Fuel Infection
Automotive Reviews
2004 BMW 530i
Nov 9th
For those BMW fans who hated the looks of the 7-Series, redesigned in 2002, and who can’t stand the sight of the new Z4, we have some bad news. The distinctive “flame surfacing” design theme isn’t going away any time soon, you see. The 2004 BMW 530i is the latest offering from the German manufacturer to display the carefully sculpted, organic surfaces that have been envisioned on BMW show cars for years.
The new bodywork is evidence of a ground-up redesign. In addition to the new face, the 530i reenters the competitive sports sedan market with new engines and new technology, from front to rear (adaptive headlights and taillights) and ground to roof (run-flat tires and driver’s head-up display). The controversial iDrive accessory interface system also pops up in BMW’s new midsize sedans.
As in the past, this is a three-model series, with the 525i, 530i and 545i being distinguished mainly by their engine displacements. The 525i and 530i are powered by the torquey inline six-cylinder engines at which BMW excels, with 184 and 225 horsepower, respectively. The engines have been re-tuned for better throttle response. The newly designated 545i borrows its 4.4 liter V8 from the 7-Series and hits the street with 325 horses. BMW’s Valvetronic system works as a high-tech electronic throttle, varying intake and exhaust valve timing and duration instantly in response to the driver’s inputs for maximum efficiency and power. In keeping with BMW’s performance bent, all available transmissions are six-speeds. We drove a six-speed manual, and it’s one of the best we’ve had the pleasure of sampling. Enthusiast drivers will find that the 530i practically heel-toe shifts itself.
To improve the 530i’s already impressive suspension responses, BMW’s engineers reduced the unsprung weight with the extensive use of aluminum components. Subframes, strut tubes and steering rack are all aluminum-intensive. Sporty rack-and-pinion steering replaces the luxury-oriented recirculating-ball units used on previous 5-Series cars. The 530i has what might be the quickest steering of any car we’ve tested to date, including the wish-quick MINI Cooper and Honda S2000. We actually clipped a curb before we got used to the 530i’s surprising reflexes. On models equipped with the Sport package BMW offers a unique “active steering” system, which can vary the steering ratio (as opposed to varying steering effort, which most performance cars do) according to speed.
It seems like BMW increases the size of the brakes with each successive generation, and the limit hasn’t yet been reached because the new 5-Series sports larger discs at all four corners, too. Brake calipers are also aluminum, to reduce weight.
The redesigned 530i looks much like a smaller version of the 7-Series, with hooded headlamps that make the car appear to be leaning forward. Short overhangs front and rear mask the fact that the wheelbase has been lengthened just over two inches. The twin-kidney grilles create a character line that’s carried into the hood, which is aluminum for additional weight savings. BMW fans call those distinctive ringed headlights “angel eyes,” and they’re a 5-Series hallmark as well. The high trunklid that caused so much controversy in the 7-Series is present in a modified form; whether the BMW purists will revolt remains to be seen. What you won’t see from behind the wheel are the active brakelights, which feature additional, inboard lights that illuminate only under hard braking.
The stretched wheelbase improves rear cabin space, with more legroom and a much larger trunk. BMW calls the dash a “double wave.” Another feature that’s received mixed reviews in other BMWs is the iDrive system, which uses a single controller to access multiple accessory functions. Unless you’re a big fan of reading the owner’s manual, it’s annoying as heck, and we wish BMW would make a version of the 530i available without it. A navigation system is available, as is a head-up display. Not high-tech enough for you? All 5-Series models feature tire pressure monitors, Dynamic Stability Control, rain-sensing wipers, and side-curtain airbags. Options include active cruise control and parking assist, both of which use ultrasonic sensors to detect obstacles. It’s worth noting that BMW’s electronic doodads aren’t as quirk-free as those to be found on competitors from Lexus and Mercedes, however. The parking assist sometimes chimed warnings when the car was on the road as it picked up the vehicle behind us, and once remained completely mute as we backed into our darkened driveway and hit our own car! This did not leave us feeling confident about the 530i’s willingness to be a luxury car in addition to a sports sedan.
BMWs have never been inexpensive and the new 5-Series is no exception, with prices for the 525i starting at $39,995 and heading north from there. The mid-range 530i starts at $44,995. Drivers who want a car that’s never going to ask for any attention would do well to consult Lexus or Mercedes showrooms. If you’re looking for a member of an unbeatable sports sedan lineup, however, the 530i is very much worth it.
Specifications:
All specs are for the 2004 BMW 530i.
Length: 190.6 in.
Width: 72.7 in.
Height: 58.0 in.
Wheelbase: 113.7 in.
Cargo space: 14.0 cu.ft.
Base price: $44,995
Engine: 4.4 liter DOHC 32-valve V8 (545i)
Drivetrain: six-speed manual or automatic, rear-wheel drive
Horsepower: 325 @ 6100 (545i)
Torque: 330 @ 3600
Fuel capacity: 18.5 gal.
Est. mileage: 18/26 (est.)
2004 Audi A4
Nov 9th
There’s nothing quite like the confidence of driving with all four wheels. Case in point: 2004 Audi A4 versus surprise early-spring Michigan snowstorm. As the snow came down and the salt trucks were sluggish to respond, drivers were fishtailing left and right. The medians were full of overconfident sport-utes. Meanwhile, our serene silver sedan plowed through the worst of it without a complaint, illustrating the results of Audi’s long-term love affair with all-wheel drive.
The A4 is Audi’s lowest-priced entry into the sports sedan market, and it’s a familiar face. Getting to know Audi means talking on their terms: “quattro” is the A4′s all-wheel drive system, and “Avant” is the station wagon version. The A4 can be had in sedan and Avant configurations. The 2004 A4 is much the same as it’s been for the past few years, with a few evolutionary refinements and satellite radio pre-wiring.
The understated good looks are shared with larger Audis like the A6 and A8. Thanks to low-clearance door handles and flush-mounted lighting, the A4 looks like it was milled instead of manufactured. The rounded, aerodynamic design is, at heart, a conservative three-box shape.
Audi does nice interiors. Our test car’s black leather was a bit more somber than we’d have liked, but the comfortable seats and indirect nighttime cabin lighting spoke of German luxury in a way that few things do. There aren’t as many storage cubbies for small items as in other cars, but the bank-vault build quality makes up for that deficiency handily. In fact it was that obviously Teutonic construction that brought our attention to the things the A4 lacked, such as heated seats, a trip computer, and steering-wheel mounted controls. Granted, all of the above are available on the A4, but our lightly-equipped test car didn’t have them. On the other hand, the satellite radio wiring can accept either XM or Sirius subscriptions, making it one of few cars that offers a choice of major service providers.
Confident, communicative handling is the A4′s forte, especially on quattro-equipped vehicles. When the road gets twisty, an aluminum-intensive four-link front and trapezoidal-link rear suspension offers fantastically quick reflexes. The suspension offers a good compromise between soft and taut. Audi also includes a permanently-engaged Electronic Stabilization Program (ESP) that reads the car’s intended path and individually brakes the wheels to keep the A4 on course. During the week’s ugly weather, ESP only flickered on and off once, a testament to the inherent sure-footedness of the quattro system. Although it’s a back-road carver, the A4′s suspension is supple enough for relaxed freeway cruising as well.
A choice of turbocharged four-cylinder or six-cylinder power is offered. We drove the 1.8 liter turbocharged four. It’s a versatile powerplant, available in several Audi and Volkswagen products, but it’s aging. 170 horsepower gets the A4 moving in an acceptable fashion, but the powerband is very finicky. At low revs it’s easy to catch the turbo napping, and the A4 is sluggish. When the power comes on, it rushes gleefully to redline but can be difficult to modulate. The five-speed automatic transmission didn’t help, with lazy shifts and a mushy feeling. To make best use of the 1.8T engine, the six-speed manual transmission is a better choice. For drivers who don’t like turbo lag, the torquey, 220-horse 3.0 liter V6 will deliver greater satisfaction.
Overall the A4 remains a good choice among compact sports sedans, but it’s aging rapidly. Pricing starts at $25,550 for a two-wheel drive, 1.8T model, and goes up to just under $29,000 for the quattro.
Specifications:
All specs are for the 2004 Audi A4 1.8T quattro, which we tested.
Length: 179.0 in.
Width: 69.5 in.
Height: 56.2 in.
Wheelbase: 104.3 in.
Curb weight: 3550 lb.
Cargo space: 13.4 cu.ft.
Base price: $28,800
Engine: 1.8 liter DOHC turbocharged inline four-cylinder
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 170 @ 5900
Torque: 166 @ 1950-5000
Fuel capacity: 17.4 gal.
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