Automotive Reviews
Five Doors
2010 Kia Soul
Sep 18th
As a corporate entity, Kia is maintaining an upbeat mood in these times of financial crisis. Rather than battening down the hatches, the Korean brand seems to be steaming ahead at full speed, introducing all-new products left and right. Of course, the fact that Kia’s stock in trade is reliable and frugal vehicles with an affordable price tag means that times of economic difficulty are just the thing for catching the eye of consumers who might be trying to escape their overpriced SUVs and full-size cars.
If Kia hopes to get some attention, it couldn’t have hoped for a better object of desire than the Soul. Aimed at buyers looking for more style and personality than the average econobox offers, the Soul is an “urban activity” vehicle with a funky, boxy look and a range of quirky equipment to go along with it. While Scion readies its next hip leap forward, the Kia Soul aims to be the hottest ride going for the club kids.
That’s not to say that the Soul will only appeal to eighteen year-olds, however. The success of Honda’s Element among a wide range of buyers suggests that it’s not just twenty-somethings who like the box. Designed at Kia’s Southern California studio, the Soul is definitely boxy, but it’s got personality as well. Kia’s new corporate grille is the centerpiece of a rounded front end, giving the Soul a unique grin. The tall, squared-off body has a rising beltline meeting a slightly sloped roof, which injects a dose of drama. All of the roof pillars except the rearmost D-pillar are hidden. At the rear, vertical taillights emphasize the Soul’s cargo-carrying ability. Available sixteen- or eighteen-inch wheels and black trim give the Soul a sporty, modern look. The slab sides and big flat tailgate are just crying out for some MINI Cooper-style factory decals, though Kia hasn’t committed to making any available yet.
This top hat-shaped do-all is available in four trim levels; base, Soul+, Soul! (say “exclaim”) and Soul Sport. They’re distinguished mostly by equipment; the Soul+ adds body-colored exterior trim and keyless remote entry as standard. Things begin to get interesting with the Soul!, as a sunroof, fog lamps and eighteen-inch wheels join the standard-equipment list. The Soul Sport gets the most visual distinction, with a roof spoiler, ground effects and unique front and rear fascias.
Interior treatments are just as cool as the exterior styling. The boxy outside makes for a roomy inside, and Kia spices it up with a standard two-level glovebox and standard satellite radio. From a practical standpoint, the Soul offers a tall, comfortable seating position and a three-dial instrument panel with LCD lighting. USB jacks for MP3 players are located in the center console. The Soul! and Sport are rife with club-kid styling tricks, including available sound-activated LED lights inside the speakers and a cloth interior with an oversized houndstooth pattern. Bluetooth connectivity and a 315-watt sound system with subwoofer are also available.
The 1.6 liter four-cylinder engine under the hood of the base Soul suggests that this is no sport compact, and that’s pretty much true. 122 horsepower will only go so far, after all, even with a relatively lightweight 2500-pound body. Fuel economy, on the other hand, is a healthy 26/31, and makes the Soul a funky yet frugal do-all. Soul+, Soul! and Soul Sports come with a 2.0 liter four-cylinder that makes 142 horses and improves the fun factor slightly. Even with the standard five-speed manual transmission, the Soul drives like an economy car rather than a performance car. That ain’t a bad thing, of course; plenty of people will be just fine with a cool-looking, economical daily driver. A four-speed automatic transmission is also available for those who don’t want to shift during rush hour.
The Soul is a competent car but probably won’t do much for hard-core enthusiasts, at least not in stock form. MacPherson struts are used up front, with a torsion beam at the rear. It’s a fairly standard economy-car suspension layout, and it shows. On the road, the Soul feels rubbery, both in its suspension response and the controls. The Soul Sport improves things somewhat, with firmer springs and stiffer shock settings as well as larger anti-roll bars, though steering response remains somewhat distant and body roll a constant companion. Standard safety equipment is generous, and includes anti-lock brakes, Electronic Stability Control and traction control, and a tire pressure monitoring system. Kia’s 10-year, 100,000 mile powertrain warranty also applies to the Soul.
Kia calls this car “a new way to roll,” and it’s a frugal one, too. Soul pricing is surprisingly easy on the wallet, as is Kia’s style. $13,300 is the MSRP for the base model, and the Soul+ starts at $14,950. The Soul! and Sport each start at $16,950. Load it up with all of the available options, and a Soul Sport tops out at $18,600. With vehicles like this in the lineup, it’s no wonder that Kia’s outlook is a cheerful one, no matter what’s going on in the world around it.
Specifications: All specs are for the 2010 Kia Soul Sport.
Length: 161.6 in.
Width: 70.3 in.
Height: 63.4 in.
Wheelbase: 100.4 in.
Curb weight: 2800 lb. (2560 lb. base)
Cargo space: 19.3 cu.ft. (seats up); 53.4 cu.ft. (seats folded)
Base price: $16,950
Engine: 2.0 liter inline DOHC four-cylinder
Drivetrain: five-speed manual transmission; front wheel drive
Horsepower: 142 @ 6000
Torque: 137 @ 4600
Fuel capacity: 12.7 gal.
Est. mileage: 24/30
2003 Toyota Matrix
Sep 17th
The guy at the transmission shop rushed out to get a look at the Toyota Matrix. “What is it?” he asked. “It’s pretty cool. Is it a four or a V6?” A grizzled diesel mechanic had a similar reaction when he saw our dark blue test car on his lot. “Is it a four-by-four?” he asked.
Not bad curb draw for a vehicle that’s basically a glorified Corolla wagon, eh?
Oh, right, we know, it’s called a “crossover” and all sorts of other hip-sounding things, but the fact of the matter is, Toyota’s new-for-2003 Matrix and its Pontiac sibling the Vibe are intended to do the tasks that have been falling to station wagons for years. The trouble was, a Corolla or a Ford Escort wagon just wasn’t cool enough for the active-sports crowd to feel good about tossing the bikes, boards or tents into one for a long weekend. And that’s where the Matrix comes in. It’s a station wagon at heart, but the tall-sided body and angular design are loads hipper than the average wagon could ever be.
The Matrix’ design got the attention and approval of young and old alike. The face is a daring riot of triangles and spiky bodywork. A thick character line bulges the rear fender, and the roof seems to slope down at the rear thanks to slanted back windows. The Matrix isn’t chopping away any headroom back there, however. Optional 16″ wheels make this wagon look hunkered down. Lower grilles reminiscent of the MR2 Spyder sports car grace the front and rear bumpers.
Inside, the Matrix continues to scream “cool.” The dash is lit in electroluminescent red, and each of the round gauge pods is surrounded by a chrome ring. Apart from the inevitable reflections in the windshield on sunny days, we like the look. Automatic-equipped Matrices have a tall console that houses the shifter above and a small storage bin below. The seats are chair-height, and very comfortable. Active-lifestyle touches include fold-flat seats for everyone except the driver, a plethora of cargo hooks, and an AC plug in the dash for laptop computers and other appliances. There’s even a navigation system available, and that’s an option that isn’t seen much at this end of the market. Our only gripe was with the plastic-lined cargo area, which seems like a cool idea in concept but allows small cargo to slide around in reality. The optional storage nets or carpet pads are recommended.
The Matrix XR is let down by its 1.8 liter four-cylinder engine. This 123-horsepower unit (130 in two-wheel drive models) is well suited to duty in the Corolla, but the three-thousand pound Matrix’ girth gets the best of it, in spite of Toyota’s power-boosting variable valve timing. On the freeway, the Matrix is constantly hunting for gears in an often futile effort to keep up with traffic. If you’re going to spend time on the highway, we’d recommend the 180-horse, six-speed Matrix XRS, or a manual transmission. Around town the automatic-equipped Matrix is only slightly sluggish. Our test car was an all-wheel drive (AWD) model, which further contributed to the feeling of slowness. A sudden rainstorm didn’t slow our AWD Matrix down a bit.
The suspension is Toyota’s familiar MacPherson front, torsion beam rear, and it works as well as it does in the Corolla. The Matrix rides well enough, despite the jerky ballet between engine and transmission. Optional 17″ wheels with wide 215-series tires give it a degree of lateral stability, too. It will handle better than it looks like it ought to. Toyota’s excellent quietness measures ensure that the Matrix feels pricier than it is over the road.
Although it’s pitched as a sports-gear hauler, the Matrix would be equally happy hauling a small family around town. Side airbags are available. The four-wheel disc brakes work well, and anti-lock brakes are standard on all-wheel drive models. Our test car took an impromptu weekend trip from Detroit to New York City and proved to be a comfortable companion and vacation-treasure hauler, even in one of the most car-hostile environments in the country.
In addition to its twin from Pontiac, the Matrix will do battle with cars like Ford’s Focus wagon and Suzuki’s Aerio as a suburban do-all. The Matrix falls right between the sporty Focus and utilitarian Aerio in terms of personality, and there’s no doubting its ability to draw attention. Matrix pricing starts at a very agreeable $14,670 for a two-wheel drive model; our all-wheel drive test car as a mid-level XR model with a starting price of $18,445. The hot-rod XRS starts at $18,750.
Specifications:
All specs are for the 2003 Toyota Matrix XR, which we tested.
Length: 171.3 in.
Width: 69.9 in.
Height: 60.6 in.
Wheelbase: 102.4 in.
Curb weight: 2965 lb.
Cargo space: 15.1 cu.ft (seats up); 53.2 cu.ft. (seats folded)
Base price: $18,445
Price as tested: $20,080
Engine: 1.8 liter 16-valve four-cylinder
Drivetrain: four-speed automatic, all-wheel drive
Horsepower: 123 @ 6000
Torque: 118 @ 4200
Fuel capacity: 11.9 gal.
Est. mileage: 26/31
2003 Subaru Outback H6 3.0
Sep 15th
Subaru’s Outback spawned a whole category of imitators when it appeared on the scene offering some of the versatility of a sport-ute without the tradeoffs in ride and handling. Big-tired, all-wheel-drive station wagons have become almost as common as Ford Explorers, and the combination of carlike ride and off-road ability could be said to have inspired the Toyota Highlander, Lexus RX300, and other “soft-utes.” Subaru lays claim to inventing the “sport utility wagon” niche (although we think that if AMC were still in business, they might dispute that, citing their Jeep-based Eagle AWD wagon of the early 1980s), which has since been invaded by such notable competition as Volvo and Audi.
For 2003, the Outback receives a slight facial freshening, with revised headlamps that look more in tune with the rest of the Subaru family. Subaru is also offering GM’s OnStar personal assistant and emergency calling system to Outback models.
The Outback’s look is substantial, with Subaru’s new trademark “droopy-eyed” headlamp units flanking a trapezoidal grille. A slightly raised roof gives it more visual bulk, and dual moonroofs keep things airy inside. The Outback features two-tone paint and cladding that help give it that “sport-utility” look. Large round foglights in the air dam are there for the same reason. The rear window mimics the shape of the grille, but the wide lower edge also helps to improve visibility. An L.L Bean edition adds subtle badges on the front fenders and unique 16″ alloy wheels, but not much more. The Outback looks equally at home in the middle of a muddy field, or out in front of a country club.
The Outback’s basic layout is straightforward and simple–our only complaint lies with the stereo, whose controls are too small. Over the years, Subaru has improved its somewhat chintzy interior appointments, and the current incarnation of the Outback is actually a pleasant place to be. The L.L. Bean edition adds to that with a wealth of luxurious appointments. Automatic climate control, a wood/leather Momo steering wheel, a comfortable eight-way power driver’s seat, and air filtration system are all standard on the L.L. Bean Edition. We’re not sure we’d want to get it dirty, in fact–which might negate the usefulness of Subaru’s all-wheel drive system.
On the road, the Outback acquits itself well; power from the H6-3.0 engine is decent. The awkward name refers to the “H” style cylinder layout. Subaru’s engines are “boxer” engines, with the cylinders arranged in two horizontally opposed banks, rather than a vee or in-line layout–thus the “H6″ designation. The 3.0 liter engine puts out 212 horsepower with a trademark Subaru gurgle, and it’s incredibly smooth at idle. Less expensive Outbacks have a horizontally opposed four-cylinder, whose better fuel economy justifies the slight drop in performance. Full-time all wheel drive keeps things stable. It’s an active system, which powers all four wheels at all times, but is able to transfer power to different wheels based on throttle and brake input, as well as actual slippage. The Outback can also be equipped with a limited-slip rear differential.
Handling is head and shoulders above any possible competition from a sport-ute, and it’s not just because of the four-wheel independent suspension. The H6 engine is mounted low in the chassis, contributing to a low center of gravity. The suspension has a great deal of softness dialed in, but even with its raised ride height, the Outback is still a car, and it lacks the tippy feeling common to nearly all SUVs. Freeway travel is equally drama-free, thanks in part to the Outback’s weight. Although it’s not tippy, it is pushing two tons, a fact that occasionally makes itself known if the Outback is asked to change directions too quickly.
Safety equipment includes front and side airbags, and four wheel disc brakes.
If we have a complaint about the Outback, it’s purely personal; all of the luxury items seem to have taken most of the basic quirky “Subaru-ness” out of the car. The weird little four-wheel-drive wagons we used to know and love have gone and gotten respectable. The ritzy L.L. Bean Edition Outback competes cheerfully with the Volvo V70 Cross Country and Audi allroad quattro.
That’s no reason not to consider it, of course–the only people likely to be bothered by the Outback’s personality are long-time Subaru owners, and they’re more likely to prefer the esoteric Forester anyway. To make a big splash out at the hunting lodge, however, the Outback is the way to go.
2003 Outback pricing starts at $23,045, and fully loaded models go for almost $33,000. For the record, even after buying a top of the line Outback, you’d have almost enough change left over from the cost of a comparable Audi or Volvo wagon to buy an Impreza.
Specifications:
All specs are for the 2003 Subaru Outback.
Length: 187.4 in.
Width: 68.7 in.
Height: 63.3 in.
Wheelbase: 104.3 in.
Curb weight: 3715 lb.
Cargo space: 68.6 cu.ft (seat folded)
Engine: 3.0 liter DOHC “boxer” 6 cylinder
Drivetrain: four-speed automatic, all wheel drive
Horsepower: 212 @ 6000
Torque: 210 @ 4400
Fuel capacity: 16.9 gal.
Towing capacity: 2000 lb.
Est. mileage: 20/27
Base price: $39,405
Price as tested: $42,441
Engine: 4.7 liter DOHC 32-valve V8
Drivetrain: four-speed automatic, rear-wheel drive
Horsepower: 240 @ 4800
Torque: 315 @ 3400
Fuel capacity: 26.4 gal.
Est. mileage: 14/18