Thursday, January 10, 2013
Tuesday, June 21, 2011
2011 Mitsubishi Outlander Sport SE AWC, an AW Drivers Log Car Review:
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
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2011 Mitsubishi Outlander Sport SE AWC. Photo by David Arnouts.
ART DIRECTOR CHERYL L. BLAHNIK: Wow. What does everyone think of this Laguna blue paint job on this 2011 Mitsubishi Outlander Sport SE? Not sure I'm sold on the color with the alloy fuel door. I do like the 18-inch wheels wheels, and the overall sporty shape with the rounded back end and aggressive front fascia. I would like to see one of these in silver or red.
The interior is laid out nicely, and the panoramic roof was a nice surprise with the LED lights. There's good room for families, and there are premium touches such as a push-button start system, a backup camera and heated seats.
On the road, this engine is buzzy. And for all that noise there isn't much punch from this 2.0-liter four-cylinder, but it seems to do well on fuel. I logged 100 miles during my overnight and the fuel gauge hardly moved. The suspension absorbed potholes well and yields a solid ride.
So what's to like about this Outlander Sport? A lot with the all-wheel drive, good fuel economy and the roomy interior. I can imagine this being perfect for outdoorsman with a rack up top to carry bikes or snowboards. But the as-tested price of $28,570 does make you pause. That's more than I would be willing to pay for this.
ART DIRECTOR TARA KLEIN: Is it sporty? Is it cute? Is it stylish? Is it luxurious? The Mitsubishi Outlander Sport seems to be going through an identity crisis when it comes to the overall look and feel, and because of this, I don't think it thrives in any area.
The exterior, while teetering toward completely boring, did have a sporty edge to it. I also agree with Cheryl that I may have been distracted by the awful paint color that would have been more suitable for a Jolly Rancher.
The ride was stable for the most part; it got slightly irritated on our subpar Michigan roadways, but it was a total pain to get up to speed. There have been few vehicles where I could literally put my foot to the floor and not be nervous about the looming blast of power, and this Outlander is one of those few. When accelerating in this SUV, not only was I itching for more oomph, my ears were also being irritated with the sounds of engine, wind and road noise.
The brakes are also not as responsive as I would have thought. I found myself having to really push on them to get an instant reaction in rush-hour traffic when a gradual approach wasn't cutting it.
Inside of the Outlander, one of the first things I noticed was the massive sunroof. This is a feature I found some real value in, but when I caught a glimpse of the reflection of the limolike lighting scheme, I was confused. It doesn't coincide with the initial impression I got from the Outlander. The seats were also hard and uncomfortable, but the rest of the interior was composed well.
I think the Mitsubishi Outlander Sport has some real soul searching to do before it can find its permanent niche in the SUV world.
EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: The Outlander Sport--especially with this CVT tying it down--makes me sad, because I know there's a good car and a great Lancer chassis buried somewhere underneath this crossover get-up. You can feel it when you toss the Outlander into a corner, feel it start to roll and then check itself as the suspension responds and the tires bite for traction. The problem comes when you try to dial in more power and there's just nothing left in the tank, or the CVT's response is dull and lagging. The engine could use some help as well--don't these folks know a lot about turbos and such? The engine, as noted, is buzzy at best.
All of that aside, this a nicely equipped ute for the money, with AWD, navigation, backup camera, heated seats, automatic climate control, keyless entry and ignition, and that giant sunroof. There's a lot of equipment here to love, but somehow it feels like window dressing on a vehicle where I'd be a lot happier if Mitsubishi targeted transmission response and engine output before getting carried away with extras.
There's a great little ute in here somewhere. It'd be really great if Mitsubishi would let it out.
EDITOR WES RAYNAL: I don't have much to add to the above. The Outlander is close to being a good little ute, it looks good to my eye, but the powertrain lets it down. The CVT is just awful (as I'd have thought) and basically ruins an otherwise decent drive. And why bother with the paddles?
The four-cylinder is good, the car feels light on its feet and potholes are fairly well absorbed. In other words, it's not too soft or too harsh.
I'd love to see better materials inside, but the seats were decent and for this money, what do you want?
However, this is a competitive segment. Would I consider this over a Chevrolet Equinox or a Volkswagen Tiguan? Not with this drivetrain.
DIGITAL EDITOR ANDREW STOY: Knowing in advance that the Outlander Sport uses the old-world engine/CVT powertrain from the early Dodge Caliber, I wasn't expecting much. Turns out I was pleasantly surprised by this little runabout. Granted, the engine and transmission are far from satisfying, but walking into the gig knowing what to expect (the CVT's obnoxious moans and slipping-clutch driving dynamics), I found that it did its job fine. And the engine felt much stronger than its numbers and displacement would suggest, particularly since this was a 4WD model with the extra mechanicals. Finally, Mitsubishi did a good job of isolating the cabin from the worst of the powertrain racket.
In fact, the entire car was remarkably quiet and composed in every driving situation I encountered. It's a far more enjoyable place to spend time than either of the Scions that I drove recently. The dash is well laid out and covered in soft-touch materials, the thick steering wheel and good seating position help, and the Mitsubishi multimedia system is tolerable--not the best, not the worst. My only complaint is that the center armrest doesn't extend far enough forward. Oh, and the whole car smelled like a new Hyundai in 1988. I can't describe it, but you'd know it if you smelled it. It's like some kind of glue or plastic that no one uses anymore.
The glass roof was a very pleasant surprise, and it made a basic commuter car interior into a wide-open, airy space.
But would I pay $28,500 for a Mitsubishi? No way. The company doesn't have the brand equity to charge that kind of money for this vehicle. That's unfortunate, as there are the makings of an actual competitor here.
NEWS EDITOR GREG MIGLIORE: I had a weekend cruise in this Laguna-hued 2011 Mitsubishi Outlander Sport SE, and I liked the looks and the glass-roof feature. It fit in well during one of the first truly warm weekends of the year in Michigan. The Evo-styled grille, lower fascia and detailed headlights are sharp, adding character to the Outlander Sport in a crossover segment that's devoid of it. The side panels look sporty, too, with impressive lines and contours that show plenty of design character. I was a little surprised at how nice this car looks in the flesh. It gets attention.
The CVT was what I expected--which was disappointing. Its operation is a bit awkward, especially low in the band, and it seems sluggish at times. Harder launches are slow, too, and this four-banger is adequate at best. The nicest thing I can say is at least the Outlander GT doesn't feel underpowered.
The chassis is considerably better than what lurks underhood. It's tight, well-sprung and offers little rebound when whacking road imperfections. It feels sporty, yet with the elevated ride height, it isn't abusive. I give props to Mitsu for keeping the curb weight relatively low (for a crossover with AWD) and the body is composed during most maneuvers. I found a comfortable driving position, and the front part of the cabin is plenty roomy. The materials are fine, and the dark plastics actually present rather well. Steering offers a bit of weight into turns but is still often on the light side. The interior lets in a good amount of engine noise as this four-cylinder whines and strains, and I detected a bit of wind noise on the expressway. Other random thoughts: The fuel economy is fairly solid and the rear camera is quite clear.
Overall, this is a nice effort by Mitsubishi. It looks great, drives decently, and is generally well done. But I would prefer a better powertrain.
2011 Mitsubishi Outlander Sport SE AWC
Base Price: $23,775
As-Tested Price: $28,570
Drivetrain: 2.0-liter I4; 4WD, continuously variable transmission
Output: 148 hp @ 6,000 rpm, 143 lb-ft @ 4,200 rpm
Curb Weight: 3,263 lb
Fuel Economy (EPA/AW): 26/24.6 mpg
Options: Navigation with rearview camera including 40GB HDD navigation with music server and real-time traffic, rearview-camera system and auxiliary video input jack ($2,000); premium package including panoramic glass roof with LED illumination, black roof rails, 710-watt Rockford-Fosgate punch premium sound system with nine-speakers, 10-inch subwoofer, six-disk CD/MP3 in-dash head unit, Sirius satellite radio with three months' service ($1,800); exterior sport package including large rear spoiler, front corner extensions, rear diffuser garnish, alloy fuel door ($995)
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Friday, June 17, 2011
2011 Dodge Journey Lux, an AW Drivers Log Car Review:
The 3.6-liter V6 in the Dodge Journey is rated at 283 hp.
EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: I was thinking this 2011 Dodge Journey Lux was too pricey for the market, but a comparable three-row, AWD, V6-powered Chevrolet Traverse prices out at about $6,000 more. Right away that starts to reframe my opinion from thinking the Journey isn't quite up to the competition, even in this high-level trim, when in fact it's a clear winner on the value equation. Then it comes down to what you give up to pay less.
To the naked eye, you're not giving away any features or capability by going with the Dodge--and in some areas you might even find the Journey more practical in terms of special storage built-in all over the vehicle. All the electronics are there, and in this trim, the interior looks 100 percent better than the first Journeys on the market. The third row isn't up to Traverse standards, but it does exist for those limited times when you need somewhere to belt in two more riders.
The engine is up to snuff, as is the transmission, but I found an odd continuation of power even though I was off the gas pedal, at least when running in manual mode in first gear. Overall, the vehicle drives a lot like a minivan or like the underlying Avenger with which it shares a chassis.
What you give up is class-leading ride, handling, performance and styling--General Motors is holding all those cards for now with its excellent three-row crossovers. The Journey might get Dodge by for now, but 2014, when the Fiat-based crossovers arrive, can't come soon enough.
EDITOR WES RAYNAL: Wow, this Journey is a heck of an improvement inside. I remember this having a weird angular dash made of inexpensive materials. This is much better with good materials, much better fits and a third row for emergencies.
It doesn't drive badly, either, thanks to the chassis fixes such as a revised rear suspension, shocks and spring rates. It's a much more refined driver now and feels better planted. Power is also decent from the Pentastar V6.
Overall, I liked this Journey way better than I thought I would. This is definitely in the running for my most-improved award. I don't know whether it would pry me out of a Mazda CX-7, though.
AUTOWEEK.COM EDITOR DALE JEWETT: I have to admit to being surprised by the level of comfort in this SUV. Every penny spent on upgrading the interior trim was worth it.
On surface streets and freeways the ride of this Journey strikes a nice balance between comfort and control.
One area I needed to focus on was the braking feel. There's some heft to this SUV. It's not all that apparent in normal driving but if traffic is coming to a rapid stop, you need to really get into the brake pedal to haul this thing down.
The new generation of navigation/audio/HVAC controls on the center console is user-friendly. It's nice to see all the song info on the large, two-din display screen. There are a number of redundant buttons for the climate controls, which is good.
With the third-row seats up, there's not much storage room in back. Drop those seats and you can swallow the standard basket-load from Costco. In my case, I used the Journey to claim a 60-inch flat-screen television. This required dropping the second-row seat backs to create the flat load flow. All the levers on the passenger side of the second-row seats can be confusing--I spent minutes trying to get the seatback to fold flat, not tilt and slide forward.
Oh, and the second row is pretty comfortable for passengers. The third row looks to be strictly for kids.
Finally, there's a storage bin hidden under the front passenger seat. It looks like the perfect hiding spot for a purse. Pretty neat.
NEWS EDITOR GREG MIGLIORE: I did a commuter lap in the 2011 Dodge Journey and I liked it, for the most part. The refresh is most evident inside and underhood, I would say.
The cabin has nicer plastics and a better feel all-around. It's comfortable, well-laid out and displays color, easy-to-read gauges. Seems like a great environment for families. The power is also a nice leap, with this Pentastar V6 shining in this and every other Chrysler product I've sampled. It's not spectacular, but it's an engine consumers will like in everyday use.
The looks are almost wagonlike, and it's a reasonable well-sorted crossover. The looks are decent, too, nonoffensive but a bit different from others.
Still, given the option, I'd take the long-gone Magnum wagon with rear-wheel and V8 power.
2011 Dodge Journey Lux
Base Price: $35,190
As-Tested Price: $36,060
Drivetrain: 3.6-liter V6; AWD, six-speed automatic
Output: 283 hp @ 6,350 rpm, 260 lb-ft @ 4,400 rpm
Curb Weight: 4,195 lb
Fuel Economy (EPA/AW): 19/19.1 mpg
Options: Navigation convenience group including universal garage-door opener, Garmin navigation system and Uconnect touch-screen CD/DVD/MP3/NAV ($500); second-row seat with two child booster seats ($225); trailer tow prep group including four-pin connector wiring, engine oil cooler ($145)
AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com
Thursday, June 16, 2011
2012 Audi A7 3.0 TFSI Premium Plus, an AW Drivers Log Car Review:
2012 Audi A7 quattro. Photo by David Arnouts.
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2012 Audi A7 quattro. Photo by David Arnouts.
INTERACTIVE ASSOCIATE EDITOR JAKE LINGEMAN Of the swoopy four-doors out there, only two are good-looking to my eyes: the Aston Martin Rapide and this 2012 Audi A7. The garnet-red pearl paint make the shape look even better.
The car got a lot of looks from traffic, especially from the Audi drivers. A few sped up to catch me, the rest nearly swerved out of their lanes to see.
The 2012 Audi A7 is a lot of car for $66,000. Our long-term Audi S4 stickers at $58,000 with everything. This car is well worth $8,000 extra. It has more room, a cavernous trunk and almost as much power.
Audi interiors are usually top-notch, and this is no exception. The seats are somehow firm but soft, the multicontrol is easy to use and the dark wood grain has a flat finish. Everything else is done in satin-finish metal and black leather.
The A7 cruises pool-table smooth in comfort mode and stays library-quiet. Switch to dynamic and throw it in either sport or manual-shift mode, and the A7 becomes an enthusiast car with room for four adults and their golf clubs.
I didn't get to toss the car around too much because it rained all night, but I never felt nervous on the expressway, even over the wet blacktop that looks like glass. The few bits of standing water I hit didn't upset the car in the least.
The brakes and steering both have a good amount of feel to them. At first I thought the clampers felt kind of soft, but the pedal travel and stopping distance are low. The steering heft is nice and light when parking but tightens up once you're at speed.
Audi dropped an eight-speed ZF transmission in the A7 and it works beautifully. Ninety percent of the time it's completely unnoticeable, but when using the paddles or the shifter to switch, it's extremely responsive.
I like the fuel rating of 28 mpg highway, and I think we could actually get it. With anything less than a stomp on the pedal, the Audi A7 shifts out of first and second by the time you've reached 25 mph. When you get on the highway it's already cruising comfortably in eighth gear. It also looks very slippery; I'm sure the wind resistance is low.
This is a great car. It's luxurious without being gaudy, and it's quiet and quick when you need it to be. Did I mention it looks like a spaceship?
ASSOCIATE EDITOR JONATHAN WONG: Geez, these sedans with coupelike profiles are really catching on, aren't they? We have the Mercedes-Benz CLS (beautiful), the Porsche Panamera (not beautiful) and now this 2012 Audi A7 (beautiful, but not as beautiful as the CLS). On the less expensive end of the scale, you have the Volkswagen CC.
So what do we have here with this A7? It sits on the next-generation Audi A6 platform and packs the 3.0-liter supercharged V6 we've become quite familiar with during the year with our long-term S4. For the A7 application, the engine produces 310 hp instead of the 333 hp it churns out in the S4. The 325-lb-ft of torque is the same, though. Thankfully, the engine still felt more than up to the task of moving this 4,200-pound A7 briskly. There is good thrust in the middle of the rev range for easy expressway merging and passing.
What's the most impressive part of the Audi A7 to me? It has to be how well this big car handles. It rounds corners with composure that is shocking for a car this size, with loads of grip available. Turn-in is quick, but the steering feedback available through the wheel is a little disappointing. We can give a lot of credit for this A7's handling prowess to the optional sport package with the sport suspension system and 20-inch tire package wrapped with Yokohama Advan Sports.
There is a big downside to those wide, low-profile tires, though. Thuds, small bumps and expansion joints reverberate through the cabin to disturb the otherwise quiet ride.
I'll echo Jake's comments about the ZF eight-speed automatic: impeccable shifts and with a satisfyingly responsive paddle shift mode.
The interior is handsome with high-quality materials throughout. The fine-grain ash brown wood trim sports a nice matte finish, and the navigation system with Google Earth mapping looks and works great. I easily punched in a few destinations just to test out the touchpad, which we first saw on the A8, and it works quite well. The front bucket seats are comfortable and supportive.
Out back, there is a large trunk area. The only problem is that the coupelike profile prevents you from storing anything really tall back there. Of course, you can solve that problem by just folding down the rear seats.
I'm looking forward to driving the new Mercedes-Benz CLS to see how it stacks up against this. Hopefully, Mercedes has sharpened the new car some because this Audi is a heck of a good driver.
EDITOR WES RAYNAL: This 2012 Audi A7 is cool to look at. It's different. A luxury hatch isn't necessarily an everyday sight in the United States, and people definitely notice this thing. It reminds me of the Mercedes-Benz CLS, but that's not a hatch. This is Audi's twist on it, I guess, with near the function of a wagon. This completely blows away the BMW 5-series GT in looks and the way it drives.
The supercharged 3.0-liter V6 is stout and more than satisfying. Power is smooth and linear, and there's plenty of it. And throttle response is good. The transmission is smooth, too, so this A7 is all good on the powertrain front.
I fiddled with the adjustable suspension and ended up with it in auto all the time. Sport was a little firm and soft was a little too soft. Auto felt just right. The steering is a bit overboosted at slow speeds, but above about 40 mph it feels a lot better. There's terrific grip in turns and the brakes are strong.
The cabin was, to me, one of the highlights. It's stunning and well-built with terrific seats. I loved the matte-finish wood trim. When it comes to interiors, Audi keeps raising the bar. This is a terrific car.
2012 Audi A7 3.0 TFSI Premium Plus
Base Price: $60,125
As-Tested Price: $66,220
Drivetrain: 3.0-liter supercharged V6; AWD, eight-speed automatic
Output: 310 hp @ 5,500-6,500 rpm, 325 lb-ft @ 2,900-4,500 rpm
Curb Weight: 4,210 lb
Fuel Economy (EPA/AW): 22/21.8 mpg
Options: Premium plus package including 19-inch wheels with all-season tires, Audi navigation plus with MMI touch, Audi connect, front and rear parking sensors with rearview camera, HD radio, auto-dimming, manual-folding heated exterior mirrors, seven-inch color driver-information system ($3,620); 20-inch sport package including 20-inch wheels with summer performance tires, sport suspension, three-spoke multifunction steering wheel and shift paddles ($1,500) Audi side assist ($500); garnet red pearl effect exterior paint ($475)
AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com
2011 Dodge Durango Citadel, an AW Drivers Log Car Review:
2011 Dodge Durango Citadel. Photo by David Arnouts.
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2011 Dodge Durango Citadel. Photo by David Arnouts.
NEWS EDITOR GREG MIGLIORE: What an upgrade this 2011 Dodge Durango is. From its overly curvy, awkward predecessor to this bold, in-your face henchman of an SUV, the new Durango delivers. It's luxurious, powerful and imposing. The only drawback is that the gas mileage is not great. But remember, you're driving a Hemi-powered fortress.
The updated Durango now feels like a utility-vehicle version of the Ram. That's a good thing. The pickup is one of the best-driving in its class, and this Durango now shares that dynamic. The V8 power is exactly what one wants in a vehicle this large. The 360 horses come on smooth, and this five-speed automatic is effective and efficient. Dial up more than 5,000 rpm, and this ute blasts off. Power from launches is impressive yet civilized, and the Hemi growls and purrs depending on what it's being called upon to do.
The steering is light, similar to that of the Ram, but adds satisfying feedback into maneuvers. The chassis is all-conquering, and I annihilated a pothole on the expressway without even blanching. This trench was the kind of obstacle that would have ripped the bottom off a smaller car. The Durango was unflinching.
The styling is beefy and taut. I like the way the sheetmetal fits yet still has some attitude. Whereas the old version was almost cartoonish, this one is well-tailored and sharp. The headlights are perfect, and the wheels are simply huge.
Inside is a smart black and caramel layout, and the white-and-red-accented gauges present well. You sink into these seats, and there's a commanding road view. The Citadel package marks the summit for the Dodge Durango. I'd take one for our long-term fleet in seconds. I like this muscle ute even more than I like our long-term Infiniti QX56, which is a tank in its own right. But the Dodge is pretty much just as blinged-out, looks better to my eye and costs $24,030 less than our long-term Infiniti. That's high-protein food for thought.
EXECUTIVE EDITOR ROGER HART: I would agree with Greg on liking this better than our long-term Infiniti QX56. Actually, I was stunned at just how good this new Durango really is. Think of this as a Jeep Grand Cherokee with a third row. I actually had two different people come up and ask me about the vehicle, what it was, etc. Both commented that it looked so good that they were surprised it was a Durango. That's a good thing, because the old Durango was, well, let's just say it didn't have anywhere near the refinement this one has.
I loaded this up with seven passengers for a trip to Michigan State University for my daughter's graduation, and a trip after to dinner. Even those in the way-back seats had nothing to complain about. I like the black and caramel two-tone treatment, and the seats are very comfortable. The Hemi underhood is strong and made no complaints as we loaded the thing up.
The Chevrolet Suburban/Tahoe is probably still the leader in the clubhouse when it comes to full-size sport-utes. But there is nothing wrong with this new Durango. It is so much better than the vehicle it replaces it probably should have had a new name. It is that good.
EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: Add me to the chorus singing the all-new 2011 Dodge Durango's praises. I think Dodge should have just dropped the link to past vehicles and used that Citadel moniker as the vehicle's new brand name. It's that different, and good, compared with the old Durango. The old truck was barely competitive, while this one offers a ton of Hemi grunt, sharp styling, a superb interior, and top-notch ride and handling for a 5,400-pound, four-wheel-drive beast. As much as the Grand Cherokee, with which this shares its platform, is a great vehicle, the Durango's three rows and Hemi power might put it a step above the Jeep. And looking at Roger's observed fuel-economy numbers, posting nearly 20 mpg is certainly livable.
I like this truck--a lot.
2011 Dodge Durango Citadel
Base Price: $44,645
As-Tested Price: $48,530
Drivetrain: 5.7-liter V8; AWD, five-speed automatic
Output: 360 hp @ 5,150 rpm, 390 lb-ft @ 4,250 rpm
Curb Weight: 5,397 lb
Fuel Economy (EPA/AW): 15/18.7 mpg
Options: 5.7-liter Hemi V8, dual rear exhaust with bright tips, two-speed on-demand transfer case, heavy-duty engine cooling and 220-amp alternator ($1,895); customer preferred package 25j including rear DVD entertainment, video entertainment system, satellite radio and TV ($1,695); inferno red crystal pearl coat exterior paint ($295)
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Wednesday, June 15, 2011
2011 Scion xD, an AW Drivers Log Car Review:
2011 Scion xD. Photo by David Arnouts.
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2011 Scion xD. Photo by David Arnouts.
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2011 Scion xD. Photo by Anton Maka.
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2011 Scion xD. Photo by David Arnouts.
ART DIRECTOR TARA KLEIN: Well, you definitely get what you pay for with the 2011 Scion xD--maybe even a little less. Even though quality wasn't quite in the forefront of this vehicle's benefits, there were some characteristics that were well carried out.
The exterior of the xD is boxy yet stylized, appealing mostly to a younger crowd. There's a lot someone could do with this car by customizing, but as it sits now, it's a sad halfway (or not even halfway) point between cool and drab, being closer to drab. The bare bones are at least there, however.
I did find the interior to be nice, considering its economical approach. The metallic upholstery on the door panels gives a throwback look, and the stamped plastic breathes new life into what could be a monotonous hard surface. The center-stack design could use some refinement, even though I do like the shape of its profile, jutting the temperature controls out toward the front seats. An armrest would have been useful, since I constantly found myself placing my arm in its empty place, only to have gravity pull it down to the console. I did have to push my seat pretty far back to find a position where my foot reached the pedals comfortably. I wonder how a tall person would sit in the xD, considering my impressive five-foot, five-inch height.
On the road, this car is suitable and capable of getting you from point A to point B, but that's about where it ends. It felt very similar to the Nissan Cube in this respect, as it roars with loud engine noise when getting up to speed. This, paired with the overall wind and road noise, created a slightly annoying cabin experience. The acceleration rate wasn't exactly impressive, and I really had to push to get it up to speed, especially when merging on the expressway.
Considering other small cars out there such as the Ford Fiesta or the Hyundai Elantra, I'd easily look elsewhere for another option.
INTERACTIVE ASSOCIATE EDITOR JAKE LINGEMAN: There are several reasons I'd look elsewhere for a small car, but the main one is refinement.
The engine noise is loud in the cabin--especially when you're trying to get the car up to speed. The acceleration isn't terrible when you put your foot down, but it won't take any autocross trophies, either. Again with the Scion, the four-speed transmission helps off the line.
The storage spaces feel a bit inexpensive. There are many of them, but both gloveboxes and the change drawer on the left side of the steering wheel are coated in thin plastic--not pleasing to the touch.
The seats are not good for a longer drive. There isn't enough bolster, the driver's seat is not height adjustable, and after a few hours of driving on Saturday, my backside was quite numb. Like the xB we had, I felt like I was sliding forward the whole time.
I'm not sure what's up with the window cut. But at anywhere past 60 mph on the expressway, the wind blowing by the side mirrors makes a whistling sound. I poked and squeezed panels, moved the mirror--nothing helped. When both windows are open it gets loud, and very annoying.
The radio isn't as good as the upgraded unit we had in the last Scion, which cost an extra $450. This one could barely keep the wind noise at bay. It did accept my iPod, though.
The driving dynamics are fine, but nothing exceptionally exciting. There isn't a ton of body roll, the steering wheel feels connected to the wheels adequately, and I had no problem with the brake feel.
Forgetting about those complaints for a moment, I don't think the xD is a bad-looking car. My mom thought it was cute. As Tara said, with a little customization, a few tweaks, bigger wheels and a lower stance, this might be an actual looker. Unfortunately, it'll probably never be an actual driver.
DIGITAL EDITOR ANDREW STOY: I'm discovering I don't like Scion automobiles. Granted, I'm also not exactly the target audience, but I love a good pocket rocket. This is just not one of them. I do have an easier time swallowing the 2011 Scion xDs raison d'etre, given its price (especially against the xB we had in the fleet last week), but I expect more from a $17,000 car these days. The Ford Fiesta, the Honda Fit and other B-segment vehicles offer more actual driving fun for the dollar and don't give up much in space.
Driving the xD, my first thought was, “Wow, I didn't know anyone still made cars like this anymore.” It reminded me for all the world of a friend's Toyota Corolla back in the late 1980s, with a tinny, resonant structure, a buzzy I4 and a rubbery four-speed automatic. That Corolla was a perfectly nice car in 1988. This just happens to be 2011.
Handling was still quite good; even with inexpensive base tires and stamped steel wheels, the xD didn't mind being flung around a corner. The problem was that I didn't generally fling it for the entertainment value; it was more akin to the old Volvo Amazon ad begging owners to “drive it like you hate it.”
2011 Scion xD
Base Price: $16,565
As-Tested Price: $16,565
Drivetrain: 1.8-liter I4; FWD, four-speed automatic
Output: 128 hp @ 6,000 rpm, 125 lb-ft @ 4,400 rpm
Curb Weight: 2,665 lb
Fuel Economy (EPA/AW): 29/30.8 mpg
Options: None
AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com
2011 Suzuki SX4 Crossover, an AW Drivers Log Car Review:
2011 Suzuki SX4 Crossover. Photo by David Arnouts.
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2011 Suzuki SX4 Crossover. Photo by David Arnouts.
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2011 Suzuki SX4 Crossover. Photo by David Arnouts.
EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: The 2011 Suzuki SX4 Crossover is a great bargain--loads of usable space in a tight package, good step-in height and hip point, higher-end features including a pop-up navigation screen (though I could do without the cartoonish Garmin interface), reasonable ride and quietness, and all-wheel drive. The engine is peppy enough but the CVT seems to drag it down, even though I know, mechanically, it is getting the best possible efficiency from the engine. There's some body roll, but the brakes are responsive and the steering is quick.
Overall, except for the transmission, the SX4 feels fairly sporty and fun, with ample interior space. I'd love Suzuki (or Honda on the Fit) to engineer that little front port window to open like the vent windows on cars in the 1950s or '60s. How cool would that be?
A $20,000 price makes this vehicle a great deal. The low price and all the features make it a best buy in my book.
ART DIRECTOR CHERYL L. BLAHNIK: A little more than $20,000 for this? I'll admit, the all-wheel drive is enticing, but I was pegging this car to cost about $3,000 less. Visually, it looks so small that it's hard to fathom five people sitting inside it. But last night a Costco run was on the schedule, and I was interested to see how the SX4 handled it. Much to my surprise, there was a lot more room in the trunk than I thought. Nice.
Another bonus was the front seat heaters, but the seats themselves needed more side support. Sitting inside, there's generous headroom to add to the interior's airy feel.
However, I still can't see people rushing out to buy this car. Granted, the four-cylinder under the hood with 148 hp is peppy and is sufficient for the commute. But for the price, there are a lot of other small-car options out there that I find more appealing.
COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: The SX4 was a fun little ride for an overnight. I liked the tall-car look, and it allowed for plenty of headroom inside. The sheetmetal looks good, and I'm with Bob on making those little port windows able to be opened. I didn't have reason to make use of the cargo space, but it looked to be bigger than what it appears to be from the outside. But I don't know how comfy this car would be for a longer drive; the driver's seat, for sure, could use more bolster. And, while I didn't use the navigation, I am not of fan of that pop-up setup. To me, it looks as if the nav was an afterthought and there was no place left to put it except for the top of the dash.
The drive was pretty basic, which is to say not inspiring, although the car handled well on the expressway aside from some roll around curves. There's decent power off the line and for passing, but man, this CVT is loud! Between that and the road noise entering the cabin, well, I either had to leave the radio off or blast it to be able to listen to some tunes.
While this car is a fine package, I can't see myself rushing out to buy one.
NEWS EDITOR GREG MIGLIORE: This is a zippy, energetic little car, and I racked up considerable miles running errands, taking the girlfriend out to dinner and then visiting a gleaming new General Motors factory the next day. That's a lot of seat time, and a lot of time to reflect on this sporty little hatch.
I actually found it quite fun to drive. The proverb about driving a slow car fast, or at least to its limits, was something I tried to live on this short stint, and I hammered relentlessly on the throttle to accelerate into open spaces on the expressway. I kept banging up against the redline at 6,000 rpm, flexing all 148 horses, and there was more than adequate power on tap. The chassis is tight, and the body is reasonably well-mannered. It looks tall, and I'm not fan of the exterior styling, but I didn't detect any sort of tipping feeling, and I did my best to take corners as aggressively as possible. The steering returns decent feedback during turn-in, though there's a tinge of rubbery feel to it.
The interior was pretty pedestrian, but this is a reasonably low-cost car. The all-wheel-drive capability is a nice value for $20,000, but to me this car falls a touch short on the spec sheet in a number of areas. One, it doesn't feel like a $20,000 car, largely because of the below-average looks. The curb weight (even with AWD) is a bit heavier than I would expect, though it's not detrimental to the drive character. Plus, the fuel economy seems a bit low. In this day and age, you would think Suzuki would find a way to eek the mpg rating to more than 30. My other issues were that the four-banger is loud and revvy in the cabin, and the road and wind noise are evident.
But, overall this is a fun little car with function and a decent feel on the road. Still, a styling makeover wouldn't hurt.
INTERACTIVE ASSOCIATE EDITOR JAKE LINGEMAN: Twenty grand is inexpensive, but I could certainly find something more entertaining and better-looking than this for that price.
All-wheel drive and navigation are upscale features, but I'd ditch both for a Kizashi if I was sticking with Suzuki. This car just looks poorly proportioned to me. It's too tall, and the roof rack makes it look even taller. It's narrow, too. I didn't feel like it was getting tipsy, but this car discourages any sort of spirited driving anyway.
Mileage was good at a bit more than 21 mpg on my tank. But I'm assuming most of that was done in two-wheel drive. I only switched to "auto" once; no weather to speak of so no need for all-wheel grip.
The CVT does what a CVT usually does, sapping the fun at every press of the accelerator. It's not terribly slow when you floor it. And I suppose it handles decently with relatively tight steering. It was a little choppier over bumps than I expected.
You do get some extra space in the rear area with the roof height, and it wouldn't be a bad car for shuttling tall plants to and from nurseries.
Bland looks, strange proportions and the fun-sapping CVT would make me spend my money elsewhere. A Mazda 5 at a few grand more, and a Mazda 3 at a few grand less, would be good options. But if you must have all-wheel drive and navigation at $20,000, the SX4 is on a short list.
ART DIRECTOR TARA KLEIN: At first glance, the 2011 Suzuki SX4 Crossover instantly evokes a sense of boredom, but I actually found it quite fun to scoot around in over the weekend. This car is by no means a performance-centric ride, but it did get me where I needed to go with few complaints.
On the outside, the SX4 needs some work. The contours resemble that of a go-kart and appear dated. However, the inside felt roomy and comfortable. While the materials and overall design were pretty plain, everything was clearly marked and easy to find, making the adaptation to this car simple. I did find the approach to the Garmin display to be a bit odd. It looked disconnected, and I wish it were considered more in the overall design of the center stack. The amount of headroom was nice, and the large windshield paired with the windows nestled in the A-pillar minimized blind spots.
I felt the SX4 was up to most tasks on the road, and having AWD is certainly a plus. Expressway driving and passing were no problem, but I agree with Cindy about how loud this is with the CVT. When accelerating, all I could hear was the buzz of the engine, no matter how cranked up the radio was.
On my drive into work, I also heard the "traffic ahead" notification, and I could find this to be helpful on long trips where alternate routes are available.
In the end, I found myself surprised and pleased that I wasn't disgusted with my experience with this Suzuki. I know I'm not supposed to judge a book by its cover, but I still wish this cover was a bit more enticing.
2011 Suzuki SX4 Crossover
Base Price: $20,094
As-Tested Price: $20,469
Drivetrain: 2.0-liter I4; AWD, continuously variable transmission
Output: 148 hp @ 6,000 rpm, 140 lb-ft @ 4,000 rpm
Curb Weight: 2,954 lb
Fuel Economy (EPA/AW): 25/23.5 mpg
Options: Bonus value features including 16-inch alloy wheels, front fog lamps ($550); Bluetooth with screen graphics ($250) premium floor-mat set ($125); bonus value package discount (-$550)
AutoWeek loves passionate comments and debate, but remember that you're part of a diverse community. Critique statements or articles, not people; talk about the automotive world, but skip the rhetoric, hate speech, and obscenities. Above all, be respectful. While we can't read every post, this site is moderated and AutoWeek will remove comments as we see fit. Questions? Email moderator@autoweek.com