Fuel Infection
Automotive Reviews
2004 Cadillac XLR
Dec 13th
Regardless of what you know about its origins, the Cadillac XLR is not just a Cadillac Corvette. It’s true that this big, two-place sedan shares platforms (and an assembly line) with Chevrolet’s legendary sports car, but the wide-track stance and the woof from the exhaust are the only things that are the same.
This high-tech grand tourer for two is a direct attack on German luxocruisers like the Mercedes SL, and it underscores Cadillac’s intent to remain a powerful force in the luxury market. Like the SL, the XLR has a retractable hardtop, V8 power and more electronic gadgets than you can shake a stick at, from heated and cooled seats to a head-up display.
Cadillac is careful not to mention the ‘Vette in any of the XLR’s promotional materials, but this roadster’s proportions make the relationship clear. Influenced by the Evoq show car of 1999, the XLR is the most extreme example yet of Cadillac’s flat-surfaced, edgy design. No cookie cutter roadster, this; the XLR is a flying doorstop. With super-coupe competitors from Mercedes and BMW angling for a more organic look, the sheer, wide-hipped lines of the XLR really stand out. Run-flat tires eliminate the need for a spare, which is a good thing considering the size of those 18″ wheels. Vertical headlights and taillamps that wrap into the top of the decklid ensure that the light signature is just as distinctive at night. Best of all for Cadillac fans, the wild design retains an unmistakable family look.
Not content to just stop with the design, the dream-makers at Cadillac have equipped the XLR to impress as well. First and foremost is the retractable hardtop, which transforms the XLR from two-place coupe to convertible in about thirty seconds. Top-up and top-down, the XLR is really two different cars. With the roof in place, it’s luxurious transport for two; with the roof stowed in the trunk the woof from the exhaust comes in, and it becomes a more aggressive roadster. We think it looks best with the squarish top folded, making the big-wheeled, slab-sided design stand out at the curb. Unfortunately the top eats up about half of the trunk space when it’s down, so pack carefully.
Inside, the XLR is equal parts Stealth fighter and country club. Space-age add-ons like keyless entry, adaptive cruise control and a touch-screen controlled DVD navigation system are draped in leather and eucalyptus wood, and the satiny aluminum center console stack is a nice touch too. The analog clock is an elegant unit designed in part by luxury Italian watchmaker Bvlgari. The technology is the real story inside, though. The keyless entry goes a step beyond the average key fob, as it’s intelligent. The car recognizes the presence of the key in the driver’s pocket, and unlocks automatically. The key doesn’t need to be inserted into the ignition to start the car, either. Good luck finding the door handles, by the way, because there aren’t any. The doors are opened by solenoids whose activation buttons are tucked away in recesses in the body. Once you’ve finished impressing your friends with that trick, get them out on the freeway to experience the Adaptive Cruise Control (ACC). Cadillac’s latest toy works similarly to the intelligent cruise control systems offered by Lexus and Infiniti, and uses radar to detect cars in front. If there’s nothing in the XLR’s path, it maintains a set speed, but should a slow-moving car blunder into the way, ACC can slow down and maintain a set following distance. ACC won’t stop the car if you’re about to drive it into a brick wall, however. That’s where the head-up display comes in, projecting speed and important driver information onto the lower portion of the windshield. And not only is there XM satellite radio, a DVD navigation system and a six-disc CD changer, but when the XLR is parked it will play DVDs on the navigation screen.
Under the skin, the four-corner double wishbone suspension is backed up by a Magnetic Ride system that even some hard-core car guys have trouble understanding. In a nutshell, sensors at the wheels measure wheel motion and adjust the shock damping using a fast-reacting magnetic fluid. What is means is that the XLR rides smoothly and tautly over most road surfaces, and keeps the tires in contact with the road over rough surfaces, a common bugaboo for sports cars. As for things that are easier to understand, the transmission is rear-mounted, to improve the XLR’s front-to-rear balance and add cabin legroom. Big four-wheel disc brakes with standard ABS bring the XLR to confident stops from the triple-digit speeds it’s capable of.
On the road, it’s not as memorable as one might expect a car in this class to be. The woof of the exhaust is similar to the Corvette’s, but it’s provided by Cadillac’s familiar Northstar V8. This is the first time Cadillac’s 32-valve V8 has been used in a rear-wheel drive car. Variable valve timing and electronic throttle control ensure smooth power delivery, vital considering the XLR’s 320-horse powerplant. Acceleration is brisk, and it should be since the XLR is actually the lightest car in its class, weighing in at less than even the visually smaller Lexus SC430. A five-speed automatic transmission is the only gearbox offered, and the XLR is a big, refined wedge at speed. There’s a bit more wind buffeting in the cabin than we’d like, and it’s less viscerally engaging than it looks, but the XLR is a solid performer.
With the European and Japanese luxury coupes and roadsters better than they’ve ever been, the first American entry into this market in a long while has its work cut out for it. We think the XLR is up to the task. Pricing starts at $75,385, but this droptop isn’t the least bit overpriced.
Specifications:
All specs are for the 2004 Cadillac XLR.
Length: 177.7 in.
Width: 72.3 in.
Height: 50.4 in.
Wheelbase: 105.7 in.
Curb weight: 3647 lb.
Cargo space: 11.6 cu.ft. (top up); 4.4 cu.ft (top folded)
Base price: $75,385
Price as tested: $76,200
Engine: 4.6 liter DOHC 32-valve V8
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 320 @ 6400
Torque: 310 @ 4400
Fuel capacity: 18.0 gal.
Fuel economy: 17/25
2010 Nissan Versa
Dec 11th
Okay, so the Nissan Versa is a high-efficiency, small-footprint subcompact. It competes with the Toyota Yaris, Chevrolet Aveo, Hyundai Accent, Honda Fit and other diminutive vehicles in the class that was vacated as the Corolla, Cobalt, Elantra and Civic moved upmarket, and it’s the least expensive vehicle in Nissan’s lineup. For 2010, there’s even a high-efficiency, low-price base model that stickers for less than $10,000. That’s the Versa’s reason for existing.
You would be within your rights to expect this car to be a slow, cramped penalty box. You’d also be wrong. The Nissan Versa is good news for entry-level buyers; it may be small and it may be inexpensive, but it’s a also real car.
The styling hasn’t changed significantly since the Versa was introduced in 2007. Sedan and five-door hatchback versions are offered. The one-box styling sports the large headlamps and short nose that are a hallmark of the class. A new grille for 2010 adds family resemblance to the rest of Nissan’s sedan lineup. The sedan’s lines are forgettably ordinary, but the hatchback has a unique C-pillar silhouette and a slightly bustled tail. The SL hatchback gets a standard Sport appearance package with a roof spoiler, subtle ground effects and a matching front fascia with fog lights. Sixteen-inch alloy wheels are available.
On the interior, the Versa has benefitted from improved materials. While the Altima, Maxima and Sentra have gained a bit more family resemblance to one another, the Versa’s cabin, oddly enough, seems to take cues from Nissan’s truck lineup thanks to a smooth, vertical gray plastic console. Woodgrain trim is available, and the instrument panel and interior trim have been updated and upgraded. The roomy interior is one of the Versa’s best qualities, and Nissan has successfully packed space for five into a very compact package. Rear legroom is the best in class, and you won’t feel bad for stuffing your friends back there. Amenities like an iPod jack and Bluetooth connectivity should appeal to techno-savvy buyers. Nissan’s iKey smart key is also available, enabling pushbutton starts and hands-free door unlocking. New for 2010 is an optional in-dash navigation system. Frugal doesn’t necessarily mean barren when it comes to the Versa.
A choice of fuel-efficient four-cylinder engines is offered. As the name suggests, the base Versa 1.6 sedan is powered by a 1.6 liter, 107-horsepower DOHC four. This very basic engine offers 26/34 fuel economy and a rock-bottom starting price. The standard Versa’s 1.8 liter four is a sixteen-valve DOHC unit producing 122 horsepower. On the road, this is a surprising amount of power, and the Versa has no trouble keeping up with traffic. Don’t forget, this car only weighs 2700 pound fully equipped, so a little bit of power goes a long way. The 1.6 liter engine is paired with a five-speed manual transmission or a four-speed automatic, while the 1.8 offers the option of a six-speed manual, four-speed automatic or continuously variable transmission (CVT). The CVT’s efficient operation enables the larger 1.8 engine to actually do better than the smaller 1.6 in fuel economy, with a 28/34 EPA rating.
Thanks to the large interior, the Versa seems to be less intimidated by larger cars than other subcompacts as well. Where the Aveo and Yaris tend to exhibit somewhat nervous behavior on the freeway, the Versa’s front-strut, rear torsion-beam suspension is planted and confident. Apart from some tire noise, the ride is reasonably quiet as well.
The Versa is a convincing argument for ditching a larger, less fuel-efficient car, and it was in fact the #10 choice of buyers trading in cars under the Cash for Clunkers program. With excellent road manners and more interior space than you’d expect, the Versa can do the work of a larger car with less consumption, and like the Honda Fit, it keeps a cheerful face while it’s doing it.
Pricing is attractive as well, with the 1.6 liter Base sedan starting at $9,990. A less basic version with an automatic transmission goes for $11,990, and hatchback Versas start at $13,150.
Specifications: All specs are for the 2010 Nissan Versa Hatchback
Length: 169.1 in.
Width: 66.7 in.
Height: 60.4 in.
Wheelbase: 102.4 in.
Curb weight: 2758 lb.
Cargo space: 17.8 cu.ft. (seats up); 50.4 cu.ft. (seats folded)
Base price: $13,150
Engine: 1.8 liter DOHC 16-valve inline four-cylinder
Drivetrain: continuously variable automatic transmission, front-wheel drive
Horsepower: 122 @ 5200
Torque: 127 @ 4800
Fuel capacity: 13.2 gal.
Est. mileage: 28/34
2005 Volkswagen Phaeton
Dec 5th
Yes, it looks like a giant Passat. But it isn’t.
Volkswagen’s new ultra-luxury sedan, the Phaeton, has been criticized for its anonymous face, but we had a moment that belied this. We found ourselves cruising through upscale Farmington Hills, Michigan, on I-696, and a Mercedes S-Class raced up alongside, braving triple digits to catch up, and then paced us. Within moments, there was another S-Class on our right, also matching our speed. The affluent couples in both cars were looking at the Phaeton and talking excitedly to each other. Even if the blue-collar crowd can’t tell this big VW from its lesser stablemates, we suspect that the people who can afford it have certainly noticed.
Volkswagen’s first foray into the high-luxury market was viewed with some skepticism and disbelief. After all, a $90,000 luxury sedan is not what you expect from a company whose name still harkens back to the days when it was an affordable “people’s car.” But the Phaeton came into existence nonetheless, with an innovative engine, all-weather handling and enough wood and leather to challenge Jaguar and Mercedes for spots in the executive parking lot.
First impressions are important in this class, and despite a resemblance to its lesser siblings, the Phaeton is impressive at the curb. It’s a big, car, just under 204 inches long, and much of that has been devoted to rear-seat passengers, as evidenced by the long wheelbase and oversized rear doors. The Phaeton is all about quiet elegance, with a wide, chrome-barred grille and projector headlamps. Fit and finish are precise and perfect. The big 18″ wheels fit nicely with the body without being ostentatious, and the four chrome exhaust outlets indicate the presence of the range-topping W12 engine. Everything, right down to the alloy trunk hinges, has an air of care and meticulousness about it.
Inside, the Phaeton is impressive whether you’re driving or riding in back. Up front, a sweeping cabin and wide wood console complement the dash. When the Phaeton is sleeping, wood covers slide down to conceal the radio and air vents. Slick cupholders push straight down into the console and lie flush when not in use. The front seats are adjustable in 18 directions; the heat-reflective coating on the side windows is shatter-resistant. The fit and finish inside is fantastic, of course, but then we’ve come to expect that from VW, and we couldn’t decide if it was really $40,000 nicer than what’s in the Touareg SUV. The navigation system was a sore point; even after reading the owner’s manual, we couldn’t get it to show street names. The Phaeton’s rear cabin is very much like a private jet. Both rear seats are multi-adjustable, and a moveable footrest on the floor makes living room-level comfort easy. There’s a screen for the four-zone climate control in the rear, and of course the back seats are heated. There’s an available massage function as well (BMW’s works better). Those triple-sealed, oversized rear doors are a bit heavy, but chances are back-seat passengers won’t have to pull them shut anyway–the doorman can do that.
A special car just isn’t impressive if it hasn’t got a special engine, and our test Phaeton didn’t disappoint. Volkswagen stuffed the groundbreaking W12 under the hood. This 6.0 liter twelve-cylinder engine was crafted by siamesing together two narrow-angle V6 engines side by side, thereby foregoing the need for a long engine compartment to contain a big V12. The double-V layout makes for an exceptionally strong engine block, and a powerful one as well. The W12 sings to the tune of 420 horsepower. On the road, the Phaeton is smooth and powerful bordering on terrifying, thanks to all the power on tap. It’s not a stoplight drag race champ by any stretch, but executives who have to make the airport on time will find that it’s still accelerating at 100 or so. Our metropolitan Detroit test loop had no room to let the Phaeton run. A five-speed automatic transmission with Tiptronic selectable gears is standard equipment. The Phaeton is also available with Volkswagen’s 4MOTION all-wheel drive, for added stability and confidence.
Unlike some VIP-haulers, the Phaeton is nice to drive, too. The ride is firm and comfortable, thanks to an adjustable air suspension that’s computer-controlled to adapt to different road surfaces and driving conditions. The Phaeton is poised when driven hard; the body rolls slightly, then takes a comfortable set while the tires howl. Making a 5400-pound car feel relatively un-ponderous is an impressive trick. 4MOTION all-wheel drive helps, as does the standard ESP stability control.
Safety equipment in Volkswagen’s premium road-tripper includes anti-lock brakes, a tire pressure monitor and eight airbags, including side-curtain bags. Electronic parking assist aids in easing this big car into tight spots.
The price of entry is steep, of course. How much consumers would pay for a luxury Volkswagen is the $64,000 question–literally, because Phaeton pricing starts just north of that. For the top of the line W12 we drove, the price of entry rises to $79,900. Our test car was decked out with the massaging rear seats, high-gloss paint and electronic parking assist, as well as being slapped with a $3000 gas guzzler tax, bringing the total cost to $91,415.
Specifications:
All specs are for the 2005 Volkswagen Phaeton W12.
Length: 203.7 in.
Width: 74.9 in.
Height: 57.1 in.
Wheelbase: 118.1 in.
Curb weight: 5399 lb
Cargo space: 13 cu.ft.
Base price: $79,900
Price as tested: $91,415
Engine: 6.0 liter W12
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 420 @ 6000
Torque: 406 @ 3250
Fuel capacity: 23.8 gal.
Est. mileage: 12/19