New Civic EX raises concerns about Honda’s image
Honda has become the champion of real-world, reasonably-priced technology, but a recent road test in a 2003 Civic EX created a slightly disturbing question of whether that technology was slipping under a wave of “decontenting,†and if so, exactly where is Honda heading?
The 1991-95 Civic style was my favorite, nearly perfect in style, with a low-sloped nose providing exceptional visibility. The basic DX model gave way to the LX with power windows, locks and, if I remember correctly, a sunroof. The EX was the top of the line, and offered VTEC variable-valve-timing on the upgraded engine, better suspension, wheels and tires. It was exceptional, both in coupe and four-door versions.
Over the past decade, other Japanese and European manufacturers have scrambled to add variable valve-timing, which helps the engine adapt to driving demands for peak efficiency. Domestics, while slower reacting, are getting to it. General Motors will make major news with variable valve-timing on selected 2004 models – more than a decade after Honda had made it mainstream.
For 1996, the redesigned CivicÂ’s nose sloped less, and the company responded to economic upheavles by eliminating some applications of double-wishbone suspension and four-wheel disc brakes. The car still handled well and stopped well, but doing away with such assets in the name of decontenting was not what I expected from a technology leader.
For the past 15 years, Honda has used the exotic NSX, Prelude and various world-class auto racing ventures to develop new technical advances, then it transformed those technical assets to apply to real-world cars such as the Civic and Accord. While maintaining basic, simple efficiency, Honda upgraded with high-tech engine schemes and elaborate chassis features such as double-wishbone suspension geometry.
While the Accord battled Toyota’s Camry for midsize supremacy, the Civic had become entrenched as the standard compact, setting a high target for the Toyota Corolla, Mazda Protégé, Mitsubishi Mirage/Lancer, Nissan Sentra, Subaru Impreza, Volkswagen Golf, and domestic entry-level vehicles such as Chrysler’s Neon, Ford’s Escort/Focus, and General Motors’ Cavalier/Sunfire. Korean newcomers like Hyundai and Kia also are offering a lot of car for bargain prices these days.
True, Honda has continued to create amazing special vehicles, such as the Acura models, and more recently the MDX and CRV sport-utility vehicles. The new Accord is impressive, and the specialty Civic Si high-performance model is fun. But now the 2003 Civic EX shows up. It was pleasant to drive, and it performed reasonably well, with snappy acceleration out of its 127 horsepower, 1.7-liter four-cylinder VTEC engine, which responded well to a five-speed manual transmission.
Driving it hard, and with a full load, I still achieved 33.5 miles per gallon, which is exceptional in this era when some so-called economy cars can’t hit 30. But, all in all, I expected more. The Protégé, Lancer, Sentra and Golf are all improved, and the Corolla appears to be, as well. While the competition is getting tougher, every time I was scrutinizing the Civic EX, I discovered more reasons for concern.
The EX used to have all the trick stuff, but the new four-door sedan had disc brakes in front only. It has MacPherson strut front suspension with double-wishbone structure in the rear. Stabilizer bars front and rear and power rack-and-pinion steering aided the handling, but it feels more like a basic car than the sporty compact it used to be.
I was further surprised to find that the wheels, which look somewhat sporty from 100 feet away, are indeed only cookie-cutter wheel covers, over steel wheels. No slick alloy wheels here. Honda’s information sheet calls them “full wheel covers,†as opposed to hubcaps, I suppose.
Inside, there was cloth, not leather, on the seats. ThatÂ’s not a big issue, but when I sat in the driverÂ’s seat, it felt soft and less supportive than the Civic seats in the past that always impressed me with their comfortable, yet supportive, fit and feel.
That’s about where a family debate was inspired. My wife, Joan, always has been a big Honda fan, particularly of their ergonomic fit and seat comfort. She was convinced Honda had changed the letter designations, and that the “EX†was now the base model. I argued to reassure her, but I know I never did convince her that the EX was, indeed, still the top level Civic.
The years have led to some definite improvements. The air-conditioning system has an air-filtration device. The structure, I’m sure, has been improved in safety by impact-absorbing ability, and there are side airbags to complement the front ones. But the audio system, with its radio and CD player, has only four speakers and is just “good†in an era where outstanding has become common. Especially on an EX.
The rear seats fold down separately, allowing you to haul long things, and a lot of things, with ease. Cruise control is standard on the EX, as are the power moonroof and variable wipers. The sticker price is $17,770, without a single option.
I had anticipated something better that what seemed to be DX-level seats and audio system, however. And while the single overhead-cam engine has adequate power, dual-overhead-cams would add considerable punch. Double wishbone suspension at all four corners would improve the handling, as would lighter alloy wheels with higher-performing tires, and having four-wheel disc brakes would make it an outstanding package.
Maybe it seems unfair to suggest that the things that are lacking could improve the Civic EX. ItÂ’s just that a decade ago, it had all those features and you got Â’em without even asking for them.
(John Gilbert writes a weekly auto column. He can be reached by email at: cars@jwgilbert.com.)
Hemi power boosts Ram higher in pickup competition
There are certain nicknames in the auto industry that work, and possibly no engine in the last forty years has had the same public appeal as the term “Hemi.†Chrysler has resurrected the Hemi, and has all sorts of plans for it in the near future. But for now, uniting the name, and the motor, with the Dodge Ram pickup is a good place to start.
When Dodge decided to step up and play with the big boys in the pickup truck industry, it went macho all the way with the massive-appearing Ram. The truck was big and tough enough to take on the Ford F150 and the Chevrolet Silverado, and it certainly looked the part of a worthy challenger, with the semi-style grille and bold styling throughout.
Last year, the Ram had its first renovation of the new look, and Dodge did a good job on it, making it look sleeker and yet more imposing. It held its ground as a strong No. 3 to the popular Ford and Chevy counterparts. For 2003, it is the bigger Dodge trucksÂ’ turn, with the 2500 and 3500 getting the same visual treatment as the 1500. With a couple of massive engines, the bigger trucks start with a very impressive base V8 – a 5.7-liter job that reclaims the name “Hemi.Ââ€
Now, at midyear, Dodge has squeezed the 5.7 Hemi into the light truck, and the result is a sizzling Ram Hemi that will renew the macho pride in truck buyers who want to feel better about their proclamation that they can take on the F150s and Silverados.
The original Hemi was so-named for its hemispherical combustion chambers, and it carried Dodge and Plymouth to stock-car racing glory in the hands of Richard Petty and others in the 1960s and 1970s, when NASCAR allowed manufacturers to compete for true superiority with their own technology, unlike the current spec-racer rules that cause all the Winston Cup race cars to be similarly built with engines unlike any of those made for production.
At any rate, the new engine, at 5.7 liters, is far smaller in displacement than the 426 cubic inch 8.1-liter monsters that used to rest under those NASCAR Charger and Plymouth hoods, and Chrysler admits its cylinder heads “approach†being truly hemispherical. Close enough. The name works. And the power is certainly there.
The 5.7 proves that a little sophistication in design and execution can disprove the long-standing theory that “there’s no substitute for cubic inches,†because it puts out 345 horsepower, which is about 100 horsepower more than the sturdy 5.9-liter V8 it replaces, and it also shows an increase in torque, to 375 foot-pounds. Needless to say, that makes the lighter 1500 Ram get right up and sail, and yet the power is smooth and manageable without feeling crude in any way.
There is no mistaking that this is a truck, of course. It pretends to be nothing else. But in the “Laramie†upscale version, with the Quad Cab’s four doors, the Ram comes loaded with creature amenities, and the sticker price reflects the refinement. For example, the bigger Ram 2500 can be obtained for a base price of about $23,000 with the Hemi, and the lighter 1500 Ram starts at a base price of $18,660 with the basic 3.7-liter V6.
However, loading up the bright red test vehicle with vigorous work on the option list drove the sticker price up to $38,000. Such is the price for one-upmanship in the truck biz. The Hemi’s power comes at a price, as I got 13 miles per gallon in combined city-freeway driving.
With Dodge focusing so much advertising on hot cars and trucks with everything seeming to be red in the ads, it was no surprise when the test Ram Hemi showed up in bright red. The truck was set off by nicely styled brushed alloy wheels that looked more rugged than dainty, and wore those 255-70/17-inch tires very well.
The four-door cab is very comfortable and roomy in the front, where two bucket seats flank a large padded center seat. The backrest of the center seat folds down to serve as massive armrest and center console. It opens to display a large cavern, with fold-up plastic gates to keep stuff from sliding around, and it has a power-point socket as well. Fold it up, and you might be surprised to learn that the center seat cushion itself folds up to disclose more stowage space.
The rear seat is a broad bench, which would house three easily and four in a squeeze, but, as is usually the case in such compromise cabins, headroom is limited by the fairly upright backrest, forced by the presence of a rear window.
The large pickup box has an industrial-strength flexible plastic cover that fits tightly.
Most impressive as a fashion statement is the grille and front end, needless to say. The grille itself is imposing, and the headlights flank it on both sides behind clear lenses, with lower foglights. Outlining the top of the grille is a color-keyed plastic shroud, which is only detectable by close look and serves as both a wind-breaking and bug-diverting shield.
Inside, the steering wheel is nicely dished, with cruise-control switches requiring both hands in sequence to prevent accidental switching. The instruments are on stylishly white-backed gauge faces, with battery and fuel on the left and oil temperature and water temperature on the right, flanking the tachometer and speedometer. I do have one question for gauge-makers: Why canÂ’t they come up with larger icons rather than just put large letters on those instruments?
As it is, at a glance you note that the battery might range from “L to H,†while the oil temperature also ranges from “L to H,†and the temperature from “C to H.†I know, I know – low and high are the normal ranges of such things, but I grew up learning to check “+ and –†for the battery, “pounds†for oil pressure, with “degrees†for temperature. Take a glance now, and you’ll realize the needle is comfortably near “H,†but you may have to take another look to calculate which function you’re gauging.
There is a large dosage of plastic woodgrain on the center dash stack and a strip on the doors, although it doesnÂ’t look bad and it breaks up the light grey textured vinyl stuff that covers the rest of the interior. The center dash has the controls for the Infinity audio systemÂ’s radio, CD and cassette, with the heat-air controls under the audio, and providing separate left-right level controls for temperature. Below all of that there is a simple round knob that you can turn to set for 2-wheel drive, 4-wheel-drive high, and 4-wheel-drive low for the true heavy-hauling or off-road usage.
At the bottom of the center dash, a large door opens to reveal two sturdy cupholders, with one of numerous cubicles next to it. There are two more cupholders in the middle at the feet of rear dwellers too.
The doors have a nice touch, with a door-closing grip handle that is nothing remarkable, but a well-placed handle below that, angled just right for an easy pull when you try to open the door. The front doors swing wide, although not 90 degrees, and the back doors open much closer to 90 degrees, which eases entry and exit considerably.
For being, essentially, a big, long truck, the Ram handles well and it accelerates promptly and smoothly with the Hemi engine. If you drove it more moderately than I did during a week-long road test, you might do better than the 13 miles-per-gallon I attained, too.
Meanwhile, you could reduce the price from $38,000 by more judicious selections from the option list, but if you want to get what Dodge loves to call “the baddest truck†on the block, the loaded Ram Hemi is a worthy choice.
‘R’ is for racy upgrade to Volvo’s high-tech S60R and V70R
LAS VEGAS, NEV. — All right, was it real, or was it a 40-hour dream sequence? Had I really gone from sub-freezing Minnesota to mid-80 temperatures, dropping out of the sky to drive hot-rod Volvos all over Nevada highways and race tracks, only to return home to sub-freezing weather with a 30-mile-per-hour wind added?
It certainly seemed like a fantasy, and I’m not sure which was more difficult to comprehend – the 50-degree temperature change, twice in two days, or the fact that, indeed, those cars I had been driving at speeds of up to 120 miles per hour for two quick days were hot-rod Volvos.
ThatÂ’s right, Volvos!
Las Vegas is sort of like Disneyworld for adults, and thatÂ’s where Volvo picked for its media introduction of the S60R sedan and V70R wagon. When the Upper Midwest had first teased us with temperatures up in the 60s, only to sock us with a sneak attack of a late-winter storm and temperatures back down in the teens, it seemed like an escape to catch a flight at dawn that left me sailing along on the desert highways, up into the mountains, through some spectacular scenery, and then back around to come into Las Vegas. We cruised down the Strip, which is the most surreal stretch of real estate in the country, if not the world, and the next day, it was out to Las Vegas Speedway for some sizzling hot laps and autocross driving.
A few weeks ago, I wrote about the Volvo S60 sedan and the V70 wagon, along with the S80 sedan. When I had test-driven those cars, I didnÂ’t realize the S60 and the V70 were both due for renovation for 2004, which made them the perfect targets for Volvo executives who had gotten the urge to add some raciness to the stature of some of the worldÂ’s safest and soundest mid-to-full-size sedans.
Volvo folks say they have set their sights on the Audi A4 quattro, the Mercedes C-series, the BMW 330xi, the Lexus sports sedan and the Infiniti G35, which is both enthusiastic, and optimistic, because those are some of the worldÂ’s best sports sedans. It appears Volvo has pulled it off, though, finding superlative power, handling, steering and braking, and complementing those assets with Haldex technology full-time all-wheel drive, huge, Brembo brakes on the four disc brakes, and high-tech electronic handling support.
For under $40,000, you can get the S60 upgraded to “R†status, with some of the most sophisticated and useful features, which combine to churn out 300 horsepower and commensurate torque, plus superb suspension that responds to three different settings, plus a great look inside and out. The sweeping lines of the S60 sedan have been dramatized a bit more with a more pronounced nose up front and a subtle spoiler lip atop the decklid outside, and inside, check out the new seats and the cobalt blue backing on the instruments, as well as the touch of cobalt blue stitching on the leather steering wheel, and various other trim items.
“Volvo had a 26 percent gain in March, compared to March of 2002,†said Thomas Andersson, executive vice president in charge of marketing for Volvo in North America, noting that the upsurge coincided with the first availability of the new XC90 SUV in showrooms. “Now we have the S60R, which should be the pinnacle of the S60 line, and the V70R, which should be the pinnacle of the V70 line. These are halo products, and we expect the ‘RÂ’ models to add sales to the entire range of Volvo vehicles.Ââ€
Andersson pointed out the various features Volvo sought to incorporate into the “R†models. They include the striking looks of the cab-forward S60 stance, armed with the high performance of 300 horsepower and 295 foot-pounds of torque. The engine is a 2.5-liter 5-cylinder, with reinforced design of pistons, connecting rods and cylinder head. It has four valves per cylinder, dual overhead camshafts, and a KKK turbocharger that is set to deliver up to 14 pounds of boost pressure, with twin intercoolers and continuously variable valve-timing on both intake and exhaust valves. A 6-speed manual transmission, designed and built exclusively by Volvo, adds to the performance scenario, although an automatic is available too.
Large Brembo brakes add impressive, fade-freeing stopping technology. The intricate “Four-C†(Continuous Control Chassis Concept) suspension, coordinated with the all-wheel-drive system, to make the S60R handle like no previous Volvo. These cars are a giant step beyond the much more subtle “R†models Volvo has built in the past.
The S60R sedan has a stiffer structure, with a lower center of gravity and shorter wheelbase, while the V70R wagon retains the standard V70 stance in an attempt to stop one click short of sharing the sedan’s all-out performance. But make no mistake. “The V70R will be the fastest wagon in the U.S.,†said Jay Hamill, launch manager for the project.
The project attained dazzling 0-60 times – 5.4 seconds for the sedan and 5.6 seconds for the wagon – and both are electronically governed to not exceed 155 miles per hour. The S60R comes fully equipped at $36,825, although you can add a moonroof and different types of leather seats and an audio upgrade as options. Comfort and safety is ever-present, but performance is the dominant theme.
“We decided to develop cars with both the feel of a sports car and the needs of a family car,†said Hans Nilsson, an engineer on the project who also likes to drive fast in anything from motorcycles to airplanes, explained some of the philosophy.
Developing a car that fits the wants of a sports car and the needs of a family car is not an easy trick. Volvo got it done with electronic sensors and computer technology. There are sensors, computers and accelerometers located all around the S60RÂ’s underskin. They monitor every tick of car motion, whether lateral, horizontal or up and down, and also how far you turn the steering wheel, and how abruptly you turn it. All those factors can instantaneously adjust the electronic damping of the shock absorbersÂ’ compression and rebound, to improve handling and keep the car flat and stable, no matter how sharply you swerve.
“ItÂ’s a new level of technology,†Nilsson explained. “The active suspension makes you feel like a race driver, but you donÂ’t need to be. When you accelerate hard, the suspension reacts to prevent squat. When you corner hard, the shocks adjust to control body roll at turn-in. And when you brake hard, there is a weight transfer from the rear to the front, but the suspension adjusts so the front doesnÂ’t pitch.Ââ€
On a specially configured autocross course, arranged so the first half had tightening turns and the second half had swifter and widening slalom, to allow you to see how the S60R prevented both oversteer and understeer. The electromagnetic shock valving reacts 500 times per second, and can read alterations as slight as 0.4 millimeters of motion in any direction, and counteract the shocks on both sides.
The three switches on the dash to control the suspension settings give you “comfort,†which is a compliant, almost floating system but still provided good and predictable stability; “sport,†which is much firmer but not at all harsh; and “advanced,†which is race-car stiff, harsh in some normal-road situations but perfect for freeway or high-speed race-track-like circumstances.
The Haldex all-wheel-drive system similarly can read and react to as little as one-fourth of a rotation of a front wheel before it will transfer power to the rear axle, and it can react in less than 100 milliseconds – quicker than other all-wheel-drive systems. Theoretically, almost all of the available torque could go to the rear axle, although the most Volvo has been able to measure is 65 percent going to the rear.
The TRACS traction-control system prevents spinning at either axle by using the antilock brakes, and the DSTC (Dynamic Stability and Traction Control) has another button for control. Press and hold the button for one second and the stability gets a bit sportier, and you can take away the spin control in case you are in a situation where youÂ’d prefer the ability to spin a little, such as in a bit of snow. If you push the button five times, the stability-control is bypassed. There are times where an enthusiast might prefer to eliminate the electronic control, but having to push the button five times will prevent someone from accidentally eliminating it.
“We wanted more performance to Volvo, but also to make more Volvo into performance,†said Hamill. “The technology, performance and safety are all interlocked. We have things that would be transparent to those who arenÂ’t interested in performance, but theyÂ’re there for those who do want them. We call it the secret handshake. We changed the look, but not who we are.Ââ€
To that end, typical Volvo active and passive safety are designed into the cars, from interwoven stability control to the legendary safety structure with energy-absorbing sections bolstered by airbags on all sides. And if the electronic suspension system failed completely, you would be left with a system that was safer and more secure than most competitors anyway.
Nilsson perhaps put it best. “BMW has it easy, because they have car enthusiasts building cars for car enthusiasts,†he said. “We are different. We have a lot of car enthusiasts trying to make cars for all people.Ââ€
That includes those of us who enjoyed cutting the apex of the last turn finely enough to zoom onto the banked straightaway and run the needle on the cobalt-blue speedometer up to 120, before standing on those superb brakes to decelerate immediately, then downshifting to third and darting down the banking and into the tighter infield curves, making sure not to run the revs up past 7,000 RPMs.
After several turns on the infield autocross, I was asked if I noticed the difference in how the suspension prevented oversteer on one half and understeer on the other. I think the Volvo folks were disappointed when I could only say that all I could discern was that the S60R handled both halves of the circuit perfectly, even if I couldnÂ’t pinpoint which element was controlling which part.
Suddenly, we were whisked back to the airport for a flight home, arriving in Duluth at 11 p.m. to find that winter had returned its icy grip with a vengeance. While 30-mph winds whipped Arctic air across the unmelted snow that could be surrounding my house until July, it seemed pretty incomprehensible that only a few hours earlier I had been whistling down the banked main straightaway of the SpeedwayÂ’s oval track. IÂ’m pretty sure it really happened.
(John Gilbert writes a weekly auto column. He can be reached by e-mail at jgilbert@duluth.com.)
Touareg conquers challenges both on, off roads
MOAB, UTAH — From your first opportunity to check out the Volkswagen Touareg, you might question the name, the price, and why a company like Volkswagen would want to build a sport-utility vehicle.
Volkswagen is eagerly anticipating the questions, because it figures the Touareg provides all the answers.
First, the name. Touareg is pronounced “TOUR-egg,†and if it were named because it is structurally as smooth and safe as a high-tensile-steel egg, we could understand it, despite all those vowels in succession. Volkswagen claims the name came from a nomadic tribe that overcame unbelievably harsh conditions to wander self-reliantly across the Sahara Desert. So, OK, we’ll give them that, and it’s a neat connection because the Touareg will allow you to go anywhere, on or off any roadway.
Examining the rigid structure and the forceful stance from the outside is impressive, and opening the door displays a luxurious and classy interior, with real wood, brushed aluminum and leather covering just about every surface. A check of other features such as the navigation system, or the refrigerated glove box, makes you realize that this thing is going to cost a lot.
There is no “stripped down†Touareg. The V6 model starts at $34,900, and the V8 version starts at $40,700. Those prices are reasonable in the current sport-utility vehicle business, and for the Touareg’s capabilities, but they are high for a company that always has stressed common cars for common people at economical prices. So, what is Volkswagen doing building a $40,000 SUV?
“An SUV makes perfect sense for us, because our buyers are young, adventurous, and many of them have left Volkswagen for an SUV,†said Frank McGuire, VWÂ’s vice president of sales and marketing. “Today, SUVs compromise, and donÂ’t perform the way SUVs were intended. The way weÂ’ve built this vehicle is the reason SUVs were built. What sets Touareg apart is it combines the ability to go off-road with luxury and performance.Ââ€
McGuire noted that Touareg was given the elegant features traditional in the finest German road cars, yet had to be a valid SUV that went well-beyond the current trend of “don’t-go-off-road†SUVs. He addressed automotive journalists at the Touareg’s press introduction in Utah, where closer examination in the mountains and over the amazing terrain of the Moab Desert provided some very impressive evidence in Touareg’s behalf.
When Volkswagen decided to go after the SUV segment, it had some large targets, such as the Lexus RX330, Acura MDX, BMW X5, Mercedes M-Class, VolvoÂ’s new XC-90, the Jeep Grand Cherokee Laredo, and the Porsche Cayenne. The Cayenne represents an interesting target, because Volkswagen and Porsche worked together to develop the basic chassis and body shape, then they went their separate ways, with Porsche installing an all-new V8 that performs like a Porsche sports car on the road, and takes on any obstacle off the road.
Volkswagen didnÂ’t flinch, however, and with more moderate objectives than Porsche, it is bargain-priced, comparatively. VW officials point out that their upgraded Touareg V8 is priced lower than BMWÂ’s 6-cylinder X5.
The V6 is the latest derivative of VolkswagenÂ’s narrow-angle VR-6, with 3.2 liters, dual-overhead camshafts operating four valves per cylinder, controlled by variable valve timing, developing 220 horsepower at 5,200 RPMs and 225 foot-pounds of torque at 3,200 RPMs. The V6 is adequate in most circumstances, and might feel more than adequate if it werenÂ’t for the 4.2-liter V8, which is borrowed from AudiÂ’s powerful A8 sedan, with five valves per cylinder, 310 horsepower at 6,200 RPMs and 302 foot-pounds of torque at 3,000 RPMs.
A six-speed automatic transmission with a manual-shift gate responds to a sport setting by holding the revs higher before shifting, but also adapts flawlessly to even heavy-duty off-roading. VolkswagenÂ’s 4XMotion system splits the torque 50-50 to the front and rear axles for optimum traction on the road, while an electronic control can alter that mix if traction is threatened at either end.
A switch on the console can engage the differential locks in a high setting for traveling on icy roads or in a storm, while switching it to low and locking it gives you an off-road reduction for creeping up steep inclines or edging down similar angles. An incredible feature is one that allows you to stop while going up a steep grade and holds the Touareg steady with no rollback, and similarly there is a hill descent control that locks in when youÂ’re going less than 15 miles per hour and going down a grade of 20 percent or more, using engine torque to slow the vehicle, and applying the brakes if necessary.
Those technical features set the Touareg apart from the crossover SUVs or SUV pretenders, which are popular and efficient as trendy people-movers, but are not intended to be used off-road. The Touareg is intended to go off-road, and conquer the toughest terrain. The strength and rigidity of the vehicle works for a four-star crash-test rating as well as stability on and off the road, and it will carry five with a towing capacity of 7,716 pounds.
Sometimes on-road conditions can duplicate off-roading, not the least of which is flash-flooding after a rainstorm. The TouaregÂ’s flexible plastic door sealing technique means you can drive through water 22.8 inches deep without anything seeping into the interior. If a crash did occur, the TouaregÂ’s doors unlock, the battery cable is disconnected, the fuel supply is shut off, and the interior lights come on. It doesnÂ’t say whether you would still have access to the 11-speaker, 300-watt (or optional 400-watt) audio system.
Volkswagen officials said they chose not to put even a jumpseat in the back as a third row, because it would have upset what the company feels is perfect balance. The standard suspension is very impressive in all conditions, but the optional air suspension improves on every capacity. Stock, the Touareg has 8.3 inches ground clearance, and can climb a 28-degree approach angle and descend a 28 degree departure angle. The air suspension allows you to adjust from 6.3 to 11.8 inches ground clearance with a switch on the console, increasing the approach and departure angles to 33 degrees. It also lowers or raises automatically when circumstances demand alteration.
The steadily increasing popularity of SUVs has led to a wide scope of vehicles, and statistics say that the great majority never venture off the road. Volkswagen could have built an inexpensive family hauler out of its Touareg at a very moderate price, undoubtedly. But that isnÂ’t the companyÂ’s manner.
“We are committed to technology for the customersÂ’ sake, not for technologyÂ’s sake,†said McGuire, the marketing guy. “Every SUV and sedan in this price range is going to feel some heat from Touareg, and we donÂ’t think weÂ’ll lose any more customers because they want SUVs.Ââ€
(John Gilbert road-tests over 100 cars a year and votes on the International Car and Truck of the Year awards. He writes a weekly auto column and can be contacted by e-mail at: cars@jwgilbert.com.)
SRX gives Cadillac surprisingly strong mid-SUV entry
PHOENIX, AZ.—Quite possibly the biggest problem the new Cadillac SRX will have in its lifetime is its timing. First introduced at the Detroit Auto Show in January of this year, the SRX was turned out swiftly, but it was introduced to the media simultaneously with the flashy Cadillac XLR sports car, which dominated the early-summer sessions in the Arizona mountains and on the assorted courses at GM’s desert proving grounds just outside Phoenix.
The XLR justified the attention, but it is a limited-production two-seater at $75,000, while the SRX may well become a mainstream midsize SUV challenger for the BMW X5, the Mercedes ML500, as well as the Acura MDX and Lexus RX 330. And it may outperform all of them.
There are probably a hundred trucks on the market, if you count pickups, sport-utility vehicles, minivans and the numerous crossover vehicles of all sizes and shapes. Cadillac engineers were well aware of that when they decided to build the SRX, and they used it to their advantage, testing them and establishing their benchmarks in all different categories.
Project coordinator Peter Kosak said that Cadillac had two priorities in building the SRX. “No. 1, we had to have breakthrough design, in style, including details from the lights to the wheels, but mostly in overall proportion. And No. 2, we wanted the best dynamic performance – performance without punishment.Ââ€
The result is eye-catching style, with the SRX wearing the new-trademark wedgy Cadillac face now shared by the new XLR sports car, the CTS sedan and all those giant Cadillac SUV Escalades rebadged from the Suburban/Tahoe/Avalanche corporate cousins at Chevrolet.
The new SRX is priced starting at $37,995 for the V6 model and $46,300 for the V8. While it is hard to imagine Cadillac buyers taking the SRX off-road, but when called upon, it handled rugged terrain with the same poise as it sweeps around corners on freeways.
The SRX is as tall as the Lexus RX330 or the Chrysler Pacifica, but longer, and inside, refinements include 5 inches more rear legroom than the BMW X5. A full 32 cubic feet of volume includes a third-row seat, with a second row that slides forward for easy access. The power-stowed third seat folds flat into the floor, or, if you prefer, you can choose a partitioned cargo-management area under trap-doors back there.
A low center of gravity, a long wheelbase at 116.5 inches, and a stiff, light structure allowed engineers to make the SRX handle with quick, sporty precision. For power, the Northstar V8, with 320 horsepower and 310 foot-pounds of torque, is almost too much. I prefer the all-new, aluminum, dual-overhead-camshaft V6, which has 260 horsepower and 252 foot-pounds of torque.
The SRX is being built at the Lansing Grand River plant in Michigan alongside the CTS midsize sedan. Both share the Sigma platform, which is General MotorsÂ’ global basis for various cars, including the Saturn Ion, and GM subsidiaries such as Saab and Opel in Europe. In the SRX, the refinement started with the frame, which has octagonal front rails with foam-filled beams and braces to be light, strong and quiet. High-strength steel is used above the B-pillar, and engineers used computer-aided techniques to evaluate any areas where stress might want to make the body bend or break, then they reinforced those areas.
Cadillac, like Chrysler and other manufacturers, seems intent on going back to rear-wheel drive for increased power and the traditional feeling of hang-out-the-rear handling – and with little regard to those of us who must also confront winter driving conditions, it must be added – but the SRX offers all-wheel drive along with rear-wheel drive.
GM always has been at the forefront of transmission development, and its manufacturing facility in Strasbourg, France, produces transmissions strong enough that they are sold to BMW for its vehicles. That same “5L40†automatic transmission goes into the SRX with the new V6, while an all-new “5L50†automatic has been designed to handle the excessive torque of the V8. Both transmissions are 5-speeds.
The Northstar V8 needs little introduction, although in the SRX it is the new version, with variable valve-timing, as redesigned for the Cadillac XLR sports car. The new and exciting news is what GM is calling the “High-Feature†V6 – as opposed to the “High Value†V6, which, loosely translated, means inexpensive to build and therefore very profitable for the corporation.
GM engineers simply call the new engine the “Premium V6,†and it has all the trick technology that has been applied to German and Japanese engines as they took a head start of a decade or more in technical application and refinement. The new V6 should make up much of that lost ground in a hurry.
It measures 3.6 liters of displacement, with dual-overhead camshafts replacing the aging pushrods of other GM V6es. GM had made a high-tech V6 of 3.5 liters for the Oldsmobile Intrigue, but while it was clearly the best V6 GM had ever made, the corporation allowed it to die when it killed Oldsmobile off as a brand. By the way, if you can find an Intrigue at a dealer, either new or with low miles, and itÂ’s got the 3.5, take advantage of discounted prices and know that youÂ’re getting a great engine that will be meticulously backed by GM dealers.
The new 3.6 is even better. Bob Jacques, design system engineer overseeing the 3.6 V6 project, had been valvetrain specialist on the Northstar V8 previously, so he knew what the objectives and requirements were. When he started on the V6 project on Feb. 18, 1999, he examined all top competitors’ engines – Nissan, Toyota, Honda, Mercedes, Audi, Mitsubishi.
“We took every engine and examined the priorities, pro and con,†said Jacques. “We could go any direction, so we looked at everything, from 2.8 liters, 3.2, 3.6, to turbocharging, gasoline direct injection, rear-drive, front-wheel drive, all-wheel drive. There are unique challenges and common manufacturing systems and everybody has a unique set of ideas that solve some problems while they are living with other problems. The middle ground is to decide what’s negotiable.
“We were given a clean sheet of paper, and we designed a 60-degree V6 [the Olds 3.5 was 90-degrees with a balanced shaft] and we designed the block to be flexible for use with front-wheel drive, rear-wheel drive or all-wheel drive, and with multiple transmissions and multiple induction systems.Ââ€
Taking full advantage of the latest electronic techniques, Jacques and his gang created electronic throttle control for instant response without any mechanical linkage, and designed four phasers to advance or delay the intake and exhaust valve timing electronically.
The traditional problem for engine-builders is that when you achieve more power, you usually lose fuel economy. More recently, emission laws have caused a new dilemma – the tradeoff of cutting down hydrocarbon emissions at the risk of increasing nitrous-oxides, or vice versa.
“With cam-phasing, you can make both hydrocarbons and nitrous oxides go down simultaneously,†said Jacques.
Such technology is impossible on pushrod engines, which is why competitors all turned to overhead-cams years ago. On the PV6, the cam-phasers provide continuously variable valve timing for optimum performance at all RPM levels. The phasers even eliminate the need for exhaust-gas recirculation valves. Cam-phasing also allows both power and fuel-efficiency to increase even while emissions come down.
“WeÂ’re getting 18 to 27 miles per gallon, and thatÂ’s with an increase of 35 horsepower,†said Jacques. When asked about the former Oldsmobile 3.5 V6, he added: “ItÂ’s a very nice engine, but where it got 215 horsepower, weÂ’re getting 255. And at midrange, we have more power than the 4.0 Aurora V8 engine.Ââ€
The same engine will be used in the 2004 Cadillac CTS midsize sedan, where the cam-phasers have been set to give the CTS 90 percent of its full torque all the way from 2,150 to 5,600 RPMs.
Driving the SRX is smooth and enjoyable, unlike larger truck-based SUVs, and more coordinated than most crossover SUVs, plus with that performance burst. In addition, active suspension control with StabiliTrak, traction control, four-channel antilock brakes and speed-sensitive steering, plus the magnetic ride control suspension that will be shared with the XLR and the newest Corvettes, make handling flat and precise.
An enormous sunroof opens up 5.6 square feet to the sky, uniquely serving both the front and second-row seats. ThatÂ’s appropriate, too, because Cadillac wants to attract new customers, and with the SRX, the sky is the limit.
(John Gilbert writes weekly automotive columns. He can be reached via e-mail at cars@jwgilbert.com.)
About the Author
John Gilbert is a lifetime Minnesotan and career journalist, specializing in cars and sports during and since spending 30 years at the Minneapolis Tribune, now the Star Tribune. More recently, he has continued translating the high-tech world of autos and sharing his passionate insights as a freelance writer/photographer/broadcaster. A member of the prestigious North American Car and Truck of the Year jury since 1993. John can be heard Monday-Friday from 9-11am on 610 KDAL(www.kdal610.com) on the "John Gilbert Show," and writes a column in the Duluth Reader.
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