Fuel Infection
Automotive Reviews
2003 Nissan Sentra SE-R Spec V
Sep 29th
Nissan’s entry into the growing muscle war among compact cars is a relative newcomer to the game. The Sentra SE-R doesn’t have the rally-bred cachet of the Subaru WRX or the Mitsubishi Lancer. Heck, even the Ford Focus has been rally racing. It hasn’t got the classic nameplate of the Mini Cooper, the giant-killer attitude of the upcoming Dodge Neon SRT-4 or even the next-big-thing versatility of Mazda’s Protege5. All the Sentra SE-R has is a nameplate that harkens to a wonderful little hot-rod coupe that flourished in the early 1990s, and even that’s been forgotten by all but the more dedicated gearheads.
That doesn’t stop the Sentra SE-R from being one of the better entries in this already-wonderful class, though. This micro-sports sedan combines ample power and fantastic handling into an everyday package, and that’s not an easy thing to do. The SE-R package adds a bit of spice to the basic Sentra with stiffer shocks, a bigger engine and bigger wheels. For even more fun, opt for the Spec V model with even more power and a track-bred suspension, order it in Sunburst Yellow, and go looking for a twisty road.
The sporty SE-Rs get a unique face, to distinguish them from cooking Sentras. It’s influenced by Nissan’s legendary overseas Skyline coupe model, with healthy side cladding and spoilers. Most noticeable is the gaping grille opening, with the friendly pedestrian chrome grill removed and replaced with a deep, air-sucking maw that drops into the bumper. Large fog lights and headlights with blacked-out trim give the Sentra SE-R Spec V a more race-ready look. 17” wheels are unique to the Spec V. Already a handsome car, the Sentra benefits hugely from the sporty styling package. A spoiler graces the trunklid. It’s more aggressive looking than Ford’s similarly-themed Focus SVT, but not quite as wild as the Subaru WRX.
The Sentra SE-R builds on an already decent interior with seats designed like those in the Skyline. These racer-oriented seats are comfortable enough to spend all day in. Subtle trim tweaks and nicer interior cloth for the SE-R eliminate the bargain-basement feeling that plagues the otherwise nice Sentra. The Spec V also has unique red-faced gauges and an overhead console that separate it from its econobox cousins. Our car was also equipped with the 300-watt Rockford-Fosgate sound system. It’s only got a single CD unless you pony up for the optional 6-disc changer, but with nine speakers and a subwoofer it’s plenty loud. There’s no point in being a boy-racer if you can’t sound like one.
Don’t waste your SE-R Spec V by cruising slowly up and down Main Street, though. That would be a terrible waste. The 2.5 liter four-cylinder is a source of amazing grunt. The Spec V’s 175 horsepower (35 more than in standard Sentras) is about par for the course in mini-sport sedans, but 180 foot-pounds of torque gives the Sentra SE-R pulling power matched only by the turbo cars. This car is happy to provide a squirt of power whenever you need it, in any gear. It’s all a bit much for the drivetrain sometimes; we experienced quite a bit of torque steer under hard acceleration. New for 2003 is a close-ratio six-speed manual transmission that cleans up some of the driveability problems of the 2002 model. The six-speed is standard on the SE-R Spec V and includes a limited-slip differential to help get the power to the road. Want an automatic? Then don’t get a Spec V; there isn’t one offered. Of course, with all the performance add-ons, the SE-R’s fuel economy goes right out the window.
But who cares? Find a few good curves to throw the SE-R into and you’ll forget all about those pesky fuel prices. On paper the suspension doesn’t sound like much; it’s basically the same independent front, beam rear setup as the basic Sentra. For the SE-R Spec V, however, Nissan has added super-stiff front and rear springs and a front strut tower brace, and the car is transformed. The SE-R is incredibly eager to scramble up and down twisty roads. It handles just as well as the rail-riding Focus SVT, or even the more expensive Acura RSX, but with all that torque available you don’t have to row the gears as much as you do on the other cars. Big four-wheel disc brakes with optional ABS haul the Spec V down when necessary. It’s a heck of a lot of fun, but be realistic–the all-wheel-drive, rally-bred Subaru WRX and Mitsubishi Lancer EVO will still leave you behind.
That’s no reason to feel bad. The Sentra SE-R Spec V offers plenty of giggles for the price, which starts at $17,199. Our $19,006 test car also included the “Audio Fanatic” package for the Rockford Fosgate sound system, a sunroof and floormats. What more could you ask for in a car that doesn’t break $20,000?
Specifications:
All specs are for the 2003 Nissan Sentra SE-R Spec V, which we tested.
Length: 177.5 in.
Width: 67.3 in.
Height: 55.5 in.
Wheelbase: 99.8 in.
Curb weight: 2707 lb.
Cargo space: 11.6 cu.ft
Base price: $17,199
Price as tested: $19,066
Engine: 2.5 liter DOHC inline four-cylinder
Drivetrain: six-speed manual, front-wheel drive
Horsepower: 175 @ 6000
Torque: 180 @ 4000
Est. mileage: 24/29
2004 Toyota Prius
Sep 25th
Having gotten the attention of the average buyer with the hybrid Prius in 2000, Toyota now has a new goal: to move hybrid technology into the mainstream. The Japanese manufacturer says it’s time to “convince customers that the Prius is a real car [instead of a] science project,” and backs this up with the 2004 Prius.
That’s not to say that the Prius isn’t a nerdy engineer’s dream ride, of course, because it still is. If it wasn’t, Toyota wouldn’t be able to call the hyper-efficient gasoline engine/electric motor combination the Hybrid Synergy Drive (HSD), at least not with a straight face. There’s a massive list of new technology in the 2004 Prius: shift-by-wire transmission, electric braking, vehicle skid control and traction control, electric-inverter air conditioning, pushbutton start, smart-entry keys, Bluetooth hands-free communication, and even more. There are also some preconceptions to be overcome, so listen closely: No, this hybrid-electric car doesn’t have to be plugged in. Ever. And yes, there are significant improvements in fuel economy and emissions over a regular gasoline engine.
The body is completely new. The wheelbase is six inches longer, and the car is five inches longer overall. It’s wider, too, broadening the interior to mid-size volumes. Toyota calls the body a “triangular monoform,” which seems to be a technical way of saying that it looks like a lump of Play-Doh that someone whacked a couple of times with a trowel. The front bumper-to-roof slope is nearly a straight line. The deep windshield and body color grille give the Prius a seamless face. There are little scallops in the roof–they’re there for aerodynamic purposes. Extra glass abounds; there are small windows in the A-pillar ahead of the mirror, and there’s a second glass panel in the tailgate, a la Honda Insight, for improved visibility to the rear. The taillights are LEDs with clear lenses, and the one-box shape masks the Prius’ size. It’s also a hatchback. According to the engineers, technically, it’s a liftback–did you know there was a difference? For the record, the angle of the rear door determines whether it’s a “hatch” or a “lift.”
The dash is less centralized in response to customer comments, but the cool power flow gauge is still there, to tell you what the HSD is up to. The LCD information screen is slightly bigger, with brighter colors. It also contains audio and air conditioning controls. It’s not always intuitive to use, however. There’s a translucent plastic cubby front and center on the dash, and a double glovebox. The digital instrument panel is far ahead of the driver, at the base of the windshield. The Prius’ interior is very neat and multi-surfaced, with pleasantly contrasting textures but not a lot of complexity. The ergonomics folks would call it “clean.” Some people complained about the velvety mouse-fur upholstery on the center console, but we liked it.
Thanks to a relocated battery pack, the rear seats can fold down, and the passenger seat folds flat for extended cargo carrying. Under the skin, cool things are happening, too. The air conditioner is driven by an electric motor, instead of an accessory belt. This system includes an electric water pump that circulates warm coolant for the heater, allowing the Prius to blow warm air when the gas engine isn’t running. The available Bluetooth hands-free system allows a wide variety of cool functions with compatible cell phones. There isn’t space to go into all of the possibilities, but imagine walking up to your car while making a cell phone call, having the doors unlock and the call transfer automatically to the car’s hands-free system as you get in. That’s just one of the things Bluetooth can do.
The key fob is inserted directly into the dash, and then the Prius is started with a jolly red “Start” button. The engine doesn’t always come to life, but a “Ready” light glows on the dash to let you know the car’s ready to go. The Prius’ HSD does its thing without any input from the driver–it knows what it needs. Like in the previous car, the 50-kilowatt electric motor is partnered with a 1.5 liter four-cylinder Atkinson-cycle gasoline engine in a high-tech tag-team match, and they switch off constantly for maximum efficiency. The gasoline engine shuts on and off smoothly, and without watching the power-flow gauge, we frequently couldn’t tell whether the gas motor was running or not. Once we learned, it was a fun challenge to see how far we could go without burning any gas at all. The air conditioning and heater are now electronic, allowing the gas engine to stay dormant even more frequently. Unlike Honda’s hybrids, the Prius can run on full-electric power for extended periods, which is the reason that its city mileage is better than its freeway economy. Better yet, the new battery pack is more powerful, lighter, and cheaper to produce. It’s one of the factors that let Toyota hold the line on the Prius’ price.
The outgoing Prius racked up a lot of complaints about the strange feel of its electrically-assisted brakes. A new, faster processor improves brake feel considerably, and now the Prius behaves like a proper car when you step on the brake pedal. Anti-lock brakes are standard, too. On the road, the short overhangs make for a car that’s easy to pilot around town. The overwhelming normalness of the Prius is even more pronounced with the new car. Without the power-transfer gauge, it would be hard to convince passengers that this wasn’t just a funny looking Camry, and that’s a very good thing.
After a short drive, we weren’t surprised to hear that about 10,000 of the 2004 Prius’ planned 35,000-car model run has been presold. The base price of $19,995 hasn’t changed since the Prius’ introduction, and stays the same for the all-new car as well. It’s bigger car that’s faster and uses less gas than its predecessor, but costs the same. How often does that happen?
Specifications:
All specs are for the 2004 Toyota Prius, which we tested.
Length: 175.0 in.
Width: 67.9 in.
Height: 58.1 in.
Wheelbase: 106.3 in.
Curb weight: 2890 lb.
Cargo space: 16.1 cu.ft.
Base price: $19,995
Engine: 1.5 liter four-cylinder gasoline engine and 50 kW
permanent-magnet electric motor
Drivetrain: continuously variable transmission, front-wheel drive
Horsepower: 76 (gas)
Torque: 82 @ 4200 (gas); 295 @ 0-1200 (electric)
Fuel capacity: 11.9 gal.
Est. mileage: 59/51
2004 Mitsubishi Galant
Sep 25th
It’s not enough to be a good car these days. Not everyone wants to be a fashion plate, of course, but cars that can’t stand out from the herds of generic three-box sedans clogging the freeways are increasingly doomed to also-ran status, no matter how good they are. As a result, the competent and conservative wallflowers of the industry have taken it upon themselves to dress up a little in recent years.
A lack of distinction has always been the only problem for Mitsubishi’s Galant. Long hailed as an equal to segment heavyweights Toyota Camry and Honda Accord, the Galant tended to get lost in the parking lot shuffle thanks to a face that was somewhat, ahem, understated. Actually it was downright anonymous. For 2004, Mitsubishi has changed that as an all-new Galant makes its debut, with a powerful new V6 engine and all-new family-look sheetmetal. It’s not a left-field design like the wacky Nissan Maxima, but the ‘04 Galant is identifiable as a member of the Mitsubishi family at a glance, and that’s a good thing.
The new design incorporates a beakish front end, with a split grille and a distinct character line that flows into the hood. The look was first seen on the Outlander SUV, and repeated on the Endeavor. As Mitsubishi revamps the entire lineup, the Diamante and Lancer will also take on this family sheetmetal. It’s striking without being weird, thanks to smoothly integrated lines. The car’s visual size is enhanced by a waistline which rises toward the rear of the car, and by rakish C-pillars at the rear. It’s considerably wider than the outgoing Galant, for improvements in interior room and handling. The rear is angular, with a vague resemblance to Volvo. New 16″ wheels are standard, with 17s available on the sporty Galant GTS, but the overall design is still generally subdued. Even GTS models get little more than foglights and special grille treatments to distinguish them. Mitsubishi says the new car “speaks softly, but carries a big V6,” which is apt, but we haven’t yet decided if we’re going to forgive them for the awful pun. As for the design, we got a thumbs-up on the freeway from a couple driving a Chrysler 300. We’re used to getting kudos while driving flashy Hummers and Jaguars, but not family sedans.
Under the skin, the new Galant is stronger, and Mitsubishi hopes this will translate into a quieter, more luxurious ride. The new interior is as eye-catching as the exterior, thanks to bold two-toning and a prominent center stack whose design was influenced by home entertainment systems. It’s similar to that of the handsome Endeavor, and lights up blue at night for mixed reviews. Contrasting trim flows from the dash into the doors, and the three-dial instrument panel is far sportier than previous Galants. On the safety front, side-impact airbags are available.
Two engines are offered. The 2.4 liter four-cylinder is similar to that offered in the new Lancer Ralliart, with Mitsubishi’s Mitsubishi Innovative Valve timing Electronic Control (MIVEC). MIVEC offers more aggressive cam profiles at higher engine speeds, allowing the 160-horsepower engine to work harder when it’s time for acceleration. The 2.4 is also on the low-emissions happy-list in several states. Leadfeet will want to upgrade to the all-new 230-horsepower 3.8 liter V6 that we drove. For the moment, this powerplant is the most powerful in the segment. The 3.8 is a torquey long-stroke engine, with most of its power available down low in the rev range. It’s happy on the freeway, too. Both engines are hooked up to a four-speed automatic transmission.
The suspension is familiar; MacPherson struts in the front and a multi-link rear, for a fully independent ride. The rear suspension is compact, to help maximize trunk space and keep the center of gravity low for better handling. The stiffer suspension available in the Galant GTS may be a bit too taut for some. Four-wheel disc brakes are now standard on all Galants, and traction control is available but somewhat lacking in reaction time compared to others.
The new Galant is available in four trim levels; DE, ES, LS V6, and GTS, in order of increasing price. The base-line DE comes with the four-cylinder engine and includes keyless entry, air conditioning and a CD player as standard equipment. The options list appears to contain a lot of trickle-down from the luxurious Diamante, with premium sound systems, leather interiors and wood trim on the menu. We drove a hot-rod Galant GTS, which was equipped with a selectable “manumatic” transmission, larger wheels and a stiffer suspension including a strut tower brace. Pricing for the ‘04 Galants hasn’t been set yet [that is, it wasn't set when this article was written in 2003! --author], but if it’s anything close to the current model Mitsubishi may find itself getting the attention of a lot of new buyers.
Specifications:
All specs are for the 2004 Mitsubishi Galant. GTS, which we tested.
Length: 190.4 in.
Width: 72.4 in.
Height: 57.9 in.
Wheelbase: 108.3 in.
Cargo space: 13.3 cu.ft.
Engine: 3.8 liter SOHC 24-valve V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 230 @ 5250
Torque: 250 @ 4000