Four Cylinder SUV Showdown

Sports Utility Vehicles (SUVs) are one of the best selling vehicles on the market. Why wouldn't they be? They offer loads of space for your gear, are capable when the weather turns nasty, and most SUVs drive like a car. On top of that, some SUVs now offer third row seating. So, if you’re trying to avoid the purchase of a van, an SUV may be a good alternative.

Of course, there are drawbacks. Most SUVs consume more fuel than cars, due to their greater mass and four-wheel drive systems, and are more expensive. Despite these negatives, SUVs have a lot offer, so I’m going to compare two of my favorite four-cylinder SUVs that can be purchased for roughly $30 000. Let’s begin.

Tested are the Toyota Rav4 and Honda CR-V.

First up, the Toyota Rav4. Its’ pricing starts at $24 345 for two-wheel drive and $26 980 for four-wheel drive.  So, you can get into the Rav4, add some options, and still be under $30 000. If you’re looking to impress the neighbors, a loaded limited model will run you $34 445.

For your money, you get a recently upgraded 2.5-liter four-cylinder engine that makes a strong 179 hp and 172 lb-ft. It is mated to a four speed automatic transmission. Towing capacity is rated at 1500 pounds. This base model includes air conditioning, cruise control, power windows, a nice sounding 6 speaker CD stereo, and power locks with keyless entry.  Safety features include ABS, electric brake distribution, stability control, front and side air bags, and a tire pressure monitoring system, just to name a few.

Toyota has definitely made a well-rounded SUV. I think my favorite aspect of the Rav4 is the exterior. It just looks more truck-like than the CR-V. Also, the steering is decent, the brake feel is good, and it is fairly hushed at highway speeds. But, these characteristics are not enough to stand out in this duo. Here are my gripes.

First off, when optioned with the four-cylinder, the Rav4 only offers a four-speed automatic. In a world of six, seven and even eight-speed transmissions, an inadequate four-speed is somewhat dated, especially when its’ rivals offer more gears. This impacts the Rav4 in two areas, both fuel economy and acceleration. I think Toyota should have used the six-speed transmission found in the four-cylinder Venza. Those two extra gears would have gone a long way to further improve the Rav4’s fuel economy and acceleration.  

Second, the cheap looking interior. When compared to the CR-V, the interior just looks plain.  Remember, the interior is where you’re going to spend all of your time, so it should look and feel good. Although the controls are easy to find and logically located, and the seats are cozy, I just couldn't get past the chintzy looking materials.

And let’s not forget, Toyota’s recent recall issues, which include the Rav4, Corolla, Matrix, Avalon, Camry, Highlander and Tundra. You can breathe now! Toyota has always been a brand that strives to achieve the highest quality products possible. But lately, they have found themselves in hot water concerning various safety issues.  Is it possible that Toyota has lost sight of its’ quality control in pursuit of becoming the world’s number one auto manufacturer? Time will tell.  

Next up, the Honda CR-V. Its’ pricing starts a little higher than the Rav4 at $27 880 for a base two-wheel drive model, and $29 880 to get into a four-wheel drive model. If you’re looking for all the bells and whistles, the price runs up to $37 180.

The standard engine is a smooth 2.4 liter in-line four-cylinder rated at 180 hp and 161 lb-ft. It’s mated to a five-speed automatic. Towing capacity compares to the Rav4 at 1500 lbs. The standard features match-up pretty even with the Rav4, including power windows and locks, keyless entry, air conditioning, and a four speaker CD stereo. The safety features include ABS, vehicle stability assist with traction control, a tire pressure monitoring system, front and front side air bags, and curtain air bags, among others.

Overall, the CR-V stands out when compared to the Rav4 in build quality. For example, the interior looks and feels richer, as it uses higher quality materials. The audio and climate controls function so smoothly it seems as though they turn off ball bearings. The steering is sharper allowing you to feel more connected to the road.  And, on top of that, the CR-V’s engine sounds better and likes to rev more, which gives you the feeling you’re driving a car, not an SUV.

Let’s not forget about the CR-V’s transmission. Honda uses a five-speed automatic, whereas Toyota uses a four-speed. In a nutshell, the CR-V offers better "real world” fuel economy, and you'll find yourself accelerating a bit quicker in the city.

Negatives. Well, there aren’t many in the Honda CR-V. But, if I had to come up with something, it would be the exterior design. Don't get me wrong, the Honda isn't ugly, but it’s not going to get your heart pumping!

All in all, both Toyota and Honda make solid small SUVs. But for my money, I'd be picking the Honda. The superior engineering, higher quality materials and “fun to drive factor” make choosing the CR-V a no-brainer. Plus, you'll never have to worry about unplanned acceleration!

Darryl


Photos courtesy of Car and Driver and Motor Trend 

Tires, More Important than you Thought

The latest vehicles on the market are the most efficient, best handling, and most quiet of all time. For the most part, this is the result of excellent engineering by auto manufacturers, but don't forget about the tires. Tires are one of the most overlooked technologies in the automotive industry. They are what link your vehicle to the road.

Tires are now produced with different compounds, like high silica rubber, and innovative tread designs to achieve specific handling characteristics. These new rubber compounds and tread designs help vehicles attain a higher standard for traction and efficiency. Let's look at a few.

Specific compounds can actually minimize the rolling resistance created by the tire. This can improve fuel economy by up to 4.5%! Although this might not sound like much, the fuel saved over the lifespan of a vehicle is substantial. Hybrids, well known to be very efficient, use low rolling resistance tires, like the Toyota Prius.

Also, compounds can be manufactured for varying conditions. For example, in winter conditions, tires are made with soft rubber compounds that increase grip in the snow and ice. There are also tires made to grip best for dry conditions, but keep in mind they offer lower wet traction and absolutely no snow traction. It is these tires that are found on vehicles where extreme dry grip is an absolute priority.


Tread design is another area improving on tires, as mentioned earlier. It is the tread design that keeps tires planted on the road in different conditions. Here's how it works. In wet conditions, the treads channel water out of the tires' footprint, keeping the tires connected to the road reducing hydroplaning. In snow and ice, additional voids in the tread pattern helps improve grip on slippery terrain.

If it wasn't for these improvements, there is no way that modern vehicles would drive and handle the way they do in different conditions. So, the next time you replace your tires, do your research. I suggest that you choose a tire that provides the best combination of attributes to meet your driving needs.

Darryl

Photos Courtesy of Car and Driver

The 2011 Ford Mustang is Back with Some Serious Punch!

The Mustang serves as Ford's front engine, rear drive sports coupe. It has been in production, without interruption, for 45 years and continues to march on! The Mustang actually created the "pony car" segment, which later included the Chevrolet Camaro, Dodge Charger, and Plymouth Barracuda to name a few. These "pony cars", also known as the "muscle cars", sparked the interest of the public, which led to a huge following. People wanted to be seen in these high powered, tire smoking, hooligan-creating vehicles! And, this is exactly what the manufacturers wanted. The Mustang was an instant success and Ford dealers couldn't keep them on their lots.

New for 2011 is the return of the 5.0 liter V8 found in the GT Mustang, which is positioned above the V6. It packs 412 hp and 390 lb-ft. This is a major boost in power, considering the 2010 GT used a 4.6 liter V8 that produced 315 hp and 325 lb-ft. In order to achieve this additional power, Ford uses four valves per cylinder verses three, an increased  compression ratio of 11.0:1, and variable valve timing on the intake and exhaust. If that's not enough, this engine spins to 7000 rpm. I hope you didn't buy a 2010 GT.

Also new, is the V6 powering the 2011 standard Mustang. It mustards 305 hp and 280 lb-ft using a 3.7 liter V6, and actually weighs 40 pounds less than the 4.0 liter V6 it's replacing.

The interior upgrades for the Mustang include a new message center, programmable key, and illuminated visors with storage. The exterior hasn't changed much from the 2010, except for a few minor upgrades to improve aerodynamics.



Additional upgrades include a six speed manual transmission, and a six speed automatic transmission. There is also a new electric power steering system, anti-roll bars, rims and tires, upgraded stock brakes, and an optional 14'' Brembo brake package.

And, to sweeten the deal, Ford claims that the 2011 Mustang achieves better fuel economy than the 2010 Mustang, in both V6 and V8 form.

Wow, Ford has really turned it up a notch. I always thought the Mustang was more fun to drive than the Camaro and Charger, because it's lighter and more responsive. Now, since Ford has closed the power gap between its' two main competitors, dealers will have a problem keeping the new Mustang on their lots once again this Spring.

Darryl

Photos courtesy of Car and Driver magazine  

Direct Injection, It's Here to Stay

Gas prices are going up, and as a result, consumers are seeking vehicles with improved fuel economy. Also, environmental concerns and emissions laws pressure manufacturers to make a product that produces fewer emissions. With that being said, consumers are still looking for more power. This is a big problem for the automotive industry. Typically, more power equals poorer fuel economy and higher emissions. So, what's the answer? Direct injection.

  

Here's how it works. Fuel is injected at high pressure directly into the combustion chamber, instead of mixing with air in the intake or cylinder port.  The gains in power and efficiency come from precise control over the amount of fuel being delivered. Also, engines using direct injection are able to run at higher compression, which further improves its’ power characteristics.        
      

Direct injection was actually first used in the 1955 Mercedes Benz 300 SL, but didn't really become popular until roughly ten years ago. When it was first used, its’ electronic controls were costly and unreliable. But, technology has come a long way, and now it's found in many new vehicles, even economy cars.

The use of direct injection has allowed auto manufacturers to achieve more power, improved fuel economy, and to create fewer emissions. This certainly is a win-win for the consumer and manufacturer.


Darryl

Photos courtesy of Car and Driver magazine

The Sixth Generation Volkswagen Golf GTI

The Golf has been manufactured since 1974. Since then, Volkswagen has built over 25 million copies, and is ranked the world's third best selling car in history. What an achievement! Of the 25 million sold, over 1.7 million were Golf GTIs. So, what makes the Golf such a winner?

The Golf's success lies in several areas. It is a compact, fuel efficient, affordable car. It also uses a hatchback design, which increases the interior volume. This makes a compact car feel less compact. Finally, Volkswagen has improved the Golf in all of its' six generations. Instead of starting fresh on each generation, Volkswagen improved on what already existed. This is something that other auto manufactures should learn to do.

This also holds true for the sixth generation Golf GTI.

The 2010 Golf GTI is similar to the last generation GTI, just more refined. Most of the changes are found in the appearances. The front and rear lights differ, giving it a wider looking stance. The front fascias is new, and the rear hatch offers a bigger opening. Also new on the GTI is the dual exhaust which adds to the wide stance look.

It uses the same motor as its' predecessor, which produces 200 hp and 207 lb-ft. Now, 200 hp and 207 lb-ft. might not sound like a lot, but it's a very smooth motor. Its' torque is available from 1800-5000 rpm, and the horsepower peaks from 5100-6000 rpm. When you step on the gas, you go, no matter what the rpm. To top it off, this might be the nicest sounding four cylinder I've ever heard.

The suspension, brakes, transmission and some body panels, like the roof, are carryovers.

The big news is an electronic differential called "XDS". This applies the inside brake lightly during cornering to limit understeer. It also minimizes torque steer when accelerating quickly. This makes the new GTI really dance on twisty roads. You can really mash the throttle before the apex of a corner, and let the "XDS" take care of the understeer.

Initially, I thought the handling dynamics were the best asset on the GTI, then I spent time driving it. These dynamics were trumped by the interior. It is by far the nicest in its' class. You would swear the interior came from the $140 000 Audi R8. Seriously! The seats are supportive and comfortable, the instruments are easy to use and read, and the flat bottomed steering wheel fit your hands perfectly.

While other manufactures worry about having the most horsepower, and quickest 0-60 times, Volkswagen focuses on the car-driver connection. All in all, the exterior is chiseled, and looks good from every angle. The interior is a great place to spend time, and the driving dynamics are at the head of its' class.

The whole package offered with the GTI makes it an easy choice if you want a car that does everything well. No wonder it won the AJAC best new sport/performance car under $50 000!

Darryl


Photos courtesy of Waterloo VW

Dual Clutch Transmission or Manual Transmission, That is the Question?

As an owner of a 2008 Civic Si, I appreciate rowing through the gears of a manual transmission. The joy of snapping off perfect shifts on a winding road puts a smile on my face every time. The man-machine connection is so satisfying. And besides, automatic transmissions suck the fun out of driving, right?

This was true until recently. Automatics shifted slower, were less fuel efficient, cost more, and basically numbed the whole driving experience. If you were a true car enthusiast, you laughed at the thought of having an automatic transmission in your car. Why would you do that? Manual it was.

Now, enter the new generation of automatic transmissions; dual clutch transmissions.

Also, commonly called DCT, DSG, or twin clutch transmissions. It is a semi-automatic transmission described as two separate manual transmissions contained within one housing unit. There are two separate clutches, one on odd gears and the other on even gears, which accelerates shift time. Dual clutch transmissions usually operate in a fully automatic mode, but many allow the driver to manually shift gears.

Put into layman terms, it can shift seamlessly on its' own in stop and go traffic, and changes gears faster than Micheal Schumacher without a hiccup, every time. I'm not finished. It also achieves better fuel economy than manual transmissions, and many DCT's offer launch control.

Basically, launch control is a program within the transmission that allows you to launch the car from a stop perfectly. Never again, will you smoke the tires off or miss a shift. Once the program is enabled, the computer takes care of the rest. Press the brake pedal and floor the gas. The tach will rise to the optimum rpm range for the best launch, and once you release the brake, hang on! No spinning tires, no missed shifts, just perfect launches every time!

It's no wonder many auto manufacturers, like Ferrari, Lamborghini, Porsche, BMW, Audi, VW, Nissan, and Mitsubishi, now offer this type of transmission.

I thought I'd never say it, but automatic it is.

Darryl