Automotive Reviews
Archive for June, 2009
2009 Acura TL SH-AWD
01057 days
Transformations are nothing new, especially when it comes to cars. To keep things fresh, every nameplate has to reinvent itself every so often, with only a few exceptions. So it didn’t come as much of a surprise that Acura had transformed its high-tech but low-profile TL for 2009.
What is a surprise is the effectiveness of the redesign. The all-new TL has made the leap from forgettable to unforgettable, and it brings a stronger design, better performance and best of all a much more distinct identity to the game.
“Identity” is a big part of this market. The Acura TL faces stiff competition in the marketplace–the Lexus ES350, BMW 3-Series, Audi A4 and Cadillac CTS, to name a few, and cars that don’t stand out are doomed to failure. Remember the Infiniti I30? Nope, didn’t think so. Thanks to a raft of new options and a new powertrain though, the tough odds haven’t stopped the TL from entering 2009 as an all-new car with a confident smile.
That’s not a metaphor, either; the TL’s new sheet metal literally appears to be smiling, thanks to the design of the smooth, uncluttered new front bumper and high-mounted family grille with large air intakes. A pronounced front fender kink and muscular body sides help to convey the message that the new TL means business. Acura has talked for a few years about giving its products a bolder face, and the new TL is the first car from the brand that lives up to that boast. It’s angular and eye-catching without being especially derivative of any other products.
The drama factor is increased on the interior, with new available two-tone leather trim and a dual-cockpit layout. The 2009 TL is six inches longer and 1.8 inches wider than before, and that growth translates to more interior room. Passengers are coddled by wood and metal interior trim, standard dual-zone automatic climate control, XM satellite radio and Bluetooth connectivity. Opt for the Technology Package and the TL adds a navigation system with voice recognition, real-time traffic and weather updates, keyless entry and a 10-speaker Acura/ELS surround-sound audio system that plays DVD audio and is one of the best automotive sound systems we’ve ever heard, factory or aftermarket.
For ’09, the TL breaks slightly from Acura’s single-spec tradition by offering two distinct models, with two powertrains. The standard 280 horsepower 3.5 liter V6 is a potent DOHC unit with variable valve timing and a “drive-by-wire” electronic throttle. The front-wheel drive TL gets the power to the road via a five-speed automatic transmission that features sporty steering wheel paddles, and fuel economy is rated at 18/26, which is impressive for a dedicated sports sedan. The TL is attractive enough with that setup, but Acura has considered the competition and gone a step beyond with the TL SH-AWD. As the name suggests, it’s got Acura’s performance-enhancing Super-Handling All-Wheel Drive. SH-AWD sends additional power to the outside rear wheel during hard cornering while balancing torque to the other three, to sharpen handling feel. A larger, all-new 3.7 liter V6 rides under the hood of the TL SH-AWD, putting out 305 horsepower. A high-flow dual exhaust helps the engine to breathe and sounds good, too. A five-speed automatic transmission with a manual shift mode controlled by steering wheel paddles. We drove the high-powered SH-AWD model, and found it to be an exemplary performer. The additional horsepower is just enough to notch the acceleration from “entertaining” to “impressive,” and the TL SH-AWD makes an excellent freeway cruiser. The SH-AWD system has also gotten better since it was first introduced in 2005, and does an excellent job of tightening the big TL’s line through corners.
The suspension uses double wishbones in the front and a multi-link rear, for responsive turn-in. Large 18-inch wheels are standard on the TL SH-AWD, with 19-inchers available. Acura’s Vehicle Stability Assist with traction control is also standard. Coupled with the all-wheel drive, that means that it’s extremely difficult to get the TL SH-AWD honestly out of sorts. Should you manage to lose control, the standard anti-lock brakes bring things back to a reasonable speed quickly.
The improvements to the TL’s styling inside and out give it more of a personality than it’s ever had, which helps to give it that all-important distinction in a crowded luxury-car market. With more power and much better handling, the SH-AWD is a serious, world-class contender. Pricing for the 2009 Acura TL starts at $34,955. The TL SH-AWD comes in at $42,235, and includes a navigation system, the ELS surround-sound system and Bluetooth connectivity.
Specifications: All specs are for the 2009 Acura TL SH-AWD.
Length: 195.3 in.
Width: 74.0 in.
Height: 57.2 in.
Wheelbase: 109.3 in.
Curb weight: 3986 lb.
Cargo space: 13.1 cu.ft.
Base price: $42,235
Engine: 3.7 liter SOHC V6
Drivetrain: five-speed automatic transmission, all-wheel drive
Horsepower: 305 @ 6200
Torque: 273 @ 5000
Fuel capacity: 18.5 gal.
Est. mileage: 17/25
2002 Lincoln Blackwood
21057 days
The naysayers are sharpening their tongues already: Lincoln is building a pickup truck. A fifty-thousand dollar pickup truck. It’s absurd. It’s foolish. It’s nothing but an attempt to make more money.
The only problem, really, is that they’re trying to call the 2002 Lincoln Blackwood a pickup truck at all. Actually, Lincoln is calling it an Ultimate Utility Vehicle, like the Chevrolet Avalanche. But that’s not what it is. Yes, it’s got the underpinnings of a Ford F-Series under there, and it’s got a bed instead of a trunk, but the Blackwood is more automotive haute couture like the Chrysler Prowler and Volkswagen New Beetle than it is a pickup truck, or a Ultimate Utility Vehicle. No, it doesn’t make any sense. It’s not supposed to. It’s a fashion statement. And as a curbside badge of individuality, it’s pretty good. Lincoln plans to build less than ten thousand of them, so if the big, black beast that the wags are calling the “Town Truck” appeals to you, you’d better act fast.
Like the Prowler and New Beetle, the Blackwood was born from an auto show concept vehicle. Essentially it’s the mating of a Lincoln Navigator SUV and a crew cab pickup truck. A black woodgrain applique with chrome accents lines the sides of the short bed, faintly reminiscent of an antique powerboat. The show-truck styling looks good on the street, too. It has less visual bulk than the Navigator, with whom it shares front-end sheetmetal and 18″ wheels. A raised ridge starts where the hood meets the Lincoln logo at the top of the grille, and the line is carried handsomely through to the tonneau cover at the rear. The chopped-off rear end adds to the Blackwood’s low stance.
The rounded-off bed has a permanently attached rigid tonneau cover, power operated by a switch on the key fob or the console. Instead of a tailgate, it has side-hinged Dutch doors which allow users to get closer to the cargo area, which is lined in carpet and stainless steel with street-rod style recessed lighting. Small storage boxes line the sides, and a slide-in luggage carrier is also available. Think of it as more of a 26.5 cubic-foot trunk than a pickup bed. It looks gorgeous; the only downside is that fifth-wheel trailer towers won’t be able to take advantage of the 8700-lb towing capacity. The Blackwood looks best in black, and that’s the only color it’s offered in.
Inside, four passengers ride on tall, comfortable chairs swathed in black Connolly leather and, naturally, black wood. Similar to that of the Harley-Davidson F-150, the interior features deep, leather-topped consoles for front and rear seat passengers. It’s loaded to the gills, as befits its luxury nature; heated and coole front seats, adjustable pedals, a comprehensive overhead console, and a seven-speaker Alpine sound system with a subwoofer and six-CD changer help to make the Blackwood less of a truck. The available navigation system’s five-inch screen is too small and mounted too low to be of much help, though. Okay, so it’s not tremendously practical (the interior can’t be reconfigured to carry more passengers or cargo) but it’s not supposed to be.
The Blackwood shares the Navigator’s 5.4 liter 32-valve V8. 300 horsepower is plenty for the big truck, which despite its size feels more eager on the road than the portly Navigator does. There’s just a hint of burble from the exhaust pipes; the Blackwood is subtle about its show-off status. The four-speed automatic transmission is the only one offered, and the Blackwood features a built-in Class III/IV trailer hitch.
Back-to-back drives show that the Blackwood rides much better than the Navigator. It’s less ponderous over the road; the pickup truck DNA is buried well with variable-rate shocks and low-profile tires designed specifically for the Blackwood. A load-leveling rear suspension seems superfluous, considering the unlikeliehood of a Blackwood ever carrying a seriously heavy load, but a combination of leaf and air springs in the back does keep truckish behavior to a minimum. The Blackwood will serve very well as a four-person road trip truck. Four-wheel ABS with brake force distribution (a system common on luxury cars, which electronically monitors traction and modulates braking power from the front to the rear) is standard, as is a limited-slip rear differential.
Naturally, the real earth-shattering kaboom comes with the sticker price. Although it’s a bit less dear than the average boutique car, $52,500 is nothing to sneeze at. Of course, everything is standard; the heated/cooled seats, moonroof, leather interior, upgraded sound system, and all the other great stuff you’ve come to expect from a Lincoln. The only available option is the navigation system, which tacks another two grand onto the baseline. The good news is that the Blackwood has the spirit and presence to justify its price. The Lincoln Navigator has a soulless, almost cynical feel to it, as if its existence can be traced to a marketing manager’s decision to make some money off of this “truck thing.” Somehow, the almost identical Blackwood doesn’t leave that impression. Useless pickup truck or not, it’s cool.
Specifications:
All specs are for the 2002 Lincoln Blackwood, which we tested.
Length: 220 in.
Width: 78 in.
Height: 72,8 in.
Wheelbase: 138.5 in.
Curb weight: 5580 lb.
Cargo space: 26.5 cu.ft.
Base price: $52,500
Price as tested: $55,000 (est.)
Engine: 5.4 liter DOHC 32-valve V8
Drivetrain: four-speed automatic, rear-wheel drive
Horsepower: 300 @ 5000
Torque: 355 @ 2750
Fuel capacity: 25 gal.
2001 Mercedes C240
21057 days
For a long time, the biggest reason for buying a Mercedes C-Class was that it was the cheapest way to get into a new Mercedes. It wasn’t quite as luxurious, or as impressive sitting at the curb; it was more of a stepping stone on the way to bigger, better Benzes. That’s no longer the case. With the new all-new C-Class for 2001, Mercedes has made its junior series an automotive destination, rather than part of the journey.
Two models start the lineup; the C240 and the C320. Both are sedans, and both are powered by V6 engines. Mercedes plans to expand the lineup throughout the year with a station wagon, a factory hot-rod from AMG, and a hatchback-equipped Sports Coupe model, which you may have already seen in a TV ad or two. The whole lineup features styling that mirrors that of the much larger S-Class sedans. The equipment is similar to that of the bigger Benzes, too; the C-Class features Mercedes’ stability control, side-curtain airbags, and Tele Aid emergency assist system, putting it a step above other similarly-sized sports sedans.
At a glance, it’s obvious that the new C-Class borrows styling cues from the biggest Benz sedans. Rounded headlights are faired together and the grille slopes back into a slant-ended two-box sedan shape. The ubiquitous tri-star is perched proudly on the hood, of course. The triangular taillamps also mimic those of the S-Class. Turn signal lights ride in the side view mirrors, a neat design touch. The big-car styling makes it easy to forget how small the C-Class is, but it’s in competition with the BMW 3-Series and Audi A4, each the most compact US offerings of their respective German parents.
The unusual arch-style instrument panel is similar to that found in an early-Seventies Mercedes, and it’s an interesting touch. It takes a bit of getting used to, but works well enough once you’re familiarized. As always, Mercedes has blessed the car with a distressingly confusing stereo system. An array of steering wheel buttons controls the stereo volume and a driver information center in the dash. All of this plus a leather interior and cruise control are standard equipment in the C240. Although it’s a less expensive Mercedes, it’s still pricey; C240 is a bit smaller than Japanese and American competitors at the same price level, like the brand-new Lexus ES300 and Lincoln LS. It will seat four in comfort; five will be a squeeze.
The C-Class has a variety of personalities. Our C240 test car was almost playful, equipped as it was with a six-speed manual transmission. Mercedes-stately on the freeway and at low speeds, the manual-equipped C240 was happy to oblige when pushed hard on a twisty road as well. With the shift-it-yourself option, there’s none of the smoothness-enhancing but performance-robbing hesitation that all of Mercedes’ automatics seem to share. Additionally, the tall sixth gear lends itself well to silent, economical freeway travel. A five-speed selectable automatic is also available. The 168 horsepower V6 is the smallest powerplant available. Variable intake manifolds ensure plenty of low-end torque, which makes even the junior C-Class move with authority. For the power-hungry, the C320 offers a 215-horsepower engine, and C 32 AMG takes that a step farther with a supercharged V6 cranking out 354 horses.
Apart from the decidedly non-performance oriented tires, the little Benz handled delightfully. The fully independent, multi-link front and rear suspension is sensitive and predictable. Pushing the C240 hard elicited complaint from the tires, but nothing more. For harder-core drivers, the C 32 AMG adds high-performance brakes and a suspension that’s been tweaked by the Mercedes performance experts at AMG, of course.
Tele Aid is standard equipment, as it is in all Mercedes vehicles for 2001. Emergency service is the fundamental function of TeleAid, which is used to establish contact with an operator at a specialized response center. Pressing a button is just like calling a 1-800 roadside service number; an operator will talk to you through the car’s integrated speaker-phone system. In the event of an emergency, Tele Aid operators can dispatch local police and other emergency services. If the occupants of the car aren’t sure of the exact location, no problem; GPS satellites can pinpoint the car’s whereabouts. If an airbag goes off–a good general indicator of a serious accident–TeleAid will automatically call for assistance, and an operator will check to see if emergency aid is needed. If a warning light comes on, a press of a Tele Aid button can transmit information from the car’s computer to enable a mechanic to diagnose the car remotely. Additionally, with their ability to track a vehicle’s location, Tele Aid can assist police in locating the car if it’s stolen..
Perhaps the best thing about the C-Class is that it’s grown, not in size but in diversity. As the line expands, Mercedes hopes to woo younger buyers who might not have considered a Benz within their spending range in the past. The C240 starts at $29,950. Our test car stickered for $39,325. Of course, the low price (for a Mercedes) is just a bonus, since the C-Class is a desirable car in its own right these days.
Specifications:
All specs are for the Mercedes C240, which we tested.
Length: 178.3 in.
Width: 68.0 in.
Height: 55.2 in.
Wheelbase: 106.9 in.
Curb weight: 3360 lb.
Cargo space: 12 cu.ft.
Base price: $29,950
Price as tested: $39,325
Engine: 2.6 liter 18-valve V6
Drivetrain: six-speed manual, rear-wheel drive
Horsepower: 168 @ 5500
Torque: 177 @ 4500
Fuel capacity: 16.2 in.
Est. mileage: 18/27