Automotive Reviews
Four Doors
2008 Acura TL Type S
01387 days
Here’s a bit of irony which always strikes me when dealing with mid-size sport-luxury cars: everything in this class is good. You can’t go wrong–whether you choose the BMW 5-Series, Audi A6, Saab 9-5, Volvo S60, Cadillac STS, Lexus GS or the Acura TL Type S it really boils down to a matter of taste. For me to do a review is almost superfluous. It’s a great car. They all are. If I were to be honest I’d tell you to stop reading and decide for yourself which one suits you best. Choose your flavor–it really comes down to personal style and your preferred vehicle dynamics, and I can’t decide that for you.
What I can do, so as to keep you reading so that I can justify my job, is to tell you where the TL Type S falls in this spectrum of excellence. This ride is one of the tech stars of the class, not so much in a gadget-laden way, but in a cutting-edge way. The TL Type S is a high-performance edition of the excellent TL luxury sedan. The Type S designation returned to the Acura lineup in 2006, and provides enthusiasts with a larger engine and improved braking and handling.
This is a performance edition that’s designed to appeal to those in the know. Drivers hoping for wheels that are going to scream, “I’m special!” to the unwashed masses will be disappointed with the TL Type S, which is set apart only by quad tailpipes, smoked taillights and larger gray wheels. That’s not to say it doesn’t look good, of course. Acura’s signature shield-shaped grille opening and narrow headlights lead the way, and the TL’s short overhangs front and rear mask its size. A distinctive wheel-to-wheel character line features side marker lights at the front and rear. If you know where to look, it’s clear that the TL Type S is ready for action; otherwise it’s merely handsome. The design is distinctive, but doesn’t stand out. A BMW 3-Series or Infiniti G35 stands out; the TL Type S is more understated, like a Saab with edges.
The black interior is businesslike and severe, communicating the fact that this car is a big chunk of rolling technology. The dash has been redesigned with a two-tiered, two-hooded look similar to that found on the MDX and RDX sport-utes that share showroom floor space with the TL Type S. It’s a strong, distinct interior, with overwhelming black and silver tones. Buyers looking for airy, inviting luxury aren’t going to find it here; the TL Type S is all business. Electroluminescent gauges in black and red accented by indirect LED ambient lighting speak the language of aggressive driving, as though the TL Type S intends to embody the upscale look for the sport-compact set, minus the wings and spoilers. True to its cutting-edge nature, the TL Type S is loaded with the latest of the latest–satellite navigation with real-time traffic updates, an ELS Sound surround sound system with DVD audio, and Bluetooth-compatible hands-free phones are all available. Oddly enough, the navigation system’s screen seems to be a couple of years behind the technology curve.
Under the hood, the TL Type S discards the standard 3.2 liter V6 in favor of a larger 3.5 liter unit with VTEC variable valve timing. The high-revving 286 horsepower engine does much to reduce the TL Type S’ seat-of-the-pants bulk when the throttle is punched. It makes good exhaust noises, too. A choice of six-speed manual or five-speed automatic transmissions is offered. The autobox can be paddle-shifted, though the transmission doesn’t quite have the instant-on capability of Audi’s DSG. Shifts are crisp, even under hard acceleration, though the best performance seems to come from the manual.
On the road, the TL Type S is tense. This is not a slightly-tightened luxury car; the TL Type S is a full-on sports sedan. The taut suspension uses double wishbones up front and a multi-link rear. It feels poised, but never nervous. It’s a bit too stiff for road trips, unless you’re a car guy who likes to feel every crack in the road. The drive is as technically purposeful and no-nonsense as the design. The TL Type S isn’t about sentimental attachment or forming a bond between man and machine; this is a device for covering ground quickly, nothing more. This car knows you’re going to drop it as soon as the next upgrade comes along, and there won’t be any hard feelings.
That’s not to say that the TL Type S feels disposable. It’s upgradeable. Right now, it’s as good as it can possibly be. In a year, it won’t be bleeding-edge any more, and by then there will almost certainly be an even better version waiting in the wings. For the moment, the TL Type S has the feel of being near the top of the performance heap, and as I said, it’s all about how a car makes you feel when it comes to this class. Pricing for the TL Type S starts at $38,225.
Specifications:
All specs are for the 2007 Acura TL Type S.
Length: 189.8 in.
Width: 72.2 in.
Height: 56.7 in.
Wheelbase: 107.9 in.
Curb weight: 3636 lb.
Cargo space: 12.5 cu.ft.
Base price: $38,225
Engine: 3.5 liter SOHC 24-valve V6
Drivetrain: five-speed automatic transmission, front-wheel drive
Horsepower: 286 @ 6200
Torque: 256 @ 5000
Fuel capacity: 17.1 gal.
Est. mileage: 18/26
2008 Ford Focus
01387 days
Plugging away in the subcompact market since the turn of the millennium, Ford’s Focus has been criticized for failing to change with the times. It’s always been a stellar performer and a good all-round driver, but Ford’s only made detail changes to the Focus over the years and as a result, it’s been feeling a little old. For 2008, an all-new body and interior address this issue, and the Focus finally has a new face.
Just as significant, the Focus also sports the all-new Sync system as optional equipment. This information and entertainment system is designed to make connecting a cell phone or MP3 player to the Focus easier than ever before, and the fact that Ford’s introducing it in an entry-level car rather than limiting it to top-of-the-line vehicles is a cool thing indeed.
The success of the redesign depends on who you ask. The two-blade razor front end and front fender trim are undeniably modern, it’s true, and the details like the matte trim running through the headlamps are cool. Its face starts out impressive, but the rear aspect is curiously afterthought-ish, with a wall of painted sheet metal and a pair of tiny white-trimmed taillights to greet the folks behind. The Focus’ traditionally high-roofed look has been subdued as well, with a lower, more rakish profile. The replacement of the three-door hatch with a two-door coupe is also evidence that the Focus is trying to appeal to a more upscale crowd. I can’t help thinking, looking at the design, that Honda’s Civic has already plumbed this territory, particularly in its previous incarnation. The Focus comes in two- and four-door trunkback models. The three- and five-door hatchback models are gone, as is the wagon.
The interior makeover is much more successful. The Focus has lost its controversial, inefficient triangular interior in favor of a more mainstream, somewhat less inefficient interior. A cavernous center console is deep enough to swallow drink bottles whole, and the dash gets a satiny silver show-car treatment that’s both modern and elegant. It doesn’t look like an economy car, that’s for sure, with available sporty white-faced gauges and a dash-top driver information center. On the options list is interior mood lighting a la Scion, that allows the Focus’ footwells and cup holders to be lit up in a variety of colors at night. The seats are comfortable, though the Focus feels a touch snug on the inside. Side airbags are standard equipment; heated seats, Sirius satellite radio and leather are options.
The biggest news is of course the Microsoft-developed Sync infotainment integration system. Sync takes Bluetooth and personal-music connectivity to heights previously unheard of, especially in the low-end compact market. An in-dash USB connector allows a multitude of MP3 players to be connected to the Focus’ audio system, and Sync is pre-programmed to be compatible with the iPod, Zune, and most other MP3 players. Once plugged in, your MP3 player’s information is displayed on the in-dash information system, and Sync also allows voice command for the audio and phone. Sync will also pair with Bluetooth phones to transfer calls and phone books into its own memory banks, allowing you to make voice-commanded phone calls. It’ll even read you your text messages. Is this radical new technology easy to use? Well, no. It took reading the manual plus a few days of fumbling to get used to the iPod controls, and my test Focus’ voice-recognition software had a sense of ironic humor. When, after several failed attempts to select a song by calling out the artists name, one of my passengers muttered, “This is dumb,” Sync promptly cued up a band called Numb. That was the only time the voice-commands worked to select music, and the manual controls are complicated and difficult to master, especially while driving. I also tried two different Bluetooth-equipped phones; Sync claimed that neither was compatible. Check for compatibility at www.syncmyride.com before getting too excited about the Sync system. It does work, and it is cool, but it takes some mastering before it’s user-friendly. Perhaps that’s the Microsoft influence?
The Focus’ driving dynamics haven’t changed much, actually. The same 2.0 liter Duratec four-cylinder engine is under the hood, and it’s still just a touch underpowered compared to many of its competitors in spite of a small horsepower bump, to 140. Five-speed manual and four-speed automatic transmissions are largely unchanged. While the Focus isn’t slow, it comes across as lackadaisical compared to a Mazda3 or Nissan Sentra.
Part of the problem there is that the Focus’ razor-sharp reflexes call to mind many serious sport compacts, so it’s a surprise to discover that there’s not a 200-horsepower turbocharged powerplant under the hood. That fantastic handling is just what you get in the basic Focus. Currently, there is no hot-rod model, though models equipped with 15″ wheels get a different stabilizer bar setup than 16″ wheel-equipped Foci. The Focus feels more solid than vehicles like the Mitsubishi Lancer or Hyundai Elantra, with a planted, welded-to-the-road feeling that provides a great deal of security in a world of thundering SUVs. The MacPherson front suspension and multi-link rear have been tweaked for 2008 with new spring rates and thicker stabilizer bars as well as new bushings. The brakes are all-new as well, with lighter aluminum calipers and optional anti-locks. Focus handling feels much as it did before–it’s responsive and rewarding, and more fun than it has a right to be when tossed through the twisties. The car is about a hundred pounds lighter than before, which helps the performance as well.
The demise of the hatchback and wagon models is a questionable move. Hopefully it means that Ford’s got a compact crossover in the works, intended to replace its small cargo-haulers. For now, subcompact buyers will have to be happy with the new Focus sedans, and there’s plenty here to celebrate. I don’t care for the forgettable exterior styling or the innovative but user-unfriendly Sync system, but the Focus’ driving dynamics atone for a multitude of automotive sins. The bottom line’s not too painful, either. Focus pricing starts at just over $14,000 for the base model. My Focus SES test car had a base price of $16,695. Outfitted with a raft of optional equipment including Sync, a moonroof, ambient mood lights, heated seats, antilock brakes and traction control, the total came to $19,710.
Specifications:
All specs are for the 2008 Ford Focus SES.
Length: 175.0 in.
Width: 67.9 in.
Height: 58.6 in.
Wheelbase: 102.9 in.
Curb weight: 2617 lb.
Cargo space: 13.8 cu.ft.
Base price: $16,695
Price as tested: $19,710
Engine: 2.0 liter DOHC inline four-cylinder
Drivetrain: four-speed automatic transmission, front-wheel drive
Horsepower: 140 @ 6000
Torque: 136 @ 4250
Fuel capacity: 13.0 gal.
Est. mileage: 24/33
2008 Subaru WRX
01387 days
I can’t help but feel for Subaru; the purveyor of entertaining all-wheel drive vehicles seems to be forever locked in combat and disagreement with its sharpest critics–its own biggest fans. When the WRX got its first facelift in 2004, the Subaru loyalists hated it. When the design was revised again in 2006, they hated it even more. Subaru’s Forester and Tribeca have gone through similar styling woes. Now, for 2008, the WRX is all-new, along with the Impreza lineup, and it’s got a completely new look And guess what? The Subaru faithful seem to hate it.
As with past revisions of the WRX, it’s a fair bet that the Subie people will come around soon enough. After all, the things that are good about the WRX haven’t changed; it still offers enthusiastic turbocharged performance and road-hugging all-wheel drive. There may even be a few Subiephiles who (like me) actually prefer the WRX’ new, more grown-up look.
The new design is appealing, with a more finished look than the previous WRX whose hood scoops and body kit had a tacked-on look. The redesigned car still has some aggression in its face, but the more streamlined look makes the formerly obvious into the subtle. Grille and headlamps meld into a single curved arc across the front o fthe car, and the front bumper and hood carry the dipped chin’s line back into the car’s body–which is larger, with a wheelbase stretched almost four inches. It blends better with the subcompact herd, which will annoy the folks who liked the brashness of the previous car. The ’08 WRX borrows the curves of the Tribeca, a fact especially obvious in the new five-door model. No, Subaru doesn’t call it a “wagon” any more, though it’s essentially the same thing. During the week, our tester was mistaken for a BMW, a Ford Focus, a Honda and a Chrysler, so maybe Subaru’s new look will take some getting used to.
The interior is a delight. The instrument panel has a graceful dip in the center that flows down into the console. It’s not quite a twin-cockpit layout, but it is one of the classiest interiors to be found on a car this size. The cloth seats are supportive enough for all-day drives. Orange-lit gauges and body-hugging seats are reminders that the WRX is a performance car. There’s room for four. The five-door’s stubby cargo area would benefit from cargo hooks, but there’s nonetheless 44.4 cubic feet of space back there with the seats folded. Sharp eyes will notice that Subaru’s trademark frameless windows are no longer; like the new Outback, the new WRX uses conventional framed doors. My only complaint? I found the GPS display and information center to be somewhat confusing to use.
There are enough 250-horse compacts running around these days that the WRX’ 224 horsepower doesn’t have the “ohmigaw” impact that it used to. Still, a quick little car is a quick little car, and the WRX is undeniably that. Although the horsepower rating has dropped slightly from last year’s 230 figure, there’s still plenty to like about the performance. The 2.5 liter turbocharged boxer four-cylinder delivers healthy torque throughout the engine range, and when the turbo starts spinning the WRX moves like the proverbial scalded cat. The seat of the pants meter says that the new WRX is just as quick as the old one, and the peaky turbocharger’s performance is easy to harness. If you’re looking for a maximum-performance stormer you’re going to go for the STi version anyway–the WRX is a comfortable and flexible daily driver with exceptionally entertaining athletic ability. Speaking of the STi, it’s got over 300 horsepower wrapped in a lightweight aluminum body, and it’ll be available later this year. As for the WRX, a five-speed manual transmission is standard equipment, with a four-speed automatic on the options list.
Thanks to Subaru’s nearly flawless all-wheel drive , driving on any surface is a breeze. The rally-bred WRX takes to slippery pavement and dirt roads like a fish to water. It’s not so bad on pavement either. The rear suspension has been upgraded to double wishbones for more precise ride and handling, and the longer wheelbase takes some of the chop out of freeway travel. Vehicle Dynamics Control is standard equipment, so when you call upon the four-wheel disc brakes to bring things to a halt, it’s executed without drama even on uncertain surfaces.
So this boy-racer’s grown up somewhat. Not everybody’s happy with that, of course–it’s not unlike seeing your favorite party animal settling down to a nine-to-five job–but have no fear, the Subaru WRX still knows how to have fun. The new WRX is a well-executed package, and in time it’s a fair bet that even the Subaru faithful who are upset over the new design will come to agree. WRX pricing starts at just over $24,000. Our well-equipped WRX featured satellite radio and a navigation system, and stickered for $29,758.
Specifications:
All specs are for the 2008 Subaru WRX.
Length: 173.8 in.
Width: 68.5 in.
Height: 58.1 in.
Wheelbase: 103.1 in.
Curb weight: 3142 lb.
Cargo space: 44.4 cu.ft. (all seats folded)
Base price: $24,350
Price as tested: $29,758
Engine: 2.5 liter DOHC boxer four-cylinder
Drivetrain: five-speed manual, all-wheel drive
Horsepower: 224 @ 5200
Torque: 226 @ 2800
Fuel capacity: 16.9 gal.
Est. mileage: 19/24