Fuel Infection
Automotive Reviews
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
2008 Suzuki SX4
01387 days
Suzuki is a brand best known for its tough compact SUVs and motorcycles, and the brand has never been one of the first names to jump to mind when considering compact cars. Oh, sure, the Suzuki Swift was an economy champ back in the day, and even a bit entertaining when turbocharged, but most people remember that car as the Geo Metro. Suzuki’s non-truck offerings since then have been somewhat forgettable, though the SX4 crossover, introduced in 2006, aims to change that.
The SX4 crossover distinguished itself by being one of the most affordable cars on the market to offer all-wheel drive (AWD). It’s a high-roofed, short-nosed five-door subcompact that replaces the quirky Aerio in Suzuki’s lineup. For 2008, the SX4 Sport sedan joins the lineup, offering a trunk-backed version. Unfortunately, the SX4 Sport also loses the AWD option. Trouble is, if you take away the SX4′s hatchback and AWD and it’s just not particularly interesting any more.
At a glance, the SX4 doesn’t leave much of a first impression. It’s more conventional-looking than past Suzukis have been, with a blacked-out honeycomb grille, arched-eyebrow headlamps and shortish overhangs front and rear. At the rear, partially clear taillamps and a deep bumper give the SX4 a contemporary, slightly custom look. 17-inch wheels are standard equipment on the SX4 Sport. The tall greenhouse and familiar Suzuki dip at the base of the A-pillar offer a bit of distinction and keep the SX4 from looking too awkward, but the result is that this little car doesn’t stand out, either.
Seating is tall, and you look out through a massive windshield over red-backlit gauges. The SX4 Sport will carry four passengers in comfort. The tall roof provides ample headroom, and the seating position is comfortable. Unlike many of its rich-feeling competitors, Suzuki’s compact feels like its price bracket, with cheap-ish plastic on the dash and economy-grade materials. That said, its well-built and there is some bang for the buck to be found here. Trivia: Suzuki claims that the SX4 has the roomiest trunk in its class. My test car also featured steering wheel audio controls, a tire pressure monitoring system, automatic climate control, an exterior temperature gauge and a fuel economy gauge, all of which have traditionally been unheard of in entry-level cars. Ditto the available keyless entry and start system. The SX4 is XM satellite radio-ready, can be had with Bluetooth connectivity, and its head unit can read MP3s as well as standard CDs. A six-disc changer with a subwoofer is available. Side and side-curtain airbags are standard equipment.
The 2.0 liter four-cylinder needs a bit of revving to get it moving. The SX4′s DOHC powerplant makes 143 horsepower, which is just a bit below average these days for a subcompact. The car’s relatively light weight makes up for some of this deficit, but the SX4 isn’t going to be joining the ranks of “hot” compact sports cars any time soon. Getting the most out of the little engine requires an aggressive foot and the standard five-speed manual transmission. A four-speed automatic is also available.
Once rolling, the SX4 Sport does a fine job of nipping through traffic. The suspension is standard economy car fare, circa 2001: MacPherson struts up front and a torsion-beam rear. The handling is nimble enough, thanks to a sport-lite suspension that’s been lowered 10 millimeters from SX4 Crossover spec and features KYB sport shocks and stabilizer bars, and the standard anti-lock brakes are good enough. It’s by no means a distinguished handler, but Suzuki doesn’t seem to have aimed for the bottom of the barrel either. It’s a bit prone to wandering on the freeway, especially in strong crosswinds. When it’s not trying to change direction, the ride is smooth and comfortable. The optional stability control available on SX4 Touring models might have calmed the my tester’s handling somewhat.
It’s a few steps better than “good enough,” and should please economy-minded buyers on a budget. Then again, it’s not much fun to step out of a car and say to myself, “Well, I’ve driven worse.” The SX4 is competent, but doesn’t offer much reason to distinguish itself from the rest of the subcompact herd except for a reasonable price and a lot of headroom. It’s aimed at drivers who are avoiding the imaginary stigma of a Korean nameplate but still want something less spendy than a Civic or Corolla, and the SX4 will deliver nicely for those folks. Without the availability of all-wheel drive it loses some distinction, but makes up for that with a lower bottom line and excellent warranty coverage–seven years or 100,000 miles with zero deductible on the powertrain. With a bottom line of $15,270 on my SX4 sedan test car, which included a healthy list of standard equipment, the SX4 is an appealing alternative indeed.
Specifications:
All specs are for the 2008 Suzuki SX4 Sport.
Length: 177.6 in.
Width: 68.1 in.
Height: 60.8 in.
Wheelbase: 98.4 in.
Curb weight: 2668 lb.
Cargo space: 15.0 cu.ft.
Base price: $14,770
Price as tested: $15,270
Engine: 2.0 liter DOHC four-cylinder
Drivetrain: five-speed manual, front-wheel drive
Horsepower: 143 @ 5800
Torque: 136 @ 3500
Fuel capacity: 13.2 gal.
Est. mileage: 23/31
2008 Toyota Land Cruiser
01387 days
It seems like there’s always been a Toyota Land Cruiser. This unstoppable off-roader has been with us since before the SUV breed was even defined, and if the market for 4x4s ever goes away it will probably be one of the last to leave.
You’d be forgiven for not knowing there’s an all-new Land Cruiser on the block for 2008. Never a common sight on suburban roads, the Land Cruiser has consistently offered a measure of luxury and all-terrain capability that’s hard to match, and the latest incarnation keeps the fire alive with a new, larger engine, better off-road performance and an all-new deisgn.
The fifth-generation Land Cruiser is definitely the most modern-looking. The traditionally upright looks are replaced with a more rakish look, as if the previous version were successfully cross-bred with the new RAV4 compact sport-ute. The Land Cruiser looks smaller than it is, thanks in part to standard 18″ wheels that fill the arches. The beltline is higher as well, and combined with the longish hood the Land Cruiser looks more like a station wagon than an SUV.
There’s a Lexus-like pushbutton start. In fact, the Land Cruiser is so well-appointed that it’s hard to imagine a Lexus version of it–though the upcoming Lexus LX570 is exactly that. Even without the Lexus badge, the Land Cruiser features comfortable leather seating for up to eight, keyless entry, a six-disc in-dash CD changer, moonroof, heated seats and a pushbutton start. I’m not so sure about fake wood trim in a $70,000 truck however, no matter how well-done it is. The instrument panel uses cool blue “Optitron” lighting. Four-zone climate control and an embarrassment of cupholders help to keep three rows of passengers comfortable in the Land Cruiser. The console has an available cool-box that will chill an entire six-pack–of something non-alcoholic, of course. The usual luxury suspects like a rear-seat DVD player and Bluetooth connectivity are also on the options roster.
With the new design comes new power; the Land Cruiser is now powered by the same 5.7 liter V8 that lives under the hood of the mighty Tundra. This dual overhead-cam engine cranks out 381 horsepower. Variable valve timing and electronic throttle control ensure that this power is delivered smoothly and as efficiently as can be expected from a lump of aluminum this size. The Land Cruiser has no trouble getting itself up to speed, a refreshing departure (no pun intended) from Land Cruisers past. Towing capacity is up to 8500 lb. A six-speed automatic transmission is standard, as is four-wheel drive. A new, compact transfer case is hooked up to a Torsen locking center differential for what the off-road guys call “beef.”
You wouldn’t believe it to ride in it, but the Land Cruiser has a solid rear axle and an old-school, full-length separate frame. The Land Cruiser is luxurious, but at heart it’s about toughness rather than economy, hence the stronger design. The new frame uses lightweight, high-strength steel to keep the Land Cruiser from being too porky on the road. A high-articulation double wishbone front suspension and a four-link mounting for the rear axle offer a ride smooth enough for a Lexus but flexible enough to deal with evil terrain. The Land Cruiser is packed to the gills with driving aids as well. Vehicle stability control, off-road anti-lock brakes, active traction control and a Land Rover-like Hill Start control system are along to make the ride equally compliant on pavement or turf. Off-road handling is enhanced by a very quick and precise steering box, and by the massive disc brakes at all four corners. To knock it out of the park, the new CRAWL control system is also available. When the truck’s in low range, CRAWL control takes over management of engine speed and output, brakes and the Downhill Assist Control to hold the Land Cruiser to a set speed of one, two or three and a half miles per hour. CRAWL control works going up or down hills, and in forward or reverse.
Toyota also debuts its Kinetic Dynamic Suspension System (KDSS) on the Land Cruiser. KDSS uses hydraulic control cylinders to vary the suspension’s stiffness and susceptibility to body roll, creating a convenient, best-of-both-worlds balance between on-road tautness and off-road articulation.
Pricing starts at $63,200, which means that you could almost purchase a twenty-year old Land Cruiser with the increase over last year’s starting price. The Land Cruiser is spendy, as it has been for several years, but it’s also always been worth the price tag for buyers needing a vehicle that can tackle vicious off-road tasks as well as more civilized suburban erranding. The bottom line is still somewhat high, but the new Land Cruiser still fulfils high expectations handily.
Specifications:
All specs are for the 2008 Toyota Land Cruiser.
Length: 194.9 in.
Width: 77.6 in.
Height: 74.0 in.
Wheelbase: 112.2 in.
Curb weight: 5690 lb.
Cargo space: 16.1 cu.ft. (all seats up); 81.7 cu.ft. (all seats folded)
Towing capacity: 8500 lb.
Base price: $63,200
Engine: 5.7 liter DOHC 32-valve V8
Drivetrain: six-speed automatic transmission, four-wheel drive
Horsepower: 381 @ 5600
Torque: 401 @ 3600
Fuel capacity: 24.6 gal.
Est. mileage: 13/18