It’s not difficult to make a big crossover interesting: what’s difficult is making something that’s interesting and still appeals to the mass-market consumers who buy these family-friendly vehicles. The Traverse does some things well, and others not-so-well, but does them all with a distinct lack of personality. Read my full review at AutoFocus.ca.
Category Archives: What I Think
Consider it fair to say Kia has benefited from the experience of its parent company. Hyundai’s first luxury cars were nice, but not quite good enough to be take seriously, in spite of attractive prices. That’s changed, and now Kia has made its own move in luxury sedan territory with the K900, a good-looking, well-conceived sedan that is a slam-dunk in terms of what you get for the price. Read my full review at TractionLife.com.
It’s hard to get excited about an economy car with a three-cylinder engine, especially if your last memory of such a vehicle was a 55-horsepower Pontiac Firefly. But nearly a decade and a half later, automakers figure North America is once again ready for such a tiny engine, even if it’s in a car not quite as tiny as that late ‘90s Pontiac.
Ford’s 1.0-litre, three-cylinder “EcoBoost” turbocharged engine was a late addition to the 2014 Fiesta line, and carries on into the 2015 model year. As with its other EcoBoost engines, Ford charges a premium for this one, which replaces the standard 1.6-litre four-cylinder; in this case, the smaller engine adds $1,500 to the Fiesta SE’s base price of $16,000. Another kicker is that, at least when this was written, the turbo three-cylinder can only be ordered with a manual transmission.
The point of Ford’s EcoBoost program—not to mention the recent resurgence of turbocharging across the auto industry—is to use smaller-displacement engines to save fuel, and then add turbocharging to top up power output to match that of a larger engine. To that end, the 1.0-litre generates 123 hp to the 1.6-litre’s 120, but boasts a bigger bonus in torque, which is rated at 148 lb-ft to the four-cylinder’s 112.
Horsepower is the number that sells cars, but torque is the one that moves them; it’s a truer measure of an engine’s potency, a fact that becomes crystal clear when driving the 1.0-litre Fiesta. It’s a gutsy little motor that pulls the car around with authority. On acceleration, it makes a curious growl that takes some getting used to, and it’s quick, but that sensation is dampened by economy-minded gearing that keeps engine speeds low: at 100 km/h in fifth gear, the engine turns just 2,200 rpm, where the 1.6-litre would be spinning well above 2,500 rpm.
If that takes away from the car’s straight-line performance, it pays back in highway driving by reducing engine noise. That’s a good fit with the rest of the car, which drives with a grown-up feel not common in the subcompact class; an eight-hour day in the car during a road trip from Ottawa to PEI was nowhere near as tiring as I expected, based on my past experiences in small cars.
On that drive, the engine’s torque proved beneficial on the hilly highways through New Brunswick, where the car was able to accelerate (albeit slowly) uphill, in fifth gear, at highway speeds, loaded with two adults and plenty of cargo: not many subcompacts could make that claim. If I were in charge at Ford, however, I’d give this car a six-speed transmission to close up the gaps between gears (especially first and second) and improve straight-line performance.
Our observed average fuel consumption was 5.5 L/100 km (42 US MPG) at cruising speeds close to 120 km/h; however, that averaged dropped below 5.0 L/100 km (47 US MPG) at more relaxed speeds, and our city-driving average was 7.4 (32 US MPG).
Beyond the powertrain, the rest of the Fiesta is standard issue: it’s underpinned by a capable chassis that handles admirably but provides a comfortable ride that once again belies this car’s small size. Steering feel is sharp, and the manual shifter and clutch are a cinch to drive smoothly.
Interior space isn’t generous, but it’s useable: we had three people in the car for part of our two-day road trip, and our tall rear-seat passenger was snug, but not crammed. (My test car was the Fiesta hatchback, but the EcoBoost engine is also available in the sedan body style.)
As with any fuel-saving powertrain technology, the $1,500 cost for the EcoBoost engine in the Fiesta is a significant investment, at about 10 percent of the car’s base price. Ford did well to make this little car feel as grown-up as it does, as it helps offset the fact that for my tester’s $19,000 as-tested price, you could move up to a larger car that’s nearly as efficient.
However, as a showcase for unconventional engine technology – remember, it’s been 14 years since the last three-cylinder car disappeared – the EcoBoost Fiesta proves you don’t need a big engine to provide satisfying performance.
This review also appeared in the Montreal Gazette
Volkswagen’s Golf is a car with a long history, dating back to what we knew as the Rabbit of the late 1970s (although this car has always been the Golf in Europe). That history does not include much in the way of daring design, and that doesn’t look poised to change as the Golf moves into its seventh generation for 2015.
That’s okay: despite looking not much different than the third-generation model introduced in the mid-1990s, the newest Golf is a sharp little car, with classy styling that belies its affordable price tag.
The real news is what’s under the hood: the new base engine is a 1.8-litre turbocharged four-cylinder that makes 170 hp and 185 lb-ft of torque. It’s a bit of a throwback, as the fourth-generation Golf (and its Jetta sedan sibling) were notable for an engine nearly identical in specification; where that motor was aimed at drivers looking for a sporty drive, the goal of this new 1.8 TFSI powerplant is efficiency.
Fitted with VW’s latest direct gasoline injection technology, fuel consumption estimates are 9.3 L/100 km (city) and 6.4 (highway); my test car posted remarkable averages of 5.7 L/100 km in highway driving, and about 8.5 in the city. Those real-world results make the more expensive, but only slightly more efficient TDI diesel engine look a lot less appealing.
I lead with that because, while the Golf is a lovely car in most ways, that fuel economy—and the engine that provides it—is the most exciting thing about this car.
Don’t take that the wrong way. The new engine is a torquey wonder, making plenty of smooth, quiet power. Surprisingly, the manual transmission is only a five-speed; most transmission innovation these days is going into eight-, nine- and ten-speed automatics. The number of gears doesn’t pose a problem in the Golf; what does is that this transmission is geared so far toward economy that the engine spins at less than 2,000 rpm at 100 km/h in fifth gear, and the gaps between ratios are very wide. The engine can handle all of that, but it does take a lot of the fun out of driving the car.
Likewise, the ride is softer than you might expect. Comfortable, without a doubt, and the car feels very solid at highway speeds, but the way the Golf goes over the road will do little to encourage you to attack corners with much enthusiasm. If you do, however, you’ll be rewarded with predictable handling and sharper responses than my tester’s 16-inch wheels and high-profile tires suggest.
This is a very spacious car, with accommodations that verge on mid-size, something that’s becoming common among compact cars. The cargo area is large as well: if you’re considering a small crossover for its trunk space, think smaller, because the Golf’s trunk will challenge just about any you’ll find in a compact SUV.
I was less enthusiastic about the front seats, which are far less comfortable than those in previous Golfs and Jettas I’ve driven. Helping to make up for that is their wide range of adjustment, including electric backrest adjustment and lumbar for both front chairs.
In fact, the base package is a decently-equipped car. Bluetooth is included in all trims, along with a streaming audio function and a wired iPod connector which only works with Apple music players. Front seat warmers are standard, along with heated side mirrors and windshield washer nozzles, all of which make winter driving more palatable. Manual air conditioning is also included.
If you move up to Comfortline trim, as my tester was delivered, the $23,000 price tag includes cruise control, backup camera, automatic post-collision braking and fog lights. Spec out the Comfortline with a $1,600 convenience package, and VW adds automatic headlights, auto-dimming rear view mirror, dual-zone automatic temperature control, sunroof and rain-sensing wipers.
For nearly $25,000, there are a number of things missing from the Golf that other small cars—most notably the Hyundai Elantra and Kia Forte—include for similar money. However, though the Golf may not be a ton of fun, it feels expensive going over the road, and for the right driver, that will count for more than any number of convenience features.
This article originally appeared in the Montreal Gazette
I adore (note the present tense) the original Miata. The pop-up headlights are one of my favourite features.
I really liked the second- and third-generation models, too, but I missed those hide-away headlights.
Here’s my review of the one I drove in 2012. That was a pretty enjoyable week.
Mazda’s designers missed an opportunity to lead a renaissance of pop-up headlights. Incorporating them into the new 2016 MX-5’s design would have resulted in a better-looking car.
To be fair, I like the going-away view quite a bit, even if it does ape the Jaguar F-Type in a pretty big way.
I’m sure it’ll be a lot of fun to drive, but all I can think of, looking at the front of it, is how much I still miss the original Miata’s pop-up headlights. As it is, the best I can say about the front of the 2016 MX-5 is that it looks like a sleepy Pokemon character.
Land Rover just revealed its 2015 Discovery Sport, a sharp-looking compact crossover/SUV powered by a 2.0-litre turbocharged four-cylinder engine.
But I can’t be the only one to see more than a passing resemblance to a couple of Saab models developed just before the Swedish company was dissolved. Check out the 9-4x, a crossover that barely made into production before Saab shut its doors.
Edit: No, I’m not alone! Sniff Petrol thinks so, too!
The new Disco Sport isn’t a carbon copy, and its styling does fit well with Land Rover’s current styling language, but it does look a bit Nordic, no?
And now, compare that rear-three-quarter shot of the Discovery Sport with this image of the 9-5 SportCombi, another Saab that never made it past the auto show circuit:
Finally, here’s a Land Rover promo video for the Disco Sport—made to show a vehicle apparently well-suited for life in Iceland. Or does it highlight the Nordic influence in the car’s styling? You decide.
At one time, the Germans had a lock on the mid-size luxury/sport sedan segment: it just didn’t get better than a BMW 5 Series, an Audi A6, or a Mercedes-Benz E-Class.
It’s a different story now with the recent introduction of the third-generation 2014 Cadillac CTS. Through its first two generations, the CTS was a good car that never quite had what it took to unseat the Germans’ mid-size supremacy. But now, Cadillac has a sedan that could easily convert a loyal German buyer with a car that, simply put, feels pretty German.
I drove a CTS in V-Sport trim, which tacks a couple of turbos onto the available 3.6-litre V6, to create a hot, hot car that is surprisingly easy to live with.
Getting big power out of a medium-displacement engine is no stretch any more, thanks to modern turbocharging tech; putting that power in a car that feels as well-suited to the rat race as it does the race track is another matter, and that’s where Cadillac has truly succeeded.
I often scoff at cars with adjustable drivetrain and chassis settings. It seems like a cop-out that lets engineers get around the work of creating a solid all-round car. Too often, none of the available settings do anything just right: either the suspension’s too soft and throttle response too lazy, or the ride becomes uncomfortable and the throttle too touchy. So, credit to Cadillac: the V-Sport includes such a system, and while I find it superfluous as ever, select the “sport” setting and you get a near-perfect balance of ride comfort, handling and, in particular, perfectly-tuned throttle response.
Hit the gas, wait out the half-second of turbo lag, and revel in how the car surges forward on a tide of torque. This isn’t the first sedan to do speed well, but it’s the manner in which the car delivers it that’s so impressive. The rear-end squats—just a little—and the car hauls arse against a backdrop of one of the most intoxicating six-cylinder exhaust notes I’ve heard in some time. The V-Sport handles brilliantly as well, thanks in no small part to the adjustable suspension, which limits lean in turns and controls body motions over rough pavement.
It accomplishes all of this with poise—quite a feat, given that this car doesn’t even enjoy the traction benefits of all-wheel drive, usually a requirement for making a high-powered car enjoyable in hard-charging.
In a week of enthusiastic city driving—this much power really does corrupt when it feels and sounds this good—my test car averaged better than 15 L/100 km, an impressive number for a 420-horsepower car.
Factor in the $75,000 price tag for my V-Sport tester, and you’re looking a true performance bargain when stacked up against the likes of a BMW 550i, Audi S6 or a Benz E 550 (all of which come standard with all-wheel drive, by the way). Cadillac is doing a lot of things right at the moment, but nothing in its lineup is more right than the CTS V-Sport.