Automotive Reviews
Archive for August, 2009
2003 Maserati Spyder
0992 days
The Maserati name is so legendary and recognized, even among non-car people, that you wouldn’t know they hadn’t sold any cars in the United States in over a decade. The Italian sports car maker’s claim to fame is its long history of racing success, dating to the 1930s. Grand Prix heroes like the A6GCM and the 250F were followed by road-going sports cars like the Mistral and unforgettable Ghibli of 1966. These quintessentially Italian cars were memorable enough to firmly entrench the name “Maserati” in the ranks of the automotive elite. Even a string of less-than-memorable cars in the Eighties and a quiet withdrawal from the US market (not counting an ill-advised, Chrysler-based bit of badge-engineering) couldn’t sully the great name.
Of course, that’s all changed for 2003. The Maserati trident is once again prowling American freeways, with the introduction of the 2003 Maserati Coupe and Spyder. These cars are grand tourers in the traditional sense, combining athletic maneuverability with long-legged freeway manners and luxurious appointments. Of course, plenty of cars offer that these days, as Mercedes’ SL-class convertible and Lexus’ SC430 will quickly assert. That means there’s just one question to be answered: does the new Maserati live up to its famous name?
The Spyder is the better looking of the two. Compared to the Jaguar and Mercedes, the Maserati Spyder looks a bit stubbier and taller, and the Spyder’s topless aspect minimizes that. The car is proportioned like a miniature speedboat, with a classic long hood, short-deck car, with perhaps a hint of Ferrari in the glass-covered headlamps and wide, low grille. The chrome trim gives the Spyder a distinctly Italian look. 18″ wheels dominate the side view. Exposed rollbars ride behind the seats and are painted body-color, enhancing the sporty look. The rear end is a bit abrupt, and the wedge-shaped taillights lack the elegance of the Spyder’s face.
Unlike Maseratis of yore, the Spyder is no stripped-down road racer inside. The interior is much prettier than the exterior, in fact, with a gullwing-shaped dash and elegant instrumentation. A “Maserati Information Center” with a 5.8-inch display carries controls for the stereo, climate control and trip computer. GPS satellite navigation is also available. Interiors are endlessly customizable, with ten different leather colors available to choose from. Even the color of the stitching can be selected.
High-speed cruising should be no problem with a 4.2 liter V8 under the hood. The Maserati Spyder’s 390-horsepower powerplant compares favorably with the Lexus SC430 (300 horses) and the Jaguar XKR (390 also). Maserati claims a 176-mph top speed. It’s not obvious from the outside, but the transmission is at the back of the car. It’s integrated with the rear differential for improved weight distribution. Maserati offers a six-speed manual and a six-speed, Formula One-style clutchless “Cambiocorsa” transmission borrowed similar to that used by corporate partner Ferrari.
A fully independent suspension uses double wishbones at all four corners. Large Brembo brakes with ABS are standard equipment, and coupled with those big wheels the Spyder will be a tenacious roadholder.
The Maserati is on sale now, with a starting price of $83,865. Maserati offers two models; the GT and Cambiocorsa; the primary difference is the Cambiocorsa clutchless transmission. The Maserati Spyder looks like it’ll be a worthy bearer of the proud Maserati name.
Specifications:
All specs are for the 2003 Maserati Spyder.
Length: 169.4 in.
Width: 71.7 in.
Height: 51.4 in.
Wheelbase: 96.1 in.
Curb weight: 3792 lb.
Cargo space: 10.6 cu.ft.
Engine: 4.2 liter V8
Drivetrain: six-speed manual transmission, rear-wheel drive
Horsepower: 390 @ 7000
Torque: 330 @ 4500
Fuel capacity: 23 gal.
2003 Honda Pilot
0992 days
Honda is a car company, make no mistake about that. They don’t do trucks. Back when sport-utility vehicles were just trucks, Honda’s Passport SUV was really an Isuzu Rodeo with Honda badges. It seemed a shrewd decision at the time; Honda knew nothing about building trucks, so it left the truck business up to truck people.
More recently, of course, the SUV market has changed. Buyers want more carlike sport-utes these days; trucks like the Toyota Highlander aren’t even intended to take to the trails. More like cars? “Now you’re talking,” said the folks at Honda. Out went the Passport, and Honda set about creating its own, carlike sport-ute. Starting with the platform used for the Acura MD-X, Honda whipped up a sport-ute with three-row seating and so many family-friendly features that on paper it sounds more like a four-wheel-drive minivan.
Photographs don’t quite do the Pilot justice. It’s bigger than it looks. The boxy design gives it a very substantial look–Honda calls it “athletic. It’s the widest truck in its class, too. Honda says the big brick’s design was influenced by the notably rugged Pelican brand of equipment cases, and it shows. The Civic-ish headlights and high-stepping stance give the Pilot slightly more personality than an old Volvo station wagon…but not much.
Inside, the Pilot is a revelation. Most noticeable is the “backpack-inspired” interior, with easy-to-cram net-sided storage on the doors and beneath the console. It’s hard to reach, but it’s a great use of space for infrequently used necessities like umbrellas. This mid-sized SUV will seat eight, thanks to generous interior space. The middle and third row seats are raised, theater style, for improved comfort and passenger visibility. All of the rear seats fold flat into the floor, and with them out of the way the Pilot will swallow 90.3 cubic feet of cargo. This sport-ute has learned a few tricks from the minivans, too, with a DVD entertainment system and a kid-friendly rear-seat tray complete with compartments for Chicken McNugget dipping sauce on the options list.
The Pilot feels uncharacteristically heavy, for a Honda. This isn’t a bad thing, though. We’ve never minded family vehicles that felt substantial and strong, and that’s the feeling we get from the Pilot. It’s not overweight by a long stretch. The 3.5 liter SOHC V6 isn’t particularly taxed by freeway or hard acceleration. The V6 makes 240 horsepower and is equipped with a version of Honda’s VTEC variable valve control system. A five-speed automatic transmission is standard, and the Pilot can tow up to 3500 pounds.
All Pilots hit the road with four-wheel drive. Honda’s Variable Torque Management 4WD (VTM-4) is good for medium-duty off-roading. VTM-4 splits the difference between on-road and off-road four-wheel drive systems. It’s an on-demand system, sending power to the rear wheels under acceleration. This allows torque to be split proactively, instead of waiting for wheel slippage. The system also features a locking mode, just like the serious off-roaders. “Lock” mode automatically disengages at speed. The pilot can climb a 31-degree paved slope, which is nothing to sneer at. It’s not a hard-core off-roader, but the Pilot will tackle some extremely hairy terrain, even though it’s happiest on the road.
On the road, in fact, the Pilot’s quite a nice place to be. Four-wheel antilock brakes are standard equipment, as is carlike rack-and-pinion steering. The fully independent suspension is largely free of the pitch and roll that characterize many other sport-utes on the road. It doesn’t feel like a tall Accord; the Pilot is considerably more weighty, and stable in spite of its height. We’d pick it over almost any minivan for a road trip. Around town, the feeling of heft can get tiresome, and fuel economy isn’t that great, either.
Available in two models, LX and EX, the Pilot winds up mid-pack on the mid-size pricing board. The base LX model starts at just over $27,000; the EX is a step up at just over $30,000. Bet you never expected something like this from an avowed “car” company, did you?
Specifications:
All specs are for the 2003 Honda Pilot EX, which we tested.
Length: 188.0 in.
Width: 77.3 in.
Height: 70.6 in.
Wheelbase: 106.3 in.
Curb weight: 4416 lb.
Cargo space: 16.1 cu.ft. (all seats up); 90.3 cu.ft. (all seats folded)
Towing capacity: 3500 lb.
Base price: $29,730 (est.)
Price as tested: $30,980 (est.)
Engine: 3.5 liter SOHC V6
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 240 @ 5400
Torque: 242 @ 4500
Fuel capacity: 19.2 gal.
Est. mileage: 17/22
2004 Hyundai XG350
0992 days
There’s a lot to be learned from what’s not on the front of the Hyundai XG350. Take a careful look at this conservative mid-size sedan’s face, and it soon becomes clear that there’s not a single badge or identifying mark up front. The big chrome grille is completely unadorned by manufacturer or model names. It’s as if someone went to a discount warehouse store that sold automobiles and ordered the Generic Imported Luxury Sedan.
The biggest and most expensive sedan Hyundai sells in this country is a surprisingly competent wallflower. Introduced in 2001 as the XG300, this family sedan slots into the lineup above the Sonata, with luxury features above and beyond those offered by the average sedan. For 2002 a larger engine and a name change resulted in the XG350, and for 2004 the combination of affordable price and high equipment level is enhanced with more amenities, bigger brakes and a design freshening.
There’s a minor design update for 2004, but it’s not obvious. One passenger called our test XG350 a “grown-up’s car,” alluding to its nondescript design. The XG350 is handsome enough, with a big chrome grille and character lines that owe a minor debt to Rolls-Royce, especially from the rear quarters. The three-box styling is the automotive equivalent of a gray suit. It’s handsome, but eminently forgettable.
The interior is nicely done, too, with an upright dash and wood-surrounded center stack. Once again the XG350 tends toward the nondescript inside. The materials are nicer than what’s found in Hyundai’s lesser models, however, and the interior benefits nicely from good sound deadening. There’s a handy lined drawer in the dash, for holding small items, and retro-looking reading lights located in the C-pillars reminded us of 1970s luxury cars. Rear-seat space is generous. The XG350′s economy-car DNA is revealed only in the radio and climate controls, which look like parts-bin pieces and seem somewhat inferior. Two models are available; the XG350 and XG350L, which adds a moonroof, wood and leather steering wheel, and other amenities to the bottom line.
The XG350′s “Sigma” V6 powertrain is its strongest asset. This 194-horsepower V6 is a sophisticated DOHC unit, and what it lacks in power compared to some competitors, it more than makes up for in smoothness. The XG350 is happiest with patient drivers, and rewards mild driving with a noise- and drama-free drive. The five-speed automatic transmission contributes greatly to this sedan’s smoothness. The tranny is also adaptive, and changes its shift patterns to adjust to individual drivers.
Double wishbones up front and a multi-link rear give the XG350 a suspension that’s more sophisticated than we’ve come to expect from the Korean manufacturer. The ride is pleasant, too, as it’s not as mushy as we find other Hyundais to be. It’s still softer than the average German or Japanese sedan, which contributes a touch of nervousness at high speeds. Road noise is nicely muted but some bumps are harsh. Peformance-seeking drivers will probably find the controls somewhat distant from the action, and the XG350 understeers resolutely through fast turns.
Thanks to its government-issue design, the XG350 really doesn’t leave much of an impression–until you get to the sticker price. Consider what’s standard equipment: leather interior, four-wheel disc brakes, ABS and traction control, a full-size spare tire and side airbags are all included in the XG350′s base price. That doesn’t sound all that exciting, as Acura, Lexus and a host of other luxury makes offer the same stuff on all of their products at no extra charge. However, with a starting price of $25,599, the XG350L costs significantly less than the cheapest Lexus or BMW. We drove an XG350L that stickered for $26,278 after destination, delivery, and a set of optional floor mats, and it was a compelling argument for the benefits of buying generic.
Specifications:
All specs are for the 2004 Hyundai XG350, which we tested.
Length: 191.5 in.
Width: 71.9 in.
Height: 55.9 in.
Wheelbase: 108.3 in.
Curb weight: 3651 lb.
Cargo space: 14.5 cu.ft.
Base price:
Price as tested:
Engine: 3.5 liter DOHC V6
Drivetrain: five-speed automatic, front-wheel drive
Horsepower: 194 @ 5500
Torque: 216 @ 3500
Fuel capacity: 18.5 gal.
Est. mileage: 17/26