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Showing posts with label Automobiles Reviews. Show all posts
Showing posts with label Automobiles Reviews. Show all posts
Thursday, September 10, 2009
Introduction
For the most part, consumers previously desiring a vehicle high on fuel efficiency and luxury haven't had much to choose from. Toyota, for example, offers either its super fuel-efficient but bland Prius or not-that-efficient but otherwise premium collection of Lexus luxury hybrid vehicles like the LS 600h L. All of this changes with the 2010 Lexus HS 250h, however. Here, Lexus offers the opportunity to be pampered by your car while still doing your part to help reduce your carbon footprint.
The HS 250h borrows its powertrain from the Camry Hybrid, which is both bigger and more powerful than that used in the Prius. This allows it to post a 0-60-mph time of 8.7 seconds -- fairly quick for a hybrid vehicle. As for fuel economy, the HS 250h has an EPA fuel economy estimate of 35 mpg in combined driving. This is significantly less than the Prius' combined rating of 50 mpg, but it's still the highest of any luxury-branded hybrid vehicle.
Underway, the 2010 Lexus HS 250h easily plays the role of upscale luxury car with a supple ride, a quiet cabin and competent handling. It also has just about every luxury feature one could wish for as either standard or optional, as well as the promise of upscale service treatment at the dealership. As with many luxury vehicles, however, it is all too easy to jack up the HS 250h's price with the various option packages.
If you like the idea of the Lexus HS 250h but find its price a bit too dear, you might also consider the Ford Fusion Hybrid or the Nissan Altima Hybrid, though the latter is sold in just a handful of states. Both offer an affable combination of economy, luxury and athleticism. For now, however, the HS 250h basically exists in a class of one, where premium brand luxury and presence can be had along with fuel economy that's superior to that of a subcompact economy car.
Monday, September 1, 2008
Introduction Scion xD
The 2008 Scion xD replaces the Toyota division's cute, efficient xA. Introduced four years ago, the xA was a popular subcompact. Scion's grand plan is to offer new models frequently, so it was time for the xA to go. While the xD is all new, shoppers can think of it as the second generation of the xA. In spirit and execution, it remains essentially the same: A small, efficient, relatively inexpensive four-door hatchback aimed at young, stylish buyers.
The new xD has a boxier roofline and more bulbous hood. We think it has lost some of the distinctiveness of the xA, but the xD can be dressed up into a unique, good-looking car, and that remains part of the Scion plan. The new xD is designed for easy personalization, and Scion offers dozens of dealer-installed parts, starting with an array of custom wheels.
On paper, the Scion xD has the right stuff. It has a longer wheelbase and wider track yet virtually the same overall length as the xA; that means shorter overhangs for a sportier appearance suggesting more agile handling. With a 1.8-liter engine making 128 horsepower and 125 pound-feet of torque, the xD is substantially more powerful than the 1.5-liter xA model it replaces (by 20 hp). The new xD's engine also benefits from the latest version of Toyota's VVT-i, or variable valve timing, technology for strong power and good fuel economy.
The xD comes well equipped, with air conditioning, a high-watt Pioneer stereo and a full complement of power accessories.
The xD sets the class benchmark for safety equipment. Front, side and curtain-style airbags are standard, as is a sophisticated anti-lock brake system. The xD is available with optional electronic stability control, which isn't even offered on most cars in its class.
In some respects, however, the xD falls short of the xA it replaces. The xD is heavier than the xA, by 300 pounds, so acceleration is diminished, particularly with the automatic transmission. Also, EPA-estimated fuel economy ratings are poorer, but that's complicated by the EPA's new testing methods for 2008 models which degrade on paper fuel economy for most cars. The xD is rated at 27/33 mpg City/Highway with the manual transmission. And despite its slightly larger exterior dimensions, the xD provides less interior space than the old xA did, and less than key competitors such as the Honda Fit. The xD's interior loses 1.5 cubic feet of volume overall, and a significant four inches of rear legroom.
The good news is that the Scion xD is a roomy little car, with lots of headroom and comfortable space for four medium-size adults. The new rear seat is particularly handy. It reclines, slides fore and aft to maximize passenger or cargo room, or quickly folds totally flat, creating an excellent cargo space measuring a maximum 35.7 cubic feet.
The xD's overall performance is spry. Ride quality is acceptable in most circumstances, and while it isn't the sportiest performer in its class, it can be fun to drive. We recommend the five-speed manual transmission, because the weakest link in the xD package is the optional automatic. It's a conventional four-speed and, with the XD's free-revving engine, it feels like it needs more gears.
Model Lineup
The 2008 Scion xD comes with a 1.8-liter four-cylinder engine and a choice of five-speed manual ($14,550) or four-speed automatic ($15,350) transmission.
Standard equipment includes cloth upholstery, air conditioning, power windows, door locks and mirrors, remote keyless entry, tilt steering wheel with audio controls, first-aid kit, a 60-40 reclining, sliding and flat-folding rear seat, 16-inch steel wheels and a 160-watt, six-speaker Pioneer sound system wired for MP3, iPod and satellite radio.
Vehicle Stability Control ($650) is optional, and more than 40 dealer-installed accessories developed by Scion are available, including a plug-and-play navigation system ($1,950), Sirius or XM satellite radio ($449), a remote starter ($529), 16-inch alloy wheels ($795), and a cargo cover ($259). Speed and style parts are available from TRD (Toyota Racing Development). And aftermarket suppliers are supporting the Scion xD with a wide range of products, ranging from an supercharger to carbon-fiber body trim.
Safety features include dual-stage front airbags, front passenger side-impact airbags and curtain-style head protection airbags front and rear. A tire-pressure monitor is standard. Active safety features include anti-lock brakes with Electronic Brake-force Distribution and Brake Assist. As noted, VSC electronic stability control with traction control is optional, but many competitors in this class, including the Honda Fit, do not offer electronic stability control.
Source: auto.yahoo.uk
Thursday, July 31, 2008
Introduction
With a name like Superb, Skoda's biggest saloon is going to have be pretty special. This third-generation model does a reasonably decent job living up to that moniker, with more space than ever, a beautifully finished interior and a decent driving experience. If only it looked a little bit more distinctive, as among its rivals it falls into the rather forgettable category.
If you're looking at a Superb then it's likely you'll have looked at the mainstream saloon and hatchback offerings from numerous firms. Think Ford Mondeo, Vauxhall's new Insignia, the Citroen C5, Peugeot 407, Renault Laguna and, hell, even its cousin the Volkswagen's Passat along with a host of Japanese alternatives. The Superb solves the problem of producing both a hatchback and a saloon model, Skoda engineering a system called 'Twindoor' that allows you to choose from either a hatchback opening or a saloon one. Neat, admittedly, but perhaps a solution to a question nobody asked?
How does it drive?
The Superb is huge, but it belies its size on the road. The 2.0-litre turbodiesel here is the 168bhp common-rail version, giving the big Skoda plenty of punch. Lower output 1.9 and 2.0-litre turbodiesels are also offered, but they use Volkswagen's old Pumpe Duse technology and lack this 2.0-litre common-rail's refinement.
The steering is decently weighted and although it's not a car that's likely to be hustled down a country road the Superb does a rather fine job with neat body control, precise steering and a neutral, balanced stance. Where it really majors though is on comfort, the Superb doing a good impression of a car in the premium class above with its big-car feel and comfort.
Courtesy ukcars.yahoo.com
With a name like Superb, Skoda's biggest saloon is going to have be pretty special. This third-generation model does a reasonably decent job living up to that moniker, with more space than ever, a beautifully finished interior and a decent driving experience. If only it looked a little bit more distinctive, as among its rivals it falls into the rather forgettable category.
What are its rivals?
How does it drive?
The Superb is huge, but it belies its size on the road. The 2.0-litre turbodiesel here is the 168bhp common-rail version, giving the big Skoda plenty of punch. Lower output 1.9 and 2.0-litre turbodiesels are also offered, but they use Volkswagen's old Pumpe Duse technology and lack this 2.0-litre common-rail's refinement.
The steering is decently weighted and although it's not a car that's likely to be hustled down a country road the Superb does a rather fine job with neat body control, precise steering and a neutral, balanced stance. Where it really majors though is on comfort, the Superb doing a good impression of a car in the premium class above with its big-car feel and comfort.
Courtesy ukcars.yahoo.com
Monday, July 7, 2008
Article by Shane O' Donoghue
Source: uk.cars.yahoo.com
Arrived: Dec 2007
List price (including options): £30,835
Average economy: 39.7mpg
The BMW 123d Coupé has been rather busy in its last month with us. The very last journey was its longest yet, as the 123d was enlisted to drive three of us (and our camping gear) to Le Mans for the annual 24-hour epic. The trip itself was fairly epic; never mind the race. Starting out in Dublin with a gleaming car and a full tank of diesel, I boarded the fast Irish Ferries craft to Holyhead. Two hours later the nose of the BMW was pointed towards Birmingham to pick up the first of my passengers, then onto Luton Airport before hightailing it to Folkestone to catch the Eurotunnel to Calais.
Incredibly, we didn't need to top up with diesel until about a hundred miles south of Calais, and even then it was for fear of having to deal with closed fuel stations at night. We eventually rolled into our campsite at about 1am, which was no time to have to put up a tent...
We're loving the -
Range. Despite carrying three 'well-fed' lads and all their camping accoutrements, the 123d managed nearly 450 miles on that single tank of fuel. Given that we were 'pressing on' for much of our journey, the average fuel consumption is pretty impressive too.
Along with the fuel economy and range, the Coupé attracted praise for how surprisingly large its boot is and even in M Sport guise was exceedingly comfortable on France's excellent motorway network.
But not so impressed by -
The lack of cruise control. We spent hours and hours at a high-speed cruise on the motorway and my right leg and knee were aching by the end of the weekend from holding the throttle at a constant angle. It's also too easy to let your speed creep up in these circumstances, especially given the mid-range urge of the 123d's twin-turbo engine and that's not a good idea on the Autoroutes around Le Mans, as the Gendarmes patrol for speeding Brits with real vigour.
We're looking forward to -
Well, there's nothing more to look forward to with this car unfortunately, as BMW has cruelly taken it from us - not before we gave the Coupé a thorough valet first though, to remove all trace of the Le Mans weekend from it...
My next steed is VW's parsimonious Polo BlueMotion. I already know that it won't be as much to drive in the traditional sense as the BMW, but with diesel prices escalating out of control, it's perhaps no bad thing to be driving a car that requires so few fuel stops. Anyway, there's fun to be had in watching the instantaneous economy read out and eking out those extra miles per gallon. More on that soon.
Friday, November 16, 2007
COUNTERPOINT
LARRY WEBSTER
Theoretically, the SRT4 is my kind of machine—plenty of power, a good price, and a body style that can almost carry a couch. It’s got the goodies but, sadly, not the soul. There’s not enough friskiness in the chassis, too little joy to be had blipping the throttle, and a good amount of torque steer. I loved the Neon-based SRT4 and hoped the Caliber would be a hatchback version. It’s not, which goes to show that no amount of polishing can put a shine on the Caliber.
CSABA CSERE
Some hot cars get faster when they graduate to the next generation. Others, such as this Caliber SRT4, develop a refined maturity. This ’08 model has a tightness of construction and dynamic stability that are light-years beyond its rorty predecessor. But these virtues come with greater size and weight and the loss of that on-the-edge-of-control tossability that made the previous SRT4 occasionally irritating but always engaging.
LARRY WEBSTER
Theoretically, the SRT4 is my kind of machine—plenty of power, a good price, and a body style that can almost carry a couch. It’s got the goodies but, sadly, not the soul. There’s not enough friskiness in the chassis, too little joy to be had blipping the throttle, and a good amount of torque steer. I loved the Neon-based SRT4 and hoped the Caliber would be a hatchback version. It’s not, which goes to show that no amount of polishing can put a shine on the Caliber.
CSABA CSERE
Some hot cars get faster when they graduate to the next generation. Others, such as this Caliber SRT4, develop a refined maturity. This ’08 model has a tightness of construction and dynamic stability that are light-years beyond its rorty predecessor. But these virtues come with greater size and weight and the loss of that on-the-edge-of-control tossability that made the previous SRT4 occasionally irritating but always engaging.
Regular readers will recall that the Neon-based SRT4 we tested in April 2004 posted better numbers: 5.3 seconds to 60, the quarter in 13.9 at 103. You’ll also recall that a Mazdaspeed 3 [“Power Toys,” May 2007] ran to 60 mph in 5.4 and through the quarter in 14 flat at 101. We should note here that at 3233 pounds the Caliber is 249 pounds heavier than that Neon-based SRT4 and 48 pounds heavier than the Mazdaspeed. Mass is never a plus for acceleration, nor does it help braking. The SRT4’s brakes don’t fade, but 175-foot stops from 70 mph can’t be called impressive.
Handling: It didn’t take many circuits at Putnam Park near Greencastle, Indiana, to convince us that the SRT4 isn’t happy on a racetrack. Understeer in this environment ranges from mulish to absolute, the limited suspension travel provokes some unpleasant wallowing, and the actions of the traction control produce some strange sensations, although the engineers insist it’s more effective than a conventional limited-slip diff, which they tried initially.
On public roads, the story improves. The car still doesn’t thrive on bumpy corners, but it inspires confidence nevertheless, with decent grip (0.84 g on the skidpad), sports-car steering, and surprisingly brisk responses in rapid transitions—surprisingly, because the SRT4 has a high center of gravity and hard cornering does entail a fair amount of body roll. But it hangs in there anyway.
The rest of the car: SRT cosmetic and aero enhancements include a deeper front air dam, rocker-panel extensions, a king-size spoiler extending over the rear hatch, a row of vertical diffuser strakes at the bottom of the rear end, and a four-inch echo-can exhaust tip.
Inside, there’s a set of excellent bucket seats with leather outers, red stitching, and grippy cloth centers providing plenty of lateral support, particularly for the torso; a leather-clad steering wheel; the obligatory aluminum pedal pads; and white-face SRT instruments. A nifty instrument option is the “performance pages” reconfigurable display that can give the driver acceleration times, lateral g, braking distance, and more.
As with previous SRT hot rods, the latest rates as a performance bargain, with prices starting from $22,995. Amazingly, that’s similar to the base price for a Mazdaspeed 3. Coincidence? And which is preferable? Maybe we should get the two cars side by side and head-to-head? Ya think?
Handling: It didn’t take many circuits at Putnam Park near Greencastle, Indiana, to convince us that the SRT4 isn’t happy on a racetrack. Understeer in this environment ranges from mulish to absolute, the limited suspension travel provokes some unpleasant wallowing, and the actions of the traction control produce some strange sensations, although the engineers insist it’s more effective than a conventional limited-slip diff, which they tried initially.
On public roads, the story improves. The car still doesn’t thrive on bumpy corners, but it inspires confidence nevertheless, with decent grip (0.84 g on the skidpad), sports-car steering, and surprisingly brisk responses in rapid transitions—surprisingly, because the SRT4 has a high center of gravity and hard cornering does entail a fair amount of body roll. But it hangs in there anyway.
The rest of the car: SRT cosmetic and aero enhancements include a deeper front air dam, rocker-panel extensions, a king-size spoiler extending over the rear hatch, a row of vertical diffuser strakes at the bottom of the rear end, and a four-inch echo-can exhaust tip.
Inside, there’s a set of excellent bucket seats with leather outers, red stitching, and grippy cloth centers providing plenty of lateral support, particularly for the torso; a leather-clad steering wheel; the obligatory aluminum pedal pads; and white-face SRT instruments. A nifty instrument option is the “performance pages” reconfigurable display that can give the driver acceleration times, lateral g, braking distance, and more.
As with previous SRT hot rods, the latest rates as a performance bargain, with prices starting from $22,995. Amazingly, that’s similar to the base price for a Mazdaspeed 3. Coincidence? And which is preferable? Maybe we should get the two cars side by side and head-to-head? Ya think?
More on that later. First, let’s take a look under the hood, which is distinguished by one real hood scoop and two fake breather vents. The starting point for the SRT4 engine was the same 2.4-liter Chrysler/Hyundai/Mitsubishi DOHC 16-valve aluminum four you can get with a Caliber, except the Caliber version generates 172 horsepower and 165 pound-feet of torque. This one, as you already know, generates a helluva lot more. Here’s how. The pistons are cast aluminum, running in iron liners, with forged con rods and trimetal bearings. SRT was confident the standard forged-steel production crank could take the extra heat and power. Oil squirters help keep the pistons cool, and an external cooler keeps temps of the Mobil 1 synthetic oil uniform.
At the top end, there’s variable valve timing on both cam banks, with bucket tappets punching the valves, which are made of Inconel (a high-temp alloy) on the exhaust side. And, of course, there’s that most essential of ingredients—boost, 12-psi max at sea level, but it can rise to 15 psi at high altitudes, provided by a Mitsubishi TD04 turbocharger via a big (11-row) Valeo air-to-air intercooler. Like the previous SRT4 engine, this 2.4 is a long-stroke design and not a high-revver. The power peaks are more like lofty plateaus. Max torque is available from 2000 to 5600 rpm, max horsepower is on tap from 5700 to 6400, and the small-scroll turbo spools up quickly.
The engine feeds its output into a six-speed Getrag manual gearbox via a dual-mass flywheel. Like the gearbox in the garden-variety Caliber, it’s a cable shifter, but the throws are shorter and the engagements are far more decisive.
There are cosmetic elements to the SRT package, too, but we think you’d rather hear about the dynamic payoff first. Okay. Let’s start with the what’ll-she-do department. Getting an effective launch is tricky, something that’s true of most front-drive turbo cars. The SRT people predict 0-to-60 mph in a little over six seconds. We clocked 5.9. The quarter-mile ate up 14.4 seconds, showing a 103-mph trap speed. Top speed is officially listed as 155 mph, although one of the SRT development guys says he ran a prototype to as high as 161.
At the top end, there’s variable valve timing on both cam banks, with bucket tappets punching the valves, which are made of Inconel (a high-temp alloy) on the exhaust side. And, of course, there’s that most essential of ingredients—boost, 12-psi max at sea level, but it can rise to 15 psi at high altitudes, provided by a Mitsubishi TD04 turbocharger via a big (11-row) Valeo air-to-air intercooler. Like the previous SRT4 engine, this 2.4 is a long-stroke design and not a high-revver. The power peaks are more like lofty plateaus. Max torque is available from 2000 to 5600 rpm, max horsepower is on tap from 5700 to 6400, and the small-scroll turbo spools up quickly.
The engine feeds its output into a six-speed Getrag manual gearbox via a dual-mass flywheel. Like the gearbox in the garden-variety Caliber, it’s a cable shifter, but the throws are shorter and the engagements are far more decisive.
There are cosmetic elements to the SRT package, too, but we think you’d rather hear about the dynamic payoff first. Okay. Let’s start with the what’ll-she-do department. Getting an effective launch is tricky, something that’s true of most front-drive turbo cars. The SRT people predict 0-to-60 mph in a little over six seconds. We clocked 5.9. The quarter-mile ate up 14.4 seconds, showing a 103-mph trap speed. Top speed is officially listed as 155 mph, although one of the SRT development guys says he ran a prototype to as high as 161.
As you’d expect, the suspension has undergone a general stiffening, with ZF Sachs twin-tube dampers all around, higher spring rates fore-and-aft, and a stiffer (by 0.71 inch) rear anti-roll bar. Given the car’s speed potential, the SRT team decided it was best to be conservative with rear roll stiffness. However, for hard-core autocrossers, Mopar plans to offer a track kit with much higher spring rates and firmer dampers.
The brakes are formidable: 13.4-by-1.1-inch vented front rotors squeezed by twin-piston calipers and cooled by vents molded into the front fascia, 11.9-inch solid rear rotors, and standard anti-lock. Not only does this system provide fade-free braking, but the heavy-duty dimensions of the front rotors allowed the engineers to be aggressive with the so-called brake-lock differential. The brake-lock diff is an alternative to a conventional mechanical limited-slip differential and relies on the traction-control system. Operating on info from the ABS sensors, it limits wheelspin by squeezing the rotor of the wheel that has lost traction, which sends power to the opposite wheel. This is not a new strategy—Audi, BMW, and Mercedes use this technique—but the SRT4 system operates up to 85 mph, much higher than any other, according to Dodge. The system tends to chew the rotors pretty hard, but the SRT engineers figure their robust setup can handle it.
Braking power gets onto the pavement via 225/45R-19 tires (optional Goodyear Eagle F1s on our test car). Other elements of the chassis inventory include power rack-and-pinion steering, traction control, and stability control. The latter can’t be entirely shut down, although its threshold is high. But it does add to the challenge of achieving optimal drag-racing holeshots.
The brakes are formidable: 13.4-by-1.1-inch vented front rotors squeezed by twin-piston calipers and cooled by vents molded into the front fascia, 11.9-inch solid rear rotors, and standard anti-lock. Not only does this system provide fade-free braking, but the heavy-duty dimensions of the front rotors allowed the engineers to be aggressive with the so-called brake-lock differential. The brake-lock diff is an alternative to a conventional mechanical limited-slip differential and relies on the traction-control system. Operating on info from the ABS sensors, it limits wheelspin by squeezing the rotor of the wheel that has lost traction, which sends power to the opposite wheel. This is not a new strategy—Audi, BMW, and Mercedes use this technique—but the SRT4 system operates up to 85 mph, much higher than any other, according to Dodge. The system tends to chew the rotors pretty hard, but the SRT engineers figure their robust setup can handle it.
Braking power gets onto the pavement via 225/45R-19 tires (optional Goodyear Eagle F1s on our test car). Other elements of the chassis inventory include power rack-and-pinion steering, traction control, and stability control. The latter can’t be entirely shut down, although its threshold is high. But it does add to the challenge of achieving optimal drag-racing holeshots.
However, we’re getting ahead of our narrative. What you really want to know is the hardware story, what the hardware adds up to in terms of performance, what it costs, and how all of this stacks up versus the other pocket-rocket players. So let’s address those power points in that order.
Mechanically and cosmetically, the not-so-blank canvas on which the SRT troops were invited to exercise their go-faster artistry represented a much bigger challenge than did the Neon. Tall (59.7 inches), brickish, and ungainly, the Caliber isn’t the kind of car that activates the salivary glands of street racers. But you play the cards you’re dealt, and considering the nature of the base car, the SRT achievement is impressive.
The first order of business was the suspension. Although there were no concerns with chassis rigidity—the front-shock-tower connecting brace common to so many factory hot-rod packages is conspicuous by its absence here—the team had to figure out how to make a big reduction in ride height and still retain acceptable ride and handling. There were two reasons for the lowering job. One—minor—was cosmetic. Getting the car a little closer to the ground, and filling the wheel wells with 7.5-by-19-inch cast aluminum wheels, makes it easier to sell the idea that this Caliber has attitude. Second, reducing the ride height—1.1 inches front, 0.8 inch rear—helped to reduce torque steer by making the half-shaft angles essentially flat between the differential and the wheels.
Mechanically and cosmetically, the not-so-blank canvas on which the SRT troops were invited to exercise their go-faster artistry represented a much bigger challenge than did the Neon. Tall (59.7 inches), brickish, and ungainly, the Caliber isn’t the kind of car that activates the salivary glands of street racers. But you play the cards you’re dealt, and considering the nature of the base car, the SRT achievement is impressive.
The first order of business was the suspension. Although there were no concerns with chassis rigidity—the front-shock-tower connecting brace common to so many factory hot-rod packages is conspicuous by its absence here—the team had to figure out how to make a big reduction in ride height and still retain acceptable ride and handling. There were two reasons for the lowering job. One—minor—was cosmetic. Getting the car a little closer to the ground, and filling the wheel wells with 7.5-by-19-inch cast aluminum wheels, makes it easier to sell the idea that this Caliber has attitude. Second, reducing the ride height—1.1 inches front, 0.8 inch rear—helped to reduce torque steer by making the half-shaft angles essentially flat between the differential and the wheels.
A Higher Caliber: Dodge reloads its budget bullet.
BY TONY SWAN, PHOTOGRAPHY BY BILL DELANEY November 2007
The basic recipe has been a Chrysler cookbook favorite through several management regimes, foreign and domestic. It goes like this: Take one small basic-transportation appliance. Add boost. Cook to taste.
Chrysler’s tradition of pressure-cooker pocket rockets began in 1985 with the Dodge Omni GLH Turbo (it stood for “Goes Like Hell”), created at a time when the corporation was still edging back from the lip of an economic abyss and had little in the way of engine resources. The solution was turbocharging, a cheap route to extracting big power from small displacements.
Fast-forward to now, and the much-anticipated resurrection of the Dodge SRT4, known in this incarnation as the Caliber SRT4—just in case there might be some confusion with the previous Neon-based SRT4 (which is likely only if you’re Stevie Wonder).
Standards have changed since the GLH. For example, it is no longer acceptable for the car to try to snatch the steering wheel from the driver’s hands. Our GLH road test [May 1985] warned the world that if an unwary driver should “apply full throttle in first or second gear with the front wheels cocked a bit to port or starboard, the GLH Turbo is going to go where it’s pointed—into that ditch, up that snowbank, or around that tree.” It’s called torque steer, a phenomenon that is still not uncommon in small front-drive cars with lots of power. With 285 horsepower and 265 pound-feet of torque, the Caliber clearly fits that description. We’re happy to report that the SRT guys have largely tamed that particular demon, at least compared with a couple other cars in this class.
BY TONY SWAN, PHOTOGRAPHY BY BILL DELANEY November 2007
The basic recipe has been a Chrysler cookbook favorite through several management regimes, foreign and domestic. It goes like this: Take one small basic-transportation appliance. Add boost. Cook to taste.
Chrysler’s tradition of pressure-cooker pocket rockets began in 1985 with the Dodge Omni GLH Turbo (it stood for “Goes Like Hell”), created at a time when the corporation was still edging back from the lip of an economic abyss and had little in the way of engine resources. The solution was turbocharging, a cheap route to extracting big power from small displacements.
Fast-forward to now, and the much-anticipated resurrection of the Dodge SRT4, known in this incarnation as the Caliber SRT4—just in case there might be some confusion with the previous Neon-based SRT4 (which is likely only if you’re Stevie Wonder).
Standards have changed since the GLH. For example, it is no longer acceptable for the car to try to snatch the steering wheel from the driver’s hands. Our GLH road test [May 1985] warned the world that if an unwary driver should “apply full throttle in first or second gear with the front wheels cocked a bit to port or starboard, the GLH Turbo is going to go where it’s pointed—into that ditch, up that snowbank, or around that tree.” It’s called torque steer, a phenomenon that is still not uncommon in small front-drive cars with lots of power. With 285 horsepower and 265 pound-feet of torque, the Caliber clearly fits that description. We’re happy to report that the SRT guys have largely tamed that particular demon, at least compared with a couple other cars in this class.
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $23,695 (base price: $23,695)
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 144 cu in, 2354cc
Power (SAE net): 190 bhp @ 7000 rpm
Torque (SAE net): 162 lb-ft @ 4400 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS:
Wheelbase: 110.2 in Length: 194.1 in Width: 72.7 in Height: 58.1 in
Curb weight: 3263 lb
C/D TEST RESULTS:
Zero to 60 mph: 7.9 sec
Zero to 100 mph: 20.8 sec
Zero to 120 mph: 35.3 sec
Street start, 5–60 mph: 8.4 sec
Standing ¼-mile: 16.1 sec @ 88 mph
Top speed (governor limited): 130 mph
Braking, 70–0 mph: 185 ft
Roadholding, 300-ft-dia skidpad: 0.81 g
FUEL ECONOMY:
EPA city/highway driving: 22/31 mpg
PRICE AS TESTED: $23,695 (base price: $23,695)
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 144 cu in, 2354cc
Power (SAE net): 190 bhp @ 7000 rpm
Torque (SAE net): 162 lb-ft @ 4400 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS:
Wheelbase: 110.2 in Length: 194.1 in Width: 72.7 in Height: 58.1 in
Curb weight: 3263 lb
C/D TEST RESULTS:
Zero to 60 mph: 7.9 sec
Zero to 100 mph: 20.8 sec
Zero to 120 mph: 35.3 sec
Street start, 5–60 mph: 8.4 sec
Standing ¼-mile: 16.1 sec @ 88 mph
Top speed (governor limited): 130 mph
Braking, 70–0 mph: 185 ft
Roadholding, 300-ft-dia skidpad: 0.81 g
FUEL ECONOMY:
EPA city/highway driving: 22/31 mpg
If only size translated into grandeur. When the Accord EX sedan rolled into our lot in Ann Arbor, its squared-off front fascia and upward-sweeping body sides were not met with universal praise. Some of us see it as a pleasant departure from the butter-knife-dull styling of the past two Accords, but others found it a bit too derivative. At one point, we actually parked it next to a new BMW 535i to see if the similarities in the rear quarters were real or imaginary (they’re real). Whatever. In typical Honda fashion, the styling of Honda’s bread butterer should stir few but offend even fewer. Want to add spice? Go to SEMA—the aftermarket tends to love anything with a block “H” on the hood.
The interior, on the other hand, is modern, fresh, and, yes, huge. Three six-and-a-half-footers fit comfortably in the back seat behind two such creatures in the front buckets. The multicontoured dash sweeps around like a mix of Acura TL and Honda Civic, dominated by a zillion-button center stack atop which a display is perched. The size of that readout depends on whether it is equipped with the optional voice-activated navigation system, but in either case, the graphics are almost clear enough for Grandma to understand. Well, almost. Although some of us thought the interior was just as risk-free as the sheetmetal, others of us thought the opposite: Especially in darker colors, the environment is rather cold and geometric, and we can imagine its starkness scaring mature buyers right back into their Avalons.
The Right Balance
Make no mistake: the Honda Accord is a terrific automobile no matter how it comes, but it also compels us to consider something we don’t think about often: At what point does horsepower become truly superfluous? Especially as fuel efficiency and low emissions, both longstanding hallmarks of the Honda brand, become more important than ever before, we are looking for cars that are fun to drive and easy on the earth.
We just found one.
The interior, on the other hand, is modern, fresh, and, yes, huge. Three six-and-a-half-footers fit comfortably in the back seat behind two such creatures in the front buckets. The multicontoured dash sweeps around like a mix of Acura TL and Honda Civic, dominated by a zillion-button center stack atop which a display is perched. The size of that readout depends on whether it is equipped with the optional voice-activated navigation system, but in either case, the graphics are almost clear enough for Grandma to understand. Well, almost. Although some of us thought the interior was just as risk-free as the sheetmetal, others of us thought the opposite: Especially in darker colors, the environment is rather cold and geometric, and we can imagine its starkness scaring mature buyers right back into their Avalons.
The Right Balance
Make no mistake: the Honda Accord is a terrific automobile no matter how it comes, but it also compels us to consider something we don’t think about often: At what point does horsepower become truly superfluous? Especially as fuel efficiency and low emissions, both longstanding hallmarks of the Honda brand, become more important than ever before, we are looking for cars that are fun to drive and easy on the earth.
We just found one.
Drives Smaller Than It Is
As expected, the Accord’s steering is splendid, if a bit light. With just 2.6 turns lock-to-lock, response is immediate yet predictable. The chassis is strong and the suspension comfortably firm, fostering a feeling of complete composure at all speeds. Part of this, frankly, comes from the four-cylinder engine’s modest torque, which rarely challenges front-axle grip even as it rushes the sedan to 60 mph in a surprisingly swift 7.9 seconds. However, that’s not quite as quick as the less powerful previous-gen Accord four-cylinder, which did the 60-mph deed in 7.5.
However, our Accord didn’t want much to do with any spirited driving, its Michelin Pilot HX MXM4 tires howling in protest at any attempts at enthusiasm, so a middling 0.81 g on the skidpad (we’ve gotten the same performance out of a Honda Ridgeline pickup) wasn’t a surprise. Neither was its longish 185-foot stopping distance from 70 mph. But, all told, it drives much smaller than it is.
Big on the Inside, Big on the Outside
Which brings up another point: The Accord is now officially big, so much so that it squeaks into the EPA’s “large car” category, mixin’ it up with the Toyota Avalon, the Chrysler 300, the Hyundai Azera, and the Buick Lucerne—all pricier proposals than the Accord. In fact, with a starting price of $20,995, the Accord is the least expensive full-size automobile available today. We’re sure that’s no accident, as size matters in America as it does in no other country in the world.
As expected, the Accord’s steering is splendid, if a bit light. With just 2.6 turns lock-to-lock, response is immediate yet predictable. The chassis is strong and the suspension comfortably firm, fostering a feeling of complete composure at all speeds. Part of this, frankly, comes from the four-cylinder engine’s modest torque, which rarely challenges front-axle grip even as it rushes the sedan to 60 mph in a surprisingly swift 7.9 seconds. However, that’s not quite as quick as the less powerful previous-gen Accord four-cylinder, which did the 60-mph deed in 7.5.
However, our Accord didn’t want much to do with any spirited driving, its Michelin Pilot HX MXM4 tires howling in protest at any attempts at enthusiasm, so a middling 0.81 g on the skidpad (we’ve gotten the same performance out of a Honda Ridgeline pickup) wasn’t a surprise. Neither was its longish 185-foot stopping distance from 70 mph. But, all told, it drives much smaller than it is.
Big on the Inside, Big on the Outside
Which brings up another point: The Accord is now officially big, so much so that it squeaks into the EPA’s “large car” category, mixin’ it up with the Toyota Avalon, the Chrysler 300, the Hyundai Azera, and the Buick Lucerne—all pricier proposals than the Accord. In fact, with a starting price of $20,995, the Accord is the least expensive full-size automobile available today. We’re sure that’s no accident, as size matters in America as it does in no other country in the world.
The Accord four-cylinder, on the other hand, is more casual and correct, reminding us what’s so great about Accords in general: It’s not that they offer an extraordinary amount of any one thing; it’s that what they offer goes a long way to satisfy their drivers.
The Accord’s 2.4-liter DOHC four-cylinder with i-VTEC actually comes in two calibrations. Accord LX models produce 177 horsepower and 161 pound-feet of torque. Our Accord EX tester came with a five-speed manual transmission—a rarity in this class anymore—and the more powerful of the 2.4s, capable of 190 horsepower and 162 pound-feet, with a 7100-rpm redline (300 higher than that of the LX four-cylinder or any Accord V-6), not to mention the same 22 city/31 highway fuel-economy rating as the LX. We were in love. Silky smooth throughout the rev range, just audible enough to arouse, and sufficiently powerful to invoke thoughts of the Acura TSX (powered by a slightly more potent version of this same engine, in fact), it made us rethink our power-hungry sensibilities.
Indeed, more than one of us preferred this engine to the big six, which not only crowds an extra 78 horses into the stable but also brings an additional 300-plus pounds along for the ride (an estimated 3600 pounds versus our test car’s 3263 pounds). Some 60 pounds of that is due to the V-6’s mandatory five-speed automatic, which is also available with the four but is something we’re happy to live without since the manual tranny has delightful precision complemented by light clutch effort.
The Accord’s 2.4-liter DOHC four-cylinder with i-VTEC actually comes in two calibrations. Accord LX models produce 177 horsepower and 161 pound-feet of torque. Our Accord EX tester came with a five-speed manual transmission—a rarity in this class anymore—and the more powerful of the 2.4s, capable of 190 horsepower and 162 pound-feet, with a 7100-rpm redline (300 higher than that of the LX four-cylinder or any Accord V-6), not to mention the same 22 city/31 highway fuel-economy rating as the LX. We were in love. Silky smooth throughout the rev range, just audible enough to arouse, and sufficiently powerful to invoke thoughts of the Acura TSX (powered by a slightly more potent version of this same engine, in fact), it made us rethink our power-hungry sensibilities.
Indeed, more than one of us preferred this engine to the big six, which not only crowds an extra 78 horses into the stable but also brings an additional 300-plus pounds along for the ride (an estimated 3600 pounds versus our test car’s 3263 pounds). Some 60 pounds of that is due to the V-6’s mandatory five-speed automatic, which is also available with the four but is something we’re happy to live without since the manual tranny has delightful precision complemented by light clutch effort.
Leave it to Honda to show us how to do more with less.
BY STEVE SILER, October 2007
Here we go again. Honda’s mega-selling Accord has undergone a ground-up redo after its usual four short model years, at no point during which it fell off our annual 10Best list. And as usually happens when Honda redesigns a car, there is more good news than bad, including more space, greater efficiency, more features, and more power for both four-cylinder and V-6 models, the latter now making a whopping 268 horsepower.
You know how this is going to end.
But what of this power thing? In any given car company’s quest to keep its products ahead of the pack in horsepower and torque, if only for bragging rights, is there not a point at which a car ends up with too much power? Moreover, in the case where a car offers a less potent, more efficient alternative powertrain, is there not a point at which that smaller motor makes not only enough to please modest drivers but also enough to please enthusiasts? On both counts, we think so. And for proof, we submit the Honda Accord EX.
Four Is Enough
Now, this is not to say that the 3.5-liter V-6 Accord has too much of anything, really, but it’s certainly way more powerful than any front-wheel-drive family sedan needs to be, especially since, at this level, it’s hard to get that kind of power to the ground without the traction-control nannies beeping, blinking, and wrist-slapping during bursts of enthusiasm. Besides, to some of us, the six-pot’s character is a touch too mature—almost luxury-car-like. Indeed, after driving several Accords with the hyper-potent six, our prevailing thought is that Acura dealers must be pissed; their base TL makes less horsepower than its much cheaper corporate cousin.
BY STEVE SILER, October 2007
Here we go again. Honda’s mega-selling Accord has undergone a ground-up redo after its usual four short model years, at no point during which it fell off our annual 10Best list. And as usually happens when Honda redesigns a car, there is more good news than bad, including more space, greater efficiency, more features, and more power for both four-cylinder and V-6 models, the latter now making a whopping 268 horsepower.
You know how this is going to end.
But what of this power thing? In any given car company’s quest to keep its products ahead of the pack in horsepower and torque, if only for bragging rights, is there not a point at which a car ends up with too much power? Moreover, in the case where a car offers a less potent, more efficient alternative powertrain, is there not a point at which that smaller motor makes not only enough to please modest drivers but also enough to please enthusiasts? On both counts, we think so. And for proof, we submit the Honda Accord EX.
Four Is Enough
Now, this is not to say that the 3.5-liter V-6 Accord has too much of anything, really, but it’s certainly way more powerful than any front-wheel-drive family sedan needs to be, especially since, at this level, it’s hard to get that kind of power to the ground without the traction-control nannies beeping, blinking, and wrist-slapping during bursts of enthusiasm. Besides, to some of us, the six-pot’s character is a touch too mature—almost luxury-car-like. Indeed, after driving several Accords with the hyper-potent six, our prevailing thought is that Acura dealers must be pissed; their base TL makes less horsepower than its much cheaper corporate cousin.
The four-speed auto transmission is $1000, and a Touring package with stability control, upgraded stereo, spoiler, and keyless ignition is also $1000.
The SX4 Sport comes sporty only. It's solid-feeling on the road and notably refined inside, the low-gloss plastics and metal-like trim giving a deluxe feel. Aside from owing its shape to a British bowler hat (and supplying enough headroom for a Texan 10-gallon hat), the SX4 has only one potentially deal-busting flaw: The back seats don't fold. Suzuki opted to plug the tunnel with chassis braces for body rigidity. At least the trunk gets 15 big cubic feet, and the inert rear seatback is pitched at a comfortable 27 degrees with lots of knee- and legroom.
The SX4 ran the skidpad at 0.83 g and stopped from 70 mph in 174 feet. It pulled five successive stops without breaking 180 feet, better than decent performance in this dollar class. Acceleration takes slightly more patience, the 143 horsepower of the 2.0-liter twin-cam four carrying this Sport's 2762 pounds to 60 mph in 9.2 seconds. The lighter Honda Fit does it quicker, but with no more driving satisfaction.
A leap forward for the brand, the SX4 Sport upgrades Suzuki to well above the water line.
The SX4 Sport comes sporty only. It's solid-feeling on the road and notably refined inside, the low-gloss plastics and metal-like trim giving a deluxe feel. Aside from owing its shape to a British bowler hat (and supplying enough headroom for a Texan 10-gallon hat), the SX4 has only one potentially deal-busting flaw: The back seats don't fold. Suzuki opted to plug the tunnel with chassis braces for body rigidity. At least the trunk gets 15 big cubic feet, and the inert rear seatback is pitched at a comfortable 27 degrees with lots of knee- and legroom.
The SX4 ran the skidpad at 0.83 g and stopped from 70 mph in 174 feet. It pulled five successive stops without breaking 180 feet, better than decent performance in this dollar class. Acceleration takes slightly more patience, the 143 horsepower of the 2.0-liter twin-cam four carrying this Sport's 2762 pounds to 60 mph in 9.2 seconds. The lighter Honda Fit does it quicker, but with no more driving satisfaction.
A leap forward for the brand, the SX4 Sport upgrades Suzuki to well above the water line.
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $16,895 (base price: $15,395)
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 122 cu in, 1995cc
Power (SAE net): 143 bhp @ 5800 rpm
Torque (SAE net): 136 lb-ft @ 3500 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS:
Wheelbase: 98.4 in Length: 177.6 in Width: 68.1 in Height: 60.8 in
Curb weight: 2762 lb
C/D TEST RESULTS: Zero to 60 mph 9.2 sec
Zero to 100 mph: 28.4 sec
Street start, 5-60 mph: 9.8 sec
Standing ¼-mile: 16.9 sec @ 82 mph
Braking, 70-0 mph: 174 ft
Roadholding, 300-ft-dia skidpad 0.83 g
FUEL ECONOMY:
EPA city driving XX [t/k] mpg
C/D observed 25 mpg
PRICE AS TESTED: $16,895 (base price: $15,395)
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 122 cu in, 1995cc
Power (SAE net): 143 bhp @ 5800 rpm
Torque (SAE net): 136 lb-ft @ 3500 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS:
Wheelbase: 98.4 in Length: 177.6 in Width: 68.1 in Height: 60.8 in
Curb weight: 2762 lb
C/D TEST RESULTS: Zero to 60 mph 9.2 sec
Zero to 100 mph: 28.4 sec
Street start, 5-60 mph: 9.8 sec
Standing ¼-mile: 16.9 sec @ 82 mph
Braking, 70-0 mph: 174 ft
Roadholding, 300-ft-dia skidpad 0.83 g
FUEL ECONOMY:
EPA city driving XX [t/k] mpg
C/D observed 25 mpg
Smart handling, comfy back seat, the cure for the common Corolla.
BY AARON ROBINSON, November 2007
2008 Suzuki SX4 Sport
The Highs: Smart handling, comfy back seat, the cure for the common Corolla.
The Lows: No folding rear seats, looks like a bowler hat on roller skates.
Steerage class has suffered a bad rep ever since the Titanic sailed. But if you're prowling the lower decks of the new-car market, at least one company thinks you shouldn't have to curb your enthusiasm.
Neither tinny, tippy, nor asthmatic, the 2008 Suzuki SX4 Sport starts undoing expectations at a base price of $15,395. Corollas, Civics, and Mazda 3s are strippers at this price. Hyundais and Kias are no match for the SX4's firmer suspension tune, quicker steering, tighter shifter, and more abundant fun.
The front-drive SX4 Sport, a sedan spin-off of the SX4 all-wheel-drive hatchback, is a true Suzuki, not a Korean-made pretender like the Daewoo-sourced Forenza and Reno. The genetic ties are to the plucky Swift hatchback, a hit in hot-hatch-crazy Europe. The SX4's standard equipment includes 17-inch alloy wheels inside 205/50 V-rated Dunlop SP7000 Sport tires. A/C, ABS, curtain airbags, power windows, and remote entry are also baked into the base price. The SX4's options include a $500 convenience pack of cruise, auto climate control, and leather-wrapped wheel.
BY AARON ROBINSON, November 2007
2008 Suzuki SX4 Sport
The Highs: Smart handling, comfy back seat, the cure for the common Corolla.
The Lows: No folding rear seats, looks like a bowler hat on roller skates.
Steerage class has suffered a bad rep ever since the Titanic sailed. But if you're prowling the lower decks of the new-car market, at least one company thinks you shouldn't have to curb your enthusiasm.
Neither tinny, tippy, nor asthmatic, the 2008 Suzuki SX4 Sport starts undoing expectations at a base price of $15,395. Corollas, Civics, and Mazda 3s are strippers at this price. Hyundais and Kias are no match for the SX4's firmer suspension tune, quicker steering, tighter shifter, and more abundant fun.
The front-drive SX4 Sport, a sedan spin-off of the SX4 all-wheel-drive hatchback, is a true Suzuki, not a Korean-made pretender like the Daewoo-sourced Forenza and Reno. The genetic ties are to the plucky Swift hatchback, a hit in hot-hatch-crazy Europe. The SX4's standard equipment includes 17-inch alloy wheels inside 205/50 V-rated Dunlop SP7000 Sport tires. A/C, ABS, curtain airbags, power windows, and remote entry are also baked into the base price. The SX4's options include a $500 convenience pack of cruise, auto climate control, and leather-wrapped wheel.
COUNTERPOINT
STEVE SPENCE
Is it overstatement to say this is the first Audi that’s as rock solid and heavy—a sense of buttoned-down mass—as a Mercedes? It’s slick and low slung, resulting in close quarters inside, but the sense of luxury is winning, as is the delivery of its considerable power, which comes without any turbo roughhousing. A peek-in suggests no rear legroom, but a five-foot-four adult fits nicely in back. It’s a wonderment in every way save its sticker, which will likely add to its exclusivity.
TONY SWAN
This car is likely to suffer versus an all-out road warrior such as the ’08 BMW M3. The clash is inevitable; Audi cites the brashest of Bimmers as the S5’s key competitor, and I’d be surprised if the M3 didn’t trump the S5 in every objective test category. But so what? The S5 may not be as quick on its feet as the M3, but it’s gorgeous inside and out, makes lovely noises, and seems almost incapable of making a misstep in fancy dancing. For many, that will be more than enough.
STEVE SPENCE
Is it overstatement to say this is the first Audi that’s as rock solid and heavy—a sense of buttoned-down mass—as a Mercedes? It’s slick and low slung, resulting in close quarters inside, but the sense of luxury is winning, as is the delivery of its considerable power, which comes without any turbo roughhousing. A peek-in suggests no rear legroom, but a five-foot-four adult fits nicely in back. It’s a wonderment in every way save its sticker, which will likely add to its exclusivity.
TONY SWAN
This car is likely to suffer versus an all-out road warrior such as the ’08 BMW M3. The clash is inevitable; Audi cites the brashest of Bimmers as the S5’s key competitor, and I’d be surprised if the M3 didn’t trump the S5 in every objective test category. But so what? The S5 may not be as quick on its feet as the M3, but it’s gorgeous inside and out, makes lovely noises, and seems almost incapable of making a misstep in fancy dancing. For many, that will be more than enough.
Full Test: 2008 Audi S5 - The VerdictFull Test: 2008 Audi S5 - The Verdict
0 comments Posted by gun at 2:07 AMBut even those figures don’t reveal the silkiness and captivating appeal of the S5’s powertrain. When you drive with the windows down around town, you hear a terrific V-8 burble from the quad exhaust pipes. When feeling lazy, you can almost forget about shifting because the engine will take full throttle at 1000 rpm in sixth gear perfectly smoothly. And at any speed, the V-8 spins with an eager and refined hum.
Despite its speed and sexy looks, this coupe is always well-behaved and surprisingly practical. The driving position benefits from a highly adjustable seat and a tilting-and-telescoping steering wheel with an unusually broad range of adjustment. The S5’s beltline is high, and you feel a little buried in the car, but it’s hard for us to imagine a driver who couldn’t get comfortable behind the wheel.
The back seat is also fairly roomy for a coupe, although a six-footer will be touching knees and head when sitting behind another six-footer. Getting in and out is easy, thanks to conveniently located seatback-mounted switches to move the power seats fore-and-aft. The trunk has impressive space, too, a prodigious 16 cubic feet of usable volume.
For its price niche, the S5 offers the usual posh options, including keyless start, a rearview camera, and a navigation system. Ours also had a fine-sounding Bang & Olufsen stereo. But one odd feature is a sunroof that can’t slide and only tilts open. Why bother?
The Audi coupe’s competitors are the BMW 3-series coupes and the Mercedes CLKs. In price, the S5 splits the difference between its German rivals, given that a loaded 335i doesn’t quite reach 54 grand and a loaded CLK550 is pushing $70,000. There’s not much to differentiate these three cars in pure speed, refinement, or practicality, although the BMW, being the lightest and most balanced of the trio, feels the sportiest.
What the Audi brings to the party is a real sense of style—a combination of sculpted metal and striking interior design that makes driving it a special experience. Isn’t that what coupes are all about?
Despite its speed and sexy looks, this coupe is always well-behaved and surprisingly practical. The driving position benefits from a highly adjustable seat and a tilting-and-telescoping steering wheel with an unusually broad range of adjustment. The S5’s beltline is high, and you feel a little buried in the car, but it’s hard for us to imagine a driver who couldn’t get comfortable behind the wheel.
The back seat is also fairly roomy for a coupe, although a six-footer will be touching knees and head when sitting behind another six-footer. Getting in and out is easy, thanks to conveniently located seatback-mounted switches to move the power seats fore-and-aft. The trunk has impressive space, too, a prodigious 16 cubic feet of usable volume.
For its price niche, the S5 offers the usual posh options, including keyless start, a rearview camera, and a navigation system. Ours also had a fine-sounding Bang & Olufsen stereo. But one odd feature is a sunroof that can’t slide and only tilts open. Why bother?
The Audi coupe’s competitors are the BMW 3-series coupes and the Mercedes CLKs. In price, the S5 splits the difference between its German rivals, given that a loaded 335i doesn’t quite reach 54 grand and a loaded CLK550 is pushing $70,000. There’s not much to differentiate these three cars in pure speed, refinement, or practicality, although the BMW, being the lightest and most balanced of the trio, feels the sportiest.
What the Audi brings to the party is a real sense of style—a combination of sculpted metal and striking interior design that makes driving it a special experience. Isn’t that what coupes are all about?
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