Fuel Infection
Automotive Reviews
2008 Lexus IS-F
Aug 1st
Make no mistake, the new IS F is not just a one-shot factory hot rod. Lexus promises that more vehicles will emerge bearing the F badge, and has already made a line of “F” performance accessories available for the IS350. To further establish the letter “F” as one to be reckoned with, Lexus’ rumored supercar is likely to wear an F badge when it arrives.
The IS F is the first Lexus product to be developed by a small team rather than a large committee. The IS F team was about one-tenth the size of the average Lexus engineering crew, and the result is a Lexus with a mood and a sense of soul like no other before it. Could this be the first Lexus with–gasp–a personality?
Judging from a purely aesthetic standpoint, the answer is a resounding “maybe.” The design differences between the IS F and IS350 are subtle, but not hard to notice upon second glance. Above all else, purists will appreciate the fact that the IS F is a functional vehicle. This sports sedan exhibits a distinct lack of extraneous styling fillips and tack-ons; everything that’s changed has changed for a reason. Larger air intakes and grilles up front facilitate improved airflow, and the outer edges of the front airdam house brake cooling ducts. The vents behind the front wheels are also functional brake cooling apparatus. The IS F’s hood has a distinct power bulge to accommodate the 5.0 V8 beneath. At the rear, quad stacked exhausts and a deep rear fascia provide obvious visual distinction from the IS350’s angular tail. The IS F also sports a widened track and a lowered body. The poseurs down at the country club will only notice the unique BBS wheels, but those in the know will recognize the IS F for the beast that it is.
“Beast” is an appropriate moniker, too. The IS F team discarded the IS350’s six-cylinder engine in favor of a 416-horsepower 5.0 liter V8. The V8 is related to the 4.6 V8 that powers the LS460. It’s got direct injection and VVT-iE variable valve timing. With 371 foot-pounds on tap, the IS F is stronger than a BMW M3. Top speed is 170 miles per hour–and it’s electronically limited. It’ll even return decent fuel economy, provided you don’t drive the IS F like Ayrton Senna. Of course, the IS F makes this a hard thing to refrain from doing. Lexus wanted the IS F to have an emotional sound, and it does thanks to a dual air intake whose second plenum opens up around 3600 rpm with a satisfying guttural roar. It’s a noise that says, “We are going fast now!” and it doesn’t lie.
An eight-speed automatic is standard, and the new transmission has the same footprint as the six-speed automatic in the IS350. In manual/sport mode, second through eighth gears have a direct connection to the transmission, just like a stick, thanks to a locked torque convertor. Only first gear has the usual autobox disconnect, to avoid stalling when stopped at traffic lights. It shows, too–the shift from first to second is delivered with a hard, solid jerk reminiscent of a heavy-clutched supercar, while blipping through the rest of the gears is smooth as butter. Once underway, the IS F offers lightning-quick direct shifts through steering wheel paddles and is one of the fastest and most intuitive systems on the road today. Attempting to reach the IS F’s limits on public roads is an exercise in stupidity, but nailing it into tight bends and downshifting elicits an instantaneous and satisfying response from the paddles. It still lacks the sheer joy of driving with a clutch pedal, but the IS F’s rapid gear changes will make for good track times.
The suspension geometry is the same as that of the IS350–double wishbones up front and a multi-link rear. However, the lowered stance and massively stiffened springs and shocks at all four corners give the IS F a much harder edge and greater limits. Stiffer suspension bushings and subframe mounts are used to improve road feel and control at the limit, and the IS F is a very communicative, easy-to-drive performance car as a result. Special 19″ BBS directional wheels in staggered sizes are unique to this car, as are the monstrous six-piston Brembo brakes up front.
The IS F’s standard VDIM system also features a sport mode, that allows a little bit of slip to facilitate high-performance driving. Unlike in other Lexus products, the IS F’s VDIM can also be turned off completely, a nod to those hairy-chested drivers who are really hoping to wreck their IS Fs. Make no mistake–even with the electronic aids turned on, this car is powerful enough to be quite an entertaining handful to drive.
Interior modifications are tasteful. The seats are heavily bolstered, and available in monochrome black or high-contrast black and white interior treatments. With the darker seats specified, the IS F’s interior is somber and businesslike, but the elegant, watch-face gauges and impeccable build quality are reminders that this is still a luxury vehicle. Aluminum sport-style pedals and metallic trim on the console are also indicators of the IS F’s exalted sports-sedan status. Optional equipment includes a navigation system and back-up camera, Lexus’ cool Intuitive Park Assist (IPA) and a Mark Levinson Premium surround-sound system.
Which raises the obvious question: is the IS F ready to be added to the sports-car alphabet soup that’s already out there? Is it worthy of being mentioned in the same breath as M,AMG, V, S or R? It most certainly is. With a powerful yet refined V8 and handling reflexes to match the power boost, Lexus’ first “F” vehicle is more than ready to join the race. The MSRP has been set at $56,765, and for the alphabet-soup performance crowd, that’s not too bad.
Specifications:
All specs are for the 2008 Lexus IS F
Length: 183.5 in.
Width: 71.5 in.
Height: 55.7 in.
Wheelbase: 107.5 in.
Curb weight: 3780 lb.
Cargo space: 13.3 cu.ft.
Base price: $56,765
Engine: 5.0 liter DOHC 32-valve V8
Drivetrain: eight-speed automatic transmission, rear-wheel drive
Horsepower: 416 @ 6600
Torque: 371 @5200
Fuel capacity: 16.9 gal.
Est. mileage: 16/23
2008 Jaguar XJR
Aug 1st
You know that friend who’s always messing up and can’t seem to win for losing, but who’s so much fun to be around that you just can’t stop hanging out with him or her? That’s the Jaguar XJR in a nutshell. Jaguar’s flagship sedan isn’t the best or the most respected of large sports sedans–but when it’s good, it’s good enough to make you forget about its many flaws. Like that buddy of yours, you’ll be willing to overlook the occasional screw-up just to keep it around.
Jaguar itself has had a long run of mixed fortunes, of course. The brand’s future is in question thanks to its recent sale by Ford Motor Company to an Indian automotive firm. Where that’s going to go is anyone’s guess. Jaguar’s current product lineup is the best it’s been in years however, and the “heritage” flag is carried strongly by the XJR, the highest-performance variant of Jaguar’s big XJ sedan series.
Jaguar’s XJ series doesn’t look like any of its competition. The design comes from a different era of sport sedans, and the XJR is low and long compared to any BMW or Lexus. The flattened three-box form is cigar-shaped. The big Jag has received some subtle styling tweaks for 2008, including chrome “power vents” in the front fenders, additional chrome at the rear and a redesigned rear bumper. The quad headlamps up front look retro but are thoroughly modern, with integrated HID and running light units. 20-inch wheels are standard.
The interior is also a radical departure from what one might expect in a modern luxury car, a sort of step sideways in time. In some ways it’s a good departure, as the low roof and snug passenger cabin seem out of place in a vehicle this size, while the choice of high-gloss burl walnut or elm wood trim and acoustic-laminate glass are elegant enough to make it clear that the XJR is something special without resorting to the less personalized boardroom luxury of a BMW or a Lexus. Other departures aren’t quite as welcome: the jellybean buttons in the center console controlling the less-than-stellar navigation system and a lack of standard satellite radio are glaring omissions in an eighty thousand-dollar car. The front-seat passenger has less legroom than in some cars, because the XJ series is designed to maximize rear-seat legroom. There’s also no trunk pass-through. Gripes aside, what the XJR can offer is comfortable (though snug) seating for four, heated and cooled front seats, radar-based cruise control, and a rear sunshade on the standard-equipment list. Bluetooth connectivity is also available. Passengers used to the generous space and obvious gadgets to be found in most modern luxury sedans wondered aloud at the XJR’s base price, however.
Like your stumblebum friend though, the XJR’s saving grace more than makes up for any of its social shortcomings, and most of the detractors shut up when the pedal hit the metal. The XJR’s personality is all in the 4.2 liter supercharged, intercooled V8 under the hood. When that supercharger gets to moanin’, the XJR demonstrates some serious, 400-horse forward urge. The all-aluminum engine features variable cam phasing and is responsive throughout the rev range. Special pistons and a twin-pump fuel system are used to ensure that it can take the punishment that high-performance driving will dish out. And dish the XJR will. It’s best to ease the power in gradually, foregoing maximum acceleration because the big Jag will spin the rear wheels in a most undignified way, fighting with its own traction control, if given full power from a stop. Roll-on acceleration is heavenly, and the XJR will pull hard well into triple digits. Luxury-car buyers won’t like it; the supercharger is too loud and the power delivery too coarse. Enthusiasts, on the other hand, will share in the XJR’s unabashed accelerative glee.
The XJR is more than just a big engine, too. Lightweight aluminum construction results in a body that’s surprisingly tossable for its size. Plenty of cars can go fast–the special ones can do so while giving you a sense that they know what they’re doing. The XJR handles like it’s on rails. It’s surprisingly at home even on a race track, thanks to double wishbones with air springs at all four corners. Jaguar’s unfortunately named Computer Active Technology System (CATS) active suspension is upgraded for high performance driving in the XJR. Front and rear suspensions ride on isolated subframes, to provide a race-car handling without a punishing ride. Larger brakes are of course a part of the XJR package. The XJ series is split into short- and long-wheelbase models, and the XJR is available only on the shorter platform, for improved handling (the stretched XJ Super V8 that shares the XJR’s supercharged powerplant is no slouch either, but that’s a review for another day). Turned loose on a track, the XJR seems to dive instinctively for the apexes and delights in hitting the braking points at every turn. The XJR is so confidence inspiring that it feels almost like the car knows the track better than I do.
The XJ series has gotten a raw deal in comparison to its competitors from Lexus, BMW, and Mercedes, but taking the big sedan out on the track reveals part of the reason for that–this is where its heart truly lies, burl walnut trim notwithstanding. For drivers who are willing to compromise a bit in on-road luxury and interior space, the XJR provides a pleasant departure from the status quo. XJR pricing starts at $84,250, a premium of about twenty grand over the standard XJ.
Specifications:
All specs are for the 2008 Jaguar XJR
Length: 200.4 in.
Width: 83.0 in.
Height: 57.0 in.
Wheelbase: 119.4 in.
Curb weight: 3958 lb.
Base price: $84,250
Engine: 4.2 liter supercharged V8
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 400 @ 6100
Torque: 413 @ 3500
Fuel capacity: 22.3 gal.
Est. mileage: 15/22
2008 Ford Explorer Sport Trac
Aug 1st
A recent winter storm gave me the opportunity to reminisce about the snowstorms of my youth; as soon as the white stuff began to bury the city, we’d be out in it with our sleds and snow-block makers at the ready. Whether or not school was closed, a big snowstorm was cause for celebration, and an excuse to break out a bunch of special snow-day toys.
Things haven’t changed all that much. With eight inches of snow blanketing my home town, I was up at the crack of dawn, eagerly pulling out adult-sized “toys:” the trusty Ariens snowblower and a 2008 Ford Explorer Sport Trac.
More utilitarian than the average SUV, yet not quite a full-fledged pickup truck, the Explorer Sport Trac is a perfect grown-ups’ toy. Since its introduction in 2001, it’s been basically the same vehicle; an Explorer with a small pickup bed in place of the cargo area. A ground-up redesign last year added a V8 engine and improved strength and comfort, but the basic concept hasn’t changed. For 2008, the Sport Trac gets new colors and added convenience features.
The Explorer Sport Trac’s 4.5-foot bed is perfectly sized for tasks like hauling a snowblower across town to help one’s friends dig out. With the optional two-piece tonneau cover folded back, there’s room for a decent-sized piece of yard or leisure equipment. The Sport Trac’s sheet molded compound (SMC) bed is dent- and scratch-resistant as well. The standard flip-out bed extender cuts the cargo space in half when it’s not being used, however, and hauling a quantity of groceries or smaller items in the Sport Trac’s high-sided bed is hopeless if you intend to keep them from tumbling about. At the other end of the spectrum, it’s not large enough to carry a full-sized sofa or an ATV. Think of it as the basket on the back of a Big Wheel, not a carry-everything Radio Flyer wagon.
On the plus side, the Sport Trac is a good-looking truck. The stubby bed and muscular fender flares give it good proportions. The face is shared with the Explorer SUV, with a bold chrome grille flanked by the “nostrils” that grace all of Ford’s trucks. The bed is purposeful, with visible tie-down cleats along the sides, and there’s an available roof rack for carrying even more gear up top.
Once the heat kicks in and the heated windshield takes care of the ice, the plain cloth interior makes a good temporary office to retreat to on a blustery winter day. Large cupholders ensure secure storage for mugs of hot chocolate, and the center console will swallow spare gloves and hats with ease. The floor is even rubber-lined with carpets on top, for easy cleaning. The instrument panel is the same as the Explorer’s, with a handsomely laid out center console, a slightly outdated radio interface and the infuriating, top-mounted door handles that most passengers have expressed a strong dislike for as they sacrifice some function in the name of style. Side airbags and a power rear window are standard equipment. For longer wintertime trips, the available voice-activated navigation system and Sync hands-free phone and music controls add a measure of high-tech luxury to this relatively low-tech truck.
As I headed out onto un-plowed streets, the Explorer Sport Trac’s available four-wheel drive made short work of the slippery pavement. With the optional 292 horsepower 4.6 liter V8 under the hood, there isn’t much that’ll stop a Sport Trac, other than a gas station. The V8 is pleasantly powerful, but it’s also thirsty and the Sport Trac drinks fuel at a very trucklike rate. A more fuel-efficient 4.0 liter V6 is also available, with a five-speed automatic transmission. V8-equipped Sport Tracs get a six-speed auto. This truck has decent freeway manners and a pleasant enough ride to carry five passengers without complaints. The V6 and V8 will tow up to 5260 and 7160 pounds, respectively. The four-wheel drive includes a low-range for serious off-roading, like a proper weekend toy should.
Suspension-wise, the Sport Trac is all truck underneath. The short-long arm front suspension and independent rear are shared in their basic form with the Explorer, and active safety aids like Ford’s Advance Trac stability control and Roll Stability Control (RSC) are available. Four-wheel disc brakes with ABS are standard equipment.
The Sport Trac tackled the cold, snowy weather gleefully, and was on hand to work and play until I was cold and ready to go inside for the day. It’s got its practical uses, but at heart the Sport Trac is as much a toy as a metal-runner sled or toboggan. Good luck getting your parents to buy one for you, though. Sticker prices on the Sport Trac start at $28,505 for all-wheel drive models. My snow-ready tester featured heated mirrors and windshield, a trailer hitch, adjustable pedals, the optional tonneau cover and cargo extender and Sync and carried an MSRP of $33,425.
Specifications:
All specs are for the 2008 Ford Sport Trac.
Length: 210.2 in.
Width: 73.7 in.
Height: 72.5 in.
Wheelbase: 130.5 in.
Curb weight: 4830 lb.
Towing capacity: 7000 lb.
Base price: $28,505
Price as tested: $33.425
Engine: 4.6 liter SOHC 3-valve V8
Drivetrain: six-speed automatic transmission, four-wheel drive
Horsepower: 292 @ 5750
Torque: 300 @ 3950
Fuel capacity: 22.5 gal.
Fuel economy: 13/19