, dashboard, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, dashboard, Picture Courtesy of Alex L. Dykes 2012 2012 Toyota Tacoma Baja, Interior, rear seats, Picture Courtesy of Alex L. DykesTacoma Baja-016 2012 Toyota Tacoma Baja, Interior, rear seat storage, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, rear seat storage, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Engine, 4.0L V6, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, Infotainment Entune, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, Infotainment Entune, Picture Courtesy of Alex L. Dykes 2012 Toyota Tacoma Baja, Interior, Infotainment Entune, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail

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Review: 2012 BMW 328i Luxury Take Two http://www.thetruthaboutcars.com/2012/08/review-2012-bmw-328i-luxury-take-two/ http://www.thetruthaboutcars.com/2012/08/review-2012-bmw-328i-luxury-take-two/#comments Wed, 01 Aug 2012 13:00:43 +0000 http://www.thetruthaboutcars.com/?p=453998   The 3 series has been the benchmark to which all manner of vehicles are measured. The comparisons go beyond the likes of the A4, C-Class and S60 and include things like M3 vs Camaro, 328i vs Prius. There’s a problem with your largest volume product being put on this kind of pedestal: how do […]

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The 3 series has been the benchmark to which all manner of vehicles are measured. The comparisons go beyond the likes of the A4, C-Class and S60 and include things like M3 vs Camaro, 328i vs Prius. There’s a problem with your largest volume product being put on this kind of pedestal: how do you redesign it? Carefully, mildly, infrequently and only when absolutely required. With increased competition from the Audi A4, a redesigned S60 and Caddy’s new ATS, can BMW afford the same formula again? Michael Karesh got his hands on a 328i back in March, while I spent a week testing the 328i in its natural habitat: the California freeway. (Oh, and we spent some time on Lagua Seca as well.)

Click here to view the embedded video.

Exterior

If you’re not a BMW fan, you might mistake the 2012 3-Series for its predecessor, or at the least assume this is just a different trim level of the same. Despite practically nothing being shared with the outgoing model, the exterior looks like a simple facelift with new front and rear bumpers. According to BMW, that’s just how the target demographic likes it. Since the sheetmetal is pleasing to the eye, who am I to disagree?  If you compare side profiles, you’ll find the 3-Series’ wheelbase has been extended two inches while the entire car has been stretched by four inches. The cabin-stretching results in a more balanced and elegant look than before. If you’re into BMW trivia, because of the 3-Series’ perpetual growth, the 328i is just one inch shorter than a 1998 5-Series. Aficionados will bemoan the loss of LED turn signal lamps. Why BMW chose to move one step backwards we don’t know, but their loss won’t bother many shoppers.

In an attempt to create multiple personalities for the 3-Series, the same basic sedan can be had in five different style packages: Modern, Luxury, Sport, M-Sport, and the base model. Exterior differences boil down to different bumper covers, wheels, a sport suspension upgrade on the Sport trims and different answers to the eternal question: to chrome or not to chrome?

Interior

I never cared for BMW’s “double-bump” dash look that put the infotainment screen in a binnacle of its own. Apparently it didn’t do anything for the BMW’s engineers either. For 2012, your choice of standard 6.5-inch or 8.8-inch iDrive displays is permanently fixed to the center of the dash, sans “hood.” The look is reminiscent of the last generation of pop-up Volvo Nav system, sans-pop and is far more pleasing to my eye. The new screen and the Jaguar-like volume of real-tree are clues to the baby Bimmer’s refocused mission: luxury and technology.

2012 brings more wood, metal and plastic trim options than ever before. Also on offer are several finishes for the portions of the interior you see above in matte chrome. Base models continue to come with BMW’s “leatherette” seating surfaces in two shades, while real-cow surfaces are offered in 7 shades with available piping and contrasting stitching. The front seats in our “Luxury line” tester were extremely supportive during a 4 hour road trip and selecting the “sport” seats allows a range of seat contour adjustment that is class leading. Thanks to the wheelbase stretching, rear leg room is up by a quoted 3/4 inch but the adjusted seating positions (slightly more upright) and the shape of the front seat-backs makes the rear larger. Trunk space has grown more considerably to 17 cubic feet, notably larger than even the American-sized trunk in the Lincoln MKZ, despite the considerable intrusion from the trunk hinges.

Infotainment & Gadgets

The 2012 3-Series gets the latest generation of BMW’s iDrive. The system builds upon the previous versions in small, but important ways. Keeping up with the times, BMW has swapped the CD button for a “Media” button which makes accessing your USB and iDevices easier than in the past. You’ll also find an additional USB port in the glove compartment enabling you to have two USB/iDevices plugged in at the same time with an additional device plugged into BMW’s “dock” in the center armrest.

BMW has also taken the next logical step and integrated the infotainment system with the optional heads-up display. While some may look at this as an all-new distraction, if you’re going to be browsing your playlist, you might as well do it while looking at the road. The full-color image is projected onto the windshield from an in-dash LCD that makes the electrofluorescent HUDs used by GM and Toyota look like a 1980’s flash back.

 

Our 328i tester had the “BMW Apps” package, a $250 option on-top of the $2,150 navigation system and $650 “enhanced USB” and BMW Assist (both of which are required to “app” yourself.) If you’re not a gadget freak like I am, app integration won’t matter much to you. If you like the idea of being able to download an app to enhance your infotainment system years after you buy your car, then apps are for you. The current app suite allows you to Facebook, Tweet and stream internet radio from your iPhone to the car’s radio. The twist for 2012 is an all-new Wikipedia app (that can be used on previous generation BMW vehicles with the app option as well). While this may sound silly, the Wiki app integrates with your GPS to find Wiki articles about nearby points of interest. Once a POI is selected, iDrive will download the Wiki article and using text-to-speech, it will read it to you as you roll. While Ford MyTouch has vastly superior voice command options, iDrive’s tasteful high-res graphics, fast interface and superior phone integration make this the system to beat.

If these gadgets float your boat, they can be combined into one package for $3,100 and includes 4 years of the basic BMW Assist (BMW’s version of OnStar). Before you get too excited by the advertisements however keep in mind you have to pay an extra $199 a year for the “convenience” features of BMW Assist like Google send-to-car and the BMW concierge service.

No new European car would be complete without a bevy of luxury and convenience features, especially not the new 3-Series with its new luxury direction. The extensive list includes: blind spot monitoring, top-view camera, heated steering wheel, heated rear seats, lane departure warning, collision warning, radar cruise control, speed limit help, keyless-go, variable steering, adaptive suspension and automatic high-beams. The 328i may start at $36,500, but its easy to option your entry-level 3-Series up to its $57,000 max if you’re nor careful.

Drivetrain

BMW has long been known for their silky-smooth inline sixes, but you won’t find one under the hood of the 328i. Instead, you’ll find the latest fruit of BMW’s direct-injection-turbocharged love affair: the N20. On the surface there is nothing special about BMW’s all-new, all-aluminum 2.0L turbo engine. After all, everyone from Audi to Volvo has a new 2.0L turbo four-banger, so what’s the big deal? Aside from the shock of finding an engine with 33% fewer cylinders under the hood of a 3-Series, not much, and that’s the big deal. Producing 240HP from 5,000 to 6,000RPM and 255 lb-ft of twist from 1,250 to 4,800RPM, this engine is significantly more powerful than the old 3.0L N52 six cylinder, all while being 20% more fuel-efficient and better in just about every way. Due to the nature of a gasoline direct-injection system, the N20 sounds like a quiet diesel at idle. Thankfully, inside the cabin you’d never know since BMW balanced the N20 extremely well and installed so much sound deadening material that you can’t hear the engine in normal driving.

Drive

You may not be able to hear the N20, but you can sure feel it. The Kansas-flat torque curve that drops precipitously after 6,000 RPM is a stark contrast from the old 3.0L engine that loved to sing at high RPMs. While some may miss the power delivery style of the old naturally aspirated six, the N20’s curve is a better match for the ZF 8-speed and average drivers.

The N20 isn’t just 33% shorter than the old N52, it is also 50lbs lighter and sits behind the front axle instead of above it. The effect of the weight reduction and nose-lightening is obvious out on the track where the 328i felt much more nimble than the 335i when driven back to back. The difference was far more pronounced than I had anticipated. In my book, the increased nimbleness is worth the reduction in thrust. While I’m sure my 335i laps were faster, the 328i was more fun. It’s easy to forget how hose heavy the 335i is until you have an identical car with a few pounds removed from the front.

In the 328i’s natural habitat, the urban jungle, you may find the new Start/Stop feature something of a mixed bag. As you would expect, the system turns the engine off while the transmission is in Drive, is stopped and the driver’s foot is on the brake. As you would expect this results in real improvements in city mileage, but there us a problem. The system is far from smooth.

At the heart of the BMW Start/Stop system is a beefier starter and a “glass-mat” 12-volt battery designed to handle the frequent starting. When the engine is warm and the cabin heating/cooling demands are in the right range, stopping at a light will be followed by a less than graceful shudder as the engine turns off. Next, the car turns the HVAC blower down to a gentle breeze to keep the electrical draw low. (Without a hybrid style battery, capacity is fairly low.) The car will automatically start the engine when you release the brake (or when the car decides the engine needs to run for cabin cooling.) Engine restarts are far from seamless with engine cranking, a shudder and a delay to forward progress while the ZF 8-speed’s hydraulics re-pressurize. Passengers used to smooth start/stop cycles in hybrid cars found the start/stop cycles “abrupt” and “jarring.” I found the fuel savings worth the commotion, but if your tastes differ, BMW offers an “off” button. If you live in a hot climate like Phoenix, don’t expect the system to start/stop too often.

After handing the keys for the BMW back something dawned on me. I’d miss the 328i. That’s not a statement I make lightly, or often. Previous 3-Series sedans just didn’t press the right buttons for me, but somehow the this one managed to poke just about all of them. The combination of handsome looks, good fuel economy, nimble handling and gadgets galore is a siren call for gadget geeks in their 30s. The problem? Is the 328i worth the premium? Or should you just buy a Volvo S60 or Audi A4? Unless you’re the kind of shopper willing to put down 5-Series money for a loaded 328i, then the A4 and S60 will deliver 95% of the experience for less and throw in AWD for your troubles. If however you value driving enjoyment, a slick nav and a gorgeous HUD, then the 3-Series is for you. The 3-Series’ benchmark status? Completely safe. For now.

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

Specifications as tested:

0-30: 1.65 Seconds

0-60: 5.72 Seconds

1/4 Mile: 14.25 Seconds @ 100.6 MPH

Average fuel economy: 32.8 MPG over 1,124 miles

 

 

2012 BMW 328i, Exterior, side 3/4, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, side, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, wheels, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, front, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, front, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, front 3/4, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, BMW Logo, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, headlamp, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, rear, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, rear 3/4, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, rear, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, rear 3/4, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Exterior, 328i badge, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Engine, 2.0L TwinPower Turbo, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Engine, 2.0L TwinPower Turbo, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, Dashboard, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, Dashboard, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, steering wheel, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, Dashboard, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, center console, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, shifter and iDrive, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, rear seats, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, rear seats, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, rear seats, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, gauges, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, iDrive, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, iDrive, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, iDrive, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, iDrive, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, iDrive, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, heads-up display, Photography Courtesy of Alex L. Dykes 2012 BMW 328i, Interior, heads-up display, Photography Courtesy of Alex L. Dykes 2012 BMW 328i Monroney Zemanta Related Posts Thumbnail

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Review: 2012 Toyota Camry Hybrid http://www.thetruthaboutcars.com/2012/04/review-2012-toyota-camry-hybrid-2/ http://www.thetruthaboutcars.com/2012/04/review-2012-toyota-camry-hybrid-2/#comments Wed, 25 Apr 2012 12:55:00 +0000 http://www.thetruthaboutcars.com/?p=438740 The last time TTAC took a look at the Camry Hybrid was back in 2006. For 2012 Toyota has completely redesigned the Camry from the “sporty” SE model to the refrigerator-white base model Michael Karesh took for a spin. The base model’s  low price appeals to dealers while the SE allows Toyota to believe the […]

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The last time TTAC took a look at the Camry Hybrid was back in 2006. For 2012 Toyota has completely redesigned the Camry from the “sporty” SE model to the refrigerator-white base model Michael Karesh took for a spin. The base model’s  low price appeals to dealers while the SE allows Toyota to believe the Camry is something other than basic transportation. So what about the hybrid? The gasoline/electric Camry is aimed squarely at shoppers that want more green cred than a regular Camry can deliver and Prius shoppers looking for something more powerful and more traditional. One out of every seven Camrys sold in 2011 was a hybrid, with those numbers expected to grow it is imperative Toyota gets their baby-boomer hybrid just right.

Despite looking like a mid-cycle refresh, the 2012 Camry is almost entirely new from the sheetmetal to the seat frames. Only Toyota and Volvo seem to get away with completely redesigning a product that looks exactly like the old one. But Toyota remembers a high-selling mid-size sedan that went for a dramatic new look and flopped – yes bubble-Taurus, I’m lookin’ at you. Still, boring usually ages better than “exciting.” Case in point, the curvaceous Hyundai Sonata which is stunning now, but in danger of being horribly dated in a decade?

Click here to view the embedded video.

For 2012 there are two different trims for the Camry Hybrid; LE and XLE. The LE model enables a low $25,900 MSRP (a reduction of $1,159 vs the 2011 base pricing) and includes standard niceties like: keyless entry/go, dual-zone climate control, and USB/iPod/Bluetooth connectivity. The XLE starts at $27,400 and adds: a power driver’s seat, touch-screen infotainment and some 17-inch alloy wheels. Of course, my personal mantra is “base priced be damned!” As such, our tester crawled up the luxury ladder with an eye-popping $6,320 options including $500 blind spot monitoring, $695 backup camera and alarm system, $450 Toyota Safety Connect system with 1 year subscription (ala GM’s OnStar), $1,160 leather and faux-suede seats, $915 moonroof and a whopping $2,600 for the premium JBL navigation system with surround sound, subwoofer, XM satellite radio and access to the premium XM services like weather, traffic and fuel prices. The result was an as-tested price of $34,817 after a $760 destination fee. While 35-large for a Camry sounds bad, the competition “options up” to the same ballpark with a comparably equipped Sonata Hybrid hitting $32,125 and the Fusion Hybrid reaching $33,665.

Features mean nothing if they are wrapped in nasty plastic, and let’s be honest, the previous Camry suffered from some questionable materials. 2012 brings the Camry’s interior game up a few notches with brushed-metal trim and a new dashboard that is injection molded, then stitched to create the latest in automotive interiors crazes; the faux-stitched dash. While GM may not like to have the LaCrosse compared to the Camry, the dash reminded me of Buick’s stitched improvements. Compared to the Sonata and Fusion, the Camry may be setting a new bar for luxuriously squishy dash bits.

Evolution rather than revolution has been the key to Camry design changes over the years, and the 2012’s interior is no exception. Available in muted shades of grey and tan, the only surprising feature is the busy gauge cluster. The cluster integrates four needles, three LCDs, a plethora of status lights, and an LED bar that displays your instant MPG. You might be thinking the needle showing 45MPG (above) is an instant figure, but it’s actually the average MPG gauge. Instant economy is shown by an arc of green LEDs to the right of the gauge. Yes, all the same MPG info can simultaneously be displayed on the LCD in the center of the speedo, as well as in the infotainment system. Doing so will let ensure that everyone in the car knows how green you are. While the gauges are extraordinary “blingy,” I found them preferable to the electrofluroescent displays the Prii use.

When the Camry Hybrid debuted in 2006, people bought them because they were discreetly styled, had a useable trunk and provided more rear leg room than a Prius. The cost of the traditional packaging was the Camry’s 30-odd MPG score. If the “low” fuel economy wasn’t a problem, the battery pack in the trunk robbed precious cargo room. For 2012, Toyota uses a slimmer battery pack allowing the trunk to grow to 13.1 cubic feet. This is larger than the competition, but unfortunately continues to eschew a real trunk pass-through. Instead you get a 60% folding rear seat back which reveals a small, oddly shaped portal. While you might be able to get a pair of skis in the car, other long objects are thwarted by a front passenger seat doesn’t fold.

Like the rest of the Camry line, the Hybrid sports one “sound only” system and three different touch screen navigation/infotainment systems. First up is the base AM/FM/CD audio system with 6 speakers and iPod/USB and Bluetooth integration (the only unit available in the “LE”  model.) The XLE starts with the same speakers but for $1,745 adds a 6.1inch LCD “display audio with navigation” (the bundle also includes the keyless-go “smartkey”). This “base” nav system is one of Toyota’s best, as the voice commands for destinations are logical and easy to use. The system also offers smartphone integrated apps and data services meaning you don’t need an XM subscription to make the whiz-bang features work. Shoppers can also bundle this system with the 7.1 channel JBL “green” speaker and amp system which gives the Camry one of the better audio systems in the segment. If you feel spendy, you can upgrade to the 7-inch system (pictured below) which uses a totally different software interface. The up-level interface is hard-drive based and has a few more POIs built-in, allows side-by-side map displays and uses XM as the data service and not your smartphone. While the two systems offer similar features, the 6.1-inch system doesn’t need an XM subscription to do traffic so it would be my choice unless you plan on living with a dumbphone forever. To see the 6.1-inch system in action, check out TTAC’s Prius c video.

When Toyota scaled-up their Hybrid Synergy Drive system to handle the weight of the Camry (and in a desire to retain a standard of acceleration that mid-size shoppers would accept), the enlargement resulted in EPA scores of 33 city/34 highway, well below the Ford and Hyundai competition that soon followed. In addition, the Camry Hybrid wasn’t terribly swift. To solve those complaints, Toyota ditched the old hybrid drivetrain for an all-new system incorporating a larger 2.5L, 156HP Atkinson cycle four-cylinder engine and more powerful motors. The new system is good for a combined 200HP (and around 200lb-ft of torque). Largely thanks to the  199lb-feet of torque the motor delivers from 0-1500RPM, acceleration is considerably better than the Prius twisting out a 6.9 second run to 60. While the system still uses Nickle based batteries instead of the trendier Lithium batteries in the Sonata, the refinements to the system lifted the Camry’s economy to 43 city, 39 highway and 41 combined. In the old Camry, I had difficulty achieving the advertised 34MPG highway numbers, but over 730 miles of mixed driving, photo shoots, stop-and-go commute traffic and a weekend out-of-town the Camry Hybrid averaged an impressive 43MPG. While our numbers were notably above the EPA ratings, as with all cars, your mileage will vary.

At 3400lbs, the Camry Hybrid is 245lbs heavier than the non-hybrid Camry and the weight gain impacts handling to some degree, however the low-rolling resistance rubber causes more of a problem with windy mountain roads. Then again, none of the Camry models are corner carvers, and although the steering is just as numb  as the rest of the lineup, it is fairly average for the class which focuses more on ride than handling. The Camry is a willing and capable commuter car, providing a quiet, compliant ride and delivering an average of 44MPG on my daily commute.

For some reason, car shoppers in America buy vehicles for their “peak”  load rather than their average load. In light of this the Camry Hybrid (like it’s mid-size hybrid competition) may just be the ideal vehicle for the average American delivering a solid 40MPG, seating for five and few compromises. While the Camry Hybrid may be boring, I am a “white bread and smooth peanut butter” kind of guy, and judging by the Camry’s sales numbers, so are a large number of mid size shoppers. With a 41MPG combined EPA score and 0-60 times under 7-seconds, the Camry Hybrid might just be the prefect Camry.

 

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

Specifications as tested

0-30: 2.7 Seconds

0-60: ran between 6.7 and 7.2 Seconds

1/4 Mile: 15.16 @ 92.7 MPH

Average fuel economy:  40.9MPG over 837  miles

 

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