Automotive Reviews
Archive for September, 2009
2003 Saab 9-3
1963 days
Saabs are an acquired taste. They’re so relentlessly quirky, it’s hard to love ‘em on first drive. From the moment you get in, there’s one little thing after another reminding you how different it is. The ignition key still goes into the floor, instead of the steering column. Nothing is shaped quite like it is in any other car (despite several years of ownership by GM). And the drive offered by Saabs like the new-for-2003 9-3 is tough to compare to anything except that of another Saab.
The 9-3 is all-new from the ground up, but it hasn’t lost its Saab-ness. Brand-new powertrains and transmissions retain familiar features. The wheelbase has been lengthened, for a smoother ride. The 9-3 is available in three mathematically-named models, called “Forms” in Saab-speak: Linear, Arc and Vector. Luxury features on all of the Forms are improved and expanded. The 9-3 hatchback is gone, surprisingly–hatchbacks have been a Saab mainstay since the early 1980s, and the once frumpy body style is making a comeback in other parts of the market. Nevertheless, for some reason the Swedes have chosen to drop the hatch and stick with sedan and convertible body styles.
It’s got the hallmarks of the Swedish manufacturer, but the new 9-3 is considerably more conservative than Saabs past. The hunchbacked car with the upright, airplane-like windshield is long gone, replaced by a much sleeker and more contemporary car. The 9-3′s sheetmetal is taut and smooth, and looks better in the metal than it does in photos. It’s not as anonymous as it looks; the designers have worked some je ne sais quoi into the design that keeps it from being a complete wallflower. The extremely aerodynamic trunkbacked silhouette doesn’t look at all like Saabs past, but the four-element grille and trapezoid headlamps are instantly recognizable.
Inside, you sit high, and round-topped leather seats cradle driver and passenger nicely. Many of the 9-3′s details are rounded, almost organic, as if the car were grown rather than manufactured. The nicely textured plastic is so smooth one almost expects it to be soft to the touch. Rear-seat accommodations have been improved over last year, thanks to the longer wheelbase. And the quirkiness continues. The good quirks include an easy-to-read bright green dash-top display which communicates trip-computer information and radio settings and dual-zone climate control that can automatically adjust to changes in sunlight or shade outside the car. Some quirks are not so good; there are far too many buttons in the 9-3, and not enough of them are adequately labeled. We gave up on figuring out how to run the air conditioner after several tries. Owners who sit down and read the owners manual will be rewarded with a high degree of customizable features, from the rain-sensitive windshield wipers to the climate control. Somewhere between good and not so good is the kung-fu dash-mounted cupholder; its little dance is worth going to the Saab dealer just to play with, but it seems too fragile to handle a 20-ounce bottle of soda. All of the 9-3′s in-car electronics are handled by high-speed fiber optic wiring.
Under the hood, there’s a 2.0 liter turbocharged four-cylinder. All 9-3s are turbocharged these days. In the Arc and Vector models this engine produces 210 horsepower; the more plebian 9-3 Linear only gets 175 horses from the same engine (and, just to confuse the heck out of everyone, the 175-hp and 210-hp are badged “2.0t” and 2.0T,” respectively). There’s still a bit of turbo lag, but the 9-3 has get up and go worthy of its premium sport compact designation. 9-3 Arc and Vector models get a six-speed manual transmission as standard equipment (it’s a five-speed in the budget-minded Linear), with an optional five-speed automatic. Like past manuals, the six-speed in our Arc test car rewarded fluid, smooth driving rather than speed shifts.
On the road, the 9-3 is a very liquid, organic-feeling car, once you get to know it. The suspension has been tuned with driver involvement in mind, and it shows. The fully independent suspension features unique passive rear-steering called “ReAxs” that helps to stabilize the rear end in turns. The 9-3 is responsive without being harsh, and that’s an impressive trick to master. Four-wheel disc brakes bring the car to a stop when it’s time, and ABS is standard. Other safety features include Saab’s Active Head Restraints (SAHR) which help minimize whiplash injuries, side airbags and traction control. Structural rigidity and crash safety are practically a given, considering how much time Saab and Volvo engineers like to spend slamming cars into large objects.
Telling the Linear, Arc and Vector models apart is easy on paper. The Linear is the starter model, with standard leather, OnStar telematics, fog lights and a seven-speaker CD sound system. Our test car was an Arc, with 1″ wheels, body-colored trim and additional amenities. The top-of-the-line Vector takes over where last year’s hot-rod 9-3 Viggen left off, with subtle body modifications and sport seats. Pricing starts just under $26,000 for the Linear. Step up to the Arc and the base price rises to $30,090. Vectors are just over $32,000.
Specifications:
All specs are for the 2003 Saab 9-3 Arc, which we tested.
Length: 182.2 in.
Width: 68.3 in.
Height: 56.4 in.
Wheelbase: 105.3 in.
Curb weight: 3285 (est.)
Cargo space: 15 cu.ft.
Base price: $30,090
Engine: 2.0 liter DOHC turbocharged four-cylinder
Drivetrain: six-speed manual, front-wheel drive
Horsepower: 210 @ 5500
Torque: 221 @ 2300-4000
Fuel capacity: 16.4 gal.
2003 Lexus GX470
0963 days
We never thought there was much of a gap in Lexus’ luxury SUV lineup. The RX300 fulfilled the needs of the buyer who wanted a midsize sport-ute that could tool around town like a car, and the LX470 took care of the large end of the market, as well as offering the Toyota Land Cruiser’s off-road ability combined with great freeway manners. What more could one ask for?
Apparently, Lexus thought of something. For 2003, an all-new sport-ute is shoehorned into the lineup right between the RX300 and LX470. Called, perhaps predictably, GX470, this new mid-sizer splits the difference between its larger and smaller brethren, with serious off-road ability and good in-town manners. The fantastic build quality and luxury features it inherits from the entire Lexus lineup.
In spirit, the GX470 owes a lot to Jeep’s Grand Wagoneer of the 1970s and ’80s. It was arguably the first luxury SUV (along with Land Rover’s Range Rover), prowling the highways with leather and fake wood trim inside and out before there was even a “luxury SUV” category in the market. Like the Grand Wagoneer, the GX470 is a body-on-frame, V8-powered truck that’s just a bit smaller than the biggest SUVs and substantially larger than the small ones. Chances are, the GX470 could follow a Wagoneer or Range Rover off-road, too. Thanks to an array of high-tech traction aids, it might even better it, but whether it will ultimately match the iconic status of the seasoned luxury SUVs remains to be seen.
Our test GX470 certainly drew a lot of curbside attention. At first glance we found the design to be derivative of other Lexus product. The tapered grille and big “L” badge are there, as well as aggressive fender flares and a profile that’s strongly reminiscent of big brother LX470. The V of the hood carries the grille’s shape down into the bumper for an interesting effect, but otherwise we didn’t think it was that distinctive. Onlookers contradicted this impression, however. More than once during the week we were stopped and surrounded by several curious onlookers–including a number of Mercedes M-Class and BMW X5 owners–who wanted to know all about the newest Lexus, so perhaps there’s more to the GX470′s design than meets the eye. The details are admittedly nice; the headlamp covers, for instance, are tinted very slightly green instead of the usual clear plastic covering them. The running boards are lighted, too.
Inside it’s all Lexus, with dark leather, wood, electroluminescent gauges and comfortable chairs front and rear. The large console is trimmed in both wood and leather, just like the dash, but we had a hard time keeping its cargo-bay style door closed. When equipped with third row seats the GX470 will seat eight. The third-row seats flip up and fold to the side, a stowage method that never proved popular in the Previa or Land Cruiser. For what it’s worth, they work well but are slightly fussier than a removable seat would be. Then again, you don’t have to remove them if you don’t want to. The cargo area is easily accessible thanks to a rear door that opens out instead of up, and there’s a comprehensive tool kit as well. The luxury stuff is here too, of course; DVD-based satellite navigation, rear air conditioning, Lexus’ signature Mark Levinson sound system and a DVD player for rear-seat passengers are just a few of the goodies on the options list.
The 4.7 liter DOHC V8 is based on the engine which powers the LX470 and Toyota Tundra pickup. 235 horsepower is good enough to keep the GX470 moving along smoothly in traffic. It’s also clean enough to qualify the GX470 as a low emissions vehicle (LEV). The five-speed automatic transmission is equally smooth, just like we’ve come to expect from Lexus. We even cast aside the GX470′s luxury mantle and made it tow a car, and it handled the truck stuff with aplomb. The 4.7 V8 has a towing capacity of 5000 pounds, and the GX470 can be equipped with a receiver hitch from the factory.
The GX470 drives like a very tall sedan on the freeway. It’s not just the isolation of the body-on-frame construction that makes this so. Full-time four-wheel drive is a generally stable drive system, but Lexus has stacked the deck with an array of electronic aids to ensure that this SUV doesn’t drive like a truck on any surface. Anti-lock brakes, Vehicle Skid Control and Adaptive Variable Suspension (AVS) damping help to smooth out on-pavement driving. The heart of AVS is an “intelligent” shock absorber system that can change stiffness according to road conditions, speed and driver inputs. The result is a capable off-roader that drives like an ES300 sedan.
Capable off-roader? Yes, indeed. The GX470 is poised to give any Land Rover Discovery (Or Grand Wagoneer, for that matter) a run for its money in the rough, with a standard low-range transfer case and electronic aids for safe descending and starting on steep hills. The hill ascent and descent assists work like similar units on Land Rovers, and use the ABS to prevent wheelspin when going up, and to limit vehicle speed to less than five miles per hour when going down. The traction control can lock the front and rear differentials, as well. There’s also a Land Rover-style adjustable suspension, which can be used to raise the GX470 over obstacles. A brief foray into the dirt with our test GX470 showed it to be maneuverable for its size and happy to tackle fierce conditions without a loss of composure.
Land Rover’s truck-like Discovery pales in comparison to the GX470, but don’t fear, Land Rover faithful; the Disco still has spades more personality than the GX470. Thanks to all the luxury gear and gadgetry, it costs a significant bit more than the Discovery as well. The GX470 splits the difference between the big Land Rovers it wants to emulate, with its base price of $44,925 falling right between that of the Discovery and Range Rover.
Specifications:
All specs are for the 2003 Lexus GX470, which we tested.
Length: 188.2 in.
Width: 74.0 in.
Height: 74.6 in.
Wheelbase: 109.8 in.
Curb weight: 4675 lb.
Cargo space: 13.2 cu.ft. (all seats up); 77.5 cu.ft. (all seats removed)
Towing capacity: 5000 lb.
Base price: $44,925
Price as tested: $48,052
Engine: 4.7 liter 32-valve DOHC V8
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 235 @ 4800
Torque: 320 @ 3400
Fuel capacity: 23 gal.
Est. mileage: 15/18
2003 Nissan Sentra SE-R Spec V
1963 days
Nissan’s entry into the growing muscle war among compact cars is a relative newcomer to the game. The Sentra SE-R doesn’t have the rally-bred cachet of the Subaru WRX or the Mitsubishi Lancer. Heck, even the Ford Focus has been rally racing. It hasn’t got the classic nameplate of the Mini Cooper, the giant-killer attitude of the upcoming Dodge Neon SRT-4 or even the next-big-thing versatility of Mazda’s Protege5. All the Sentra SE-R has is a nameplate that harkens to a wonderful little hot-rod coupe that flourished in the early 1990s, and even that’s been forgotten by all but the more dedicated gearheads.
That doesn’t stop the Sentra SE-R from being one of the better entries in this already-wonderful class, though. This micro-sports sedan combines ample power and fantastic handling into an everyday package, and that’s not an easy thing to do. The SE-R package adds a bit of spice to the basic Sentra with stiffer shocks, a bigger engine and bigger wheels. For even more fun, opt for the Spec V model with even more power and a track-bred suspension, order it in Sunburst Yellow, and go looking for a twisty road.
The sporty SE-Rs get a unique face, to distinguish them from cooking Sentras. It’s influenced by Nissan’s legendary overseas Skyline coupe model, with healthy side cladding and spoilers. Most noticeable is the gaping grille opening, with the friendly pedestrian chrome grill removed and replaced with a deep, air-sucking maw that drops into the bumper. Large fog lights and headlights with blacked-out trim give the Sentra SE-R Spec V a more race-ready look. 17” wheels are unique to the Spec V. Already a handsome car, the Sentra benefits hugely from the sporty styling package. A spoiler graces the trunklid. It’s more aggressive looking than Ford’s similarly-themed Focus SVT, but not quite as wild as the Subaru WRX.
The Sentra SE-R builds on an already decent interior with seats designed like those in the Skyline. These racer-oriented seats are comfortable enough to spend all day in. Subtle trim tweaks and nicer interior cloth for the SE-R eliminate the bargain-basement feeling that plagues the otherwise nice Sentra. The Spec V also has unique red-faced gauges and an overhead console that separate it from its econobox cousins. Our car was also equipped with the 300-watt Rockford-Fosgate sound system. It’s only got a single CD unless you pony up for the optional 6-disc changer, but with nine speakers and a subwoofer it’s plenty loud. There’s no point in being a boy-racer if you can’t sound like one.
Don’t waste your SE-R Spec V by cruising slowly up and down Main Street, though. That would be a terrible waste. The 2.5 liter four-cylinder is a source of amazing grunt. The Spec V’s 175 horsepower (35 more than in standard Sentras) is about par for the course in mini-sport sedans, but 180 foot-pounds of torque gives the Sentra SE-R pulling power matched only by the turbo cars. This car is happy to provide a squirt of power whenever you need it, in any gear. It’s all a bit much for the drivetrain sometimes; we experienced quite a bit of torque steer under hard acceleration. New for 2003 is a close-ratio six-speed manual transmission that cleans up some of the driveability problems of the 2002 model. The six-speed is standard on the SE-R Spec V and includes a limited-slip differential to help get the power to the road. Want an automatic? Then don’t get a Spec V; there isn’t one offered. Of course, with all the performance add-ons, the SE-R’s fuel economy goes right out the window.
But who cares? Find a few good curves to throw the SE-R into and you’ll forget all about those pesky fuel prices. On paper the suspension doesn’t sound like much; it’s basically the same independent front, beam rear setup as the basic Sentra. For the SE-R Spec V, however, Nissan has added super-stiff front and rear springs and a front strut tower brace, and the car is transformed. The SE-R is incredibly eager to scramble up and down twisty roads. It handles just as well as the rail-riding Focus SVT, or even the more expensive Acura RSX, but with all that torque available you don’t have to row the gears as much as you do on the other cars. Big four-wheel disc brakes with optional ABS haul the Spec V down when necessary. It’s a heck of a lot of fun, but be realistic–the all-wheel-drive, rally-bred Subaru WRX and Mitsubishi Lancer EVO will still leave you behind.
That’s no reason to feel bad. The Sentra SE-R Spec V offers plenty of giggles for the price, which starts at $17,199. Our $19,006 test car also included the “Audio Fanatic” package for the Rockford Fosgate sound system, a sunroof and floormats. What more could you ask for in a car that doesn’t break $20,000?
Specifications:
All specs are for the 2003 Nissan Sentra SE-R Spec V, which we tested.
Length: 177.5 in.
Width: 67.3 in.
Height: 55.5 in.
Wheelbase: 99.8 in.
Curb weight: 2707 lb.
Cargo space: 11.6 cu.ft
Base price: $17,199
Price as tested: $19,066
Engine: 2.5 liter DOHC inline four-cylinder
Drivetrain: six-speed manual, front-wheel drive
Horsepower: 175 @ 6000
Torque: 180 @ 4000
Est. mileage: 24/29