Automotive Reviews
Three Doors
2010 Jaguar XKR
Jan 8th
Something about Jaguars makes it easy to forget that they’re bona fide exotic cars. Maybe it’s their air of subtle reserved elegance; maybe it’s the well-publicized quality-control issues that plagued the brand throughout the 1980s. Maybe it’s the fault of the unlamented “bargain Jaguar” X-Type. Whatever the reason, this brand’s image has evolved from that of an unstoppable LeMans stormer to a silky cruiser, and being out on the prowl in one doesn’t always attract as much attention as it ought to.
Jaguars can still run, though, and the days when they challenged Porsches and Mercedes on the track aren’t that far away. The XKR arrives for 2010 to emphasize this facet of the marque’s history. Powered by a supercharged version of Jaguar’s new 5.0 liter V8, this high-end sports coupe is a reminder that the folks from Coventry can put together a seriously fast and capable vehicle. A Dodge Viper may get more attention, but the XKR is less likely to go insane, carry you into a tree and kill you.
The rush of a supercharged Jaguar V8 is an automotive delicacy. It’s not just that there’s 510 horsepower and 461 pound-feet of torque on tap; it’s the delivery that makes it almost magical, an endless rush of power that shoves you back in your seat without ever becoming violent. The new engine uses direct injection and variable cam timing, and though displacement and power have increased significantly, fuel economy’s also better. A twin-vortex supercharger boosts power by 23 percent compared to last year’s XKR, and the dual exhaust provides the right soundtrack. Plant your foot, and the XKR launches with the inevitability of death and taxes. The six-speed automatic transmission is controlled by a unique dial-like interface, and delivers solid, confident shifts. Steering wheel paddles offer manual gear selection, and the massive power is kept under control with a standard limited-slip Active Differential Control. Not surprisingly, this car is adept at high-speed cruising, as well as boasting a sub-five second 0-60 time.
Jaguar’s been into lightweight body structures for a while, and the XKR’s stiff undercarriage is almost entirely aluminum. Jaguar has ditched the awfully-named Computer Active Technology Suspension (CATS) active suspension with Active Dynamics. Where CATS had only “soft” and “firm” settings, Active Dynamics offers a full range of automatic suspension settings. The XKR controls body roll and pitch actively, tightening the suspension when necessary and measuring grip at each wheel to adjust where necessary. Dynamic Stability Control is also standard. In seat-of-the-pants terms, that means this car seems to cling to the road better the harder it’s pushed. It’s responsive enough to be manageable in traffic without feeling cramped or ponderous.
Visually, the XKR is a subtle beast. Extravagant wings and spoilers just aren’t Jaguar’s style, after all. Since this car’s starting point is the sleek and handsome envelope body of the XK coupe, it’s already eyecatching enough. The front end has been slightly revised with an oval grille that’s reminiscent of classic Jaguars. The new taillights and side marker lamps are lit with LEDs. The XKR is distinguished by a chromed lower grille and a redesigned lower rear valance panel. A choice of nineteen or twenty-inch wheels is offered.
Interior comfort is provided in Jaguar style, which means firm seats, a snug cabin, lavish appointments and slightly confusing ergonomics. Okay, the last was a cheap shot: Jaguar’s instrument panels have become much less inscrutable in recent years. The XKR is technically a four-seater, but the rear seats are more useful as a package shelf than for transporting living human beings. Consider this car a getaway vehicle for two. The seats take some getting used to, with ten-point adjustability; some drivers will love them while others will hate ‘em. It’s hard to dislike the dark oak with mesh aluminum trim and watch-style instrument panel, however, and this big Jag is comfortable enough to drive all night. Standard equipment includes a seven-inch touch screen controlling audio and climate control functions, as well as the available navigation system. High-end sound is provided by a 525-watt Bowers & Wilkins system. Be sure to pack the handsomely finished cargo area with enough luggage for two, because you may not want to come home any time soon.
So, the XKR is a serious performer. Of course, so are its competitors–the BMW M6, Mercedes SL500, Porsche 911 and even the Audi R8. In this crowd, five-second 0-60 times and Velcro-like handling are par for the course, so what’s so exciting about another entry to the club? What the XKR brings to the table is a subtle air of elegance. Yes, it’s got stunning power, but it’s delivered with a rush rather than a sledgehammer blast. The suspension is comfortable at low speeds and increases its sensitivity as needed. The handsome interior appointments and amenities are matched by Mercedes and BMW, but there’s no substitute for the Jaguar’s confidence and sense of self, if you will. Can a car have a sense of self? It most certainly can. Pricing for the XKR starts at $95,150, and the optional Nevis 20-inch wheels drove the bottom line of my tester over six figures, to $101,000. That’s some serious money, but then the Jaguar XKR is a serious piece of automotive equipment.
Specifications: All specs are for the 2010 Jaguar XKR.
Length: 188.7 in.
Width: 74.5 in.
Height: 52.0 in.
Wheelbase: 108.3 in.
Curb weight: 3865 lb.
Base price: $95,150
Price as tested: $101,000
Engine: 5.0 liter supercharged V8
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 510 @ 6000
Torque: 461 @ 2500-5000
Fuel capacity: 16.1 gal.
Est. mileage: 15/22
2004 Volkswagen Golf R32
Dec 20th
“Aw, nuts,” I said to myself when I stepped out of the Volkswagen R32. “Now I’ve got to add another parking spot to my dream garage.”
Even though construction materials for dream garages are cheap, I don’t say that as frequently as you might think. This time I had a good reason to because the unassuming Volkswagen Golf you see here is a very special car indeed. The 2004-only R32 is the hottest Golf ever to grace U.S. shores. It’s also the first North American Golf with 4Motion all-wheel drive (which is called “quattro” when it’s used in the Audi TT).
At a glance, the R32 can be mistaken for a run-of-the-mill GTI. It lacks the wings and flares that many other factory high-performance specials have sprouted. A closer look reveals major design tweaks; big wheels, gaping air intakes and a rear roll pan with dual exhausts. These modifications give it the look of a subtle custom job. 18″ wheels are standard, too. Silver, red, blue and black are the only colors offered.
The seats are made by Koenig, and they’re some of the most comfortable in the industry (if you’re into racing seats that is), with grippy side bolsters and just enough height to keep taller drivers comfortable all day. They’re not for everyone. Neither is the fat, sporty steering wheel. Satin aluminum and chrome trim dress up the usually drab interior. Like the Golf that it’s based on, the R32 has room for four adults, even though it’s only a two-door. It’s also well-equipped. Standard stuff includes a Monsoon sound system, heated seats and automatic climate control.
Under the sheetmetal there’s some serious special-ness going on. The R32 has MacPherson struts and lower wishbones up front, supplemented by a fully independent rear suspension that rides on its own subframe. The R32 rides 22mm lower than the GTI, and shocks and springs have been beefed up accordingly. The ride is impressively forgiving, for such a high-performance car. The serious autocrossers will call it too soft, but the extra damping is welcome on cracked Rust Belt roads that tend to send stiffly-suspended cars packing. The Haldex all-wheel drive system is preternaturally sure-footed, and led us to swerve back and forth on rainy pavement just for the joy of it. In addition to improving wet-weather traction, the torque-sensing differential can split power front to rear to compensate for bursts of acceleration while turning, making the ride smoother. Traction and stability control are included. Big blue brake calipers proudly announce the R32′s anti-lock brakes.
The engine isn’t the same VR6 found in the GTI; it’s the larger 3.2 liter powerplant, borrowed from the V6-powered Touareg SUV, and more power is always a good thing of course. Volkswagen fans have been salivating at the idea of a 240-horsepower Golf for years, and the R32 delivers just that. The R32 is also about torque; with a relatively large-displacement V6 under the hood, the R32 will roll instead of stalling if you let the clutch out gently, just like a big diesel pickup will, thanks to the 236 foot-pounds of twisting power on hand. On the freeway, there’s some exhaust buzz, but it’s far from irritating and the R32 is much more refined than its obvious natural competition, the Subaru WRX. Because it’s not turbocharged, the power is available with just a stab of the pedal, regardless of engine speed. The six-speed transmission shifts smoothly, but like most VW transmissions, doesn’t like to be rushed. Want an automatic? Don’t buy an R32, because you can’t get one.
The R32 also plays the luxury car role better, with a quiet interior and solid construction, which makes you less likely to wonder where all of your money went.
Did I mention money? The only dark spot on the R32′s brilliance is that all of that equipment comes at a price. A starting price of $29,100 is likely to turn off anyone who thinks that one Golf is pretty much like another. With a leather interior added, my test car priced out at $30,625. That’s competitive with the hot-shoe WRX STi and Mitsubishi Lancer Evolution, which are both more powerful and faster on a race track, but the R32 is much, much easier to live with.
It’s a 2004-only model, with a production run of only 5000 cars planned. Of course, I’m hoping that they’ll find exactly 4,999 motivated drivers… leaving one R32 for me. Move fast if you want one.
Specifications:
All specs are for the 2004 Volkswagen Golf R32, which we tested.
Length: 164.4 in.
Width: 68.3 in.
Height: 56.1 in.
Wheelbase: 99.1 in.
Curb weight: 3049 lb.
Cargo space: 14 cu.ft. (seats up); 38.8 cu.ft. (seats folded)
Base price: $29,100
Price as tested: $30,625
Engine: 3.2 liter DOHC 24-valve V6
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 240 @ 6250
Torque: 236 @ 2800-3200
Fuel capacity: 16.4 gal.
Est. mileage: 19/26
2005 Acura RSX Type S
Nov 9th
We’ve driven the Acura RSX plenty of times since its introduction in 2001, so when the updated 2005 version arrived we decided to do something different with it. Acura’s sport-compact hatch is the darling of legions of car modifiers and cruisers everywhere, and its prowess on the track is undisputed. But how well-equipped is the RSX for a road trip? We packed up a handsome copper-colored RSX Type S and headed to the Lane Motor Museum in Nashville, Tennessee, to find out.
For 2005, the RSX Type S gets a minor design tweak and, of much more interest to performance buyers, a boost in horsepower and a re-tuned suspension. These changes should help to keep the popular RSX near the top of the sports-coupe heap even in the face of redesigned competitors from Mitsubishi and Ford.
At first glance, the RSX seems to say anything but, “road trip.” This stubby, four-place hatchback is shaped rather like an upside-down speedboat, with a tapered nose, aggressive four-unit and an arched silhouette. On the RSX Type S, the side sills and body cladding are more noticeable than before, and the taillights have also been redesigned. 17″ wheels are standard equipment on the RSX Type S. It’s a sports car that can double as a grocery-getter, not a long-distance runner. Our test car was painted Blaze Orange Metallic, a brilliant and distinctive hue that impressed some onlookers and led others to call it “pre-rusted.”
Inside, there’s more than enough space for two people and a weekend’s worth of luggage. The cockpit is open, with a low console and instruments clustered in front of the driver. Titanium-colored trim accents the headrests, dash and door panels. There’s lots of legroom up front, and the rear seats are habitable but far from capacious. With the rear seats up, the trunk will hold sixteen cubic feet of stuff. The interior is sparse but decently equipped, with automatic climate control, a moonroof, and side airbags. The RSX has a nice Bose sound system. On the road, there was space in the console for necessary travel incidentals like fast-food cups, snacks and maps. Our only two complaints were a lack of leg support for taller drivers, an oft-repeated gripe of ours, and a lack of decent visibility to the rear.
We expected the biggest downer of the trip to be the RSX’s 2.0 liter four-cylinder engine. Don’t get us wrong; this award-winning powerplant deserves all of the accolades it has earned. Hotter cams and a larger intake for 2005 bump the RSX Type S’ horsepower to 210. Around town, the i-VTEC variable valve timing system and the race-bred 2.0 impress, with seemingly limitless rev ability and high-rpm pulling power. On the freeway, though, the RSX is turning between 4000 and 5000 rpm at all times, and Acura’s 2.0 is not a quiet motor at high revs. We were pleasantly surprised to find that the RSX didn’t assault our eardrums too badly. With the revs so high, power was available when it was needed, and fuel economy didn’t suffer as much as we feared it would, either. The RSX impressed us mightily, and had no trouble dealing with the traffic of Toledo, Cincinnati, Louisville or notoriously congested Nashville. The six-speed manual transmission is direct and responsive, thanks in part to carbon synchros in fifth and sixth that improve shifter feel. The RSX is also a certified Low Emissions Vehicle (LEV).
The suspension consists of MacPherson struts with control links up front, and double wishbones at the rear. For ’05, Acura has done a comprehensive retuning, with a lower ride height, new bushings and thicker stabilizer bars. The front coils are inversely wound to reduce unwanted steering inputs from spring windup. The RSX Type S is “track-tuned” with firmer springs and shocks and a front strut tower brace. It’s stiff on the road, but not uncomfortably so. Four-wheel disc brakes with ABS are standard equipment; fortunately, we never needed them during our trip.
All in all it’s good news for RSX owners and intenders; if you find yourself needing to make a long trip, your little Acura won’t punish you for it. Acura’s one-price strategy makes buying one easy, too; the RSX Type S starts at $23,570.
The Fact Box:
All specs are for the 2005 Acura RSX.
Length: 172.4 in.
Width: 67.9 in.
Height: 54.9 in.
Wheelbase: 101.2 in.
Curb weight: 2840 lb.
Cargo space: 16.0 cu.ft.
Base price: $23,570
Engine: 2.0 liter 16-valve four-cylinder
Drivetrain: six-speed manual, front-wheel drive
Horsepower: 210 @ 7800
Torque: 143 @ 7000
Fuel capacity: 13.2 gal.
Est. mileage: 23/31