Automotive Reviews
Posts tagged AWD
2001 Volvo V70 XC
01065 days
Only one thing can save us from complete domination by hordes of sport-utility vehicles: a four-wheel drive station wagon can do all of the same things asked of by the average suburban SUV, but in a more efficient, better handling, less expensive package.
Enter the Volvo V70 Cross Country. Tough SUV looks, a raised suspension, off-road sensibility and capability enough to tackle anything that Ted the poser will want to do with his Mountaineer, surely? But what’s this? The Cross Country gets seventeen miles per gallon, and only costs, er, a little over forty thousand dollars…
We have met the enemy, and he is us!
The Volvo V70 started its SUV transformation in 1997, with the V70 XC. It was a V70 with SUV-like styling cues, all-wheel drive, and a mildly raised suspension–a Subaru Outback for the country club crowd. For 2001 the Cross Country takes that concept a few steps farther from its roadgoing stablemates, with an even more aggressive face and a more radical suspension lift. Following the success of Subaru’s Outback, Volvo decided to turn the Cross Country concept up a notch or two.
It’s hard to ignore the Cross Country’s assault-Volvo looks. A matte-colored nose cap, big, exclusive wheels, bold side cladding and a shiny metal skidplate under the front bumper distinguish it from lesser V70s. It’s a tall car, splitting the difference between SUVs and regular cars, but it doesn’t show unless the V70 is parked next to another car. The front fenders have been widened to make room for six-spoke aluminum wheels clad in aggressive Pirelli Scorpion tires that just beg for a mudhole or pile of snow to claw through. Aft of all that, the Cross Country is all retro-modern Volvo styling. Familiar design cues like the diagonally split grille, vee’d hood, beltline “shoulder” and top-to-bottom taillights leave no doubt that this is a Volvo.
Inside, the most obvious difference from other Volvo wagons is the addition of a large silver grab handle in the center console. We’re not sure which direction the car would have to be going in to urge passengers to seize it for support, and maybe we don’t want to know. Otherwise, being a Volvo inside isn’t at all a bad thing. Like the on-road V70, the Cross Country’s list of “surprise and delight” features is a mile long: a picnic table for the tailgate, an optional 10-CD changer and 150-watt subwoofer, a 40/20/40 split rear seat, an optional shopping bag holder for the cargo area, pen, water bottle, and credit card holders, rear air conditioning vents mounted at face-height, two different kinds of optional cargo cages, two different kinds of optional child seats, and so on, and so on. Volvo’s equally comprehensive set of safety features is also present.
When the going gets rough, the Cross Country is up to the challenge. One reason many suburban buyers have turned to SUVs is for the confidence that they offer, and the Volvo has that in spades. Its eagerness borders on overconfidence, actually; it’s easy to forget that this is a light-duty offroader at best. It may feel like it can climb a rocky mountain or ford a two-foot deep stream, but we don’t recommend trying that; 7.6″ of ground clearance may be more than a Ford Explorer’s and comparable to that of a Mercedes M-Class, but it’s not much when there isn’t a road. The Cross Country owes its high-stepping ride to those tall tires and longer struts. The wheelbase has also been lengthened slightly over that of the standard V70.
Much of the confidence is thanks to all wheel drive system, which has not changed much since the first Cross Country. Power can be distributed to the front or rear, depending on where it’s needed. Although the tall tires make handling somewhat sloppier than the standard V70′s, the Cross Country’s handling is worlds better than that of most SUVs. It doesn’t want for traction on nasty roads, either, thanks to the TRACS limited-slip system at all four wheels.
On the road or off, Volvo’s updated turbocharged 2.4 liter five-cylinder engine shines. The Cross Country makes good use of its 197 horsepower, and continuously variable valve timing is used to optimize fuel economy and smoothness. The light-pressure turbo keeps lag to a minimum, squeezing a burst of power when it’s needed. It’s at home and comfortable on the freeway or in town.
Now for the inevitable downside. All of that amazing mechanical and comfort equipment makes the Cross Country capable of filling the same role that a Lexus RX300 or a Mercury Mountaineer might. It also shows in the bottom line; the Cross Country starts at $34,900. Our test vehicle, equipped with a leather interior, a navigation system (with a nifty display that rises out of the dash), special thief-resistant laminated glass, heated seats and a third-row rear seat, hit the road at $43,480. That’s enough to buy two Honda CR-Vs. Ouch. All of that rugged equipment adds weight, as well. The 3699-lb Cross Country can only manage 17/22 mileage, which isn’t much better than the average V8-equipped sport-ute.
Don’t get us wrong. The Volvo V70 Cross Country is a wonderful, versatile vehicle, and an excellent alternative to a sport-ute. Just don’t imagine that it’s immune to all of a light-duty luxury SUV’s bad habits. It may have started out as an alternative, but for all intents and purposes, it’s become one of them. No, you won’t see one on the Rubicon Trail anytime soon, but the same can be said for the Lexus RX300, Mercury Mountaineer, Acura MD-X, BMW X5…need we go on?
Specifications:
All specs are for the 2001 Volvo Cross Country, which we tested.
Length: 186.3 in.
Width: 73.2 in.
Height: 61.5 in.
Wheelbase: 108.8 in.
Curb weight: 3699 lb.
Cargo space: 37.5 cu ft (seats up); 71.5 cu ft (seats folded)
Base price: $34,900
Price as tested: $43,480
Engine: 2.4 liter, DOHC turbocharged inline five-cylinder
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 197 @ 6000 rpm
Torque: 210 @ 2000-5000 rpm
Fuel capacity: 18.5 gal.
Est. mileage: 17/22
6/2009 update: The V70 XC is still desirable, and still somewhat expensive.
2009 Suzuki SX4
01114 days
The SX4 is an interesting little car that often gets lost in the shuffle of the rapidly-shifting subcompact market. Like its predecessor the Aerio, it showed up to the growing compact crossover party packing a fuel-efficient drivetrain, all-wheel drive, a versatile five-door body and outstanding reliability, but somehow managed not to make it onto the best-seller lists with this unique combination. Is this car a forgotten gem, or the answer to a question nobody asked?
A week spent with a five-door SX4 suggests strongly that the former is probably the case. The SX4 is available as a four-door sedan, called the Sport, and a five-door hatchback dubbed Crossover. The five-door is naturally the more useful of the two, offering a decent-sized cargo area, but in either form the SX4 is one of those magical vehicles that seems happy to do just about anything you ask of it.
Thanks to a strongly raked front end, a high-roofed body and short wheelbase, the SX4 resembles nothing so much as a handsomely carved wedge of cheese. Suzuki got design assistance from the legendary Italdesign design firm. I’m always a big fan of subtle touches like triangular “porthole” windows between the doors and windshield, and they keep the SX4 from fading completely into the background. The styling is confident without being aggressive, and gives the impression of being an honest, affable companion.
That impression is borne out nicely after even a short drive in the SX4. The 2.0 liter all-aluminum four-cylinder engine produces a modest 143 horsepower, but a broad powerband and high torque for the engine’s size mean that it’s more than adequate to the task of scooting the SX4 along at a good clip. With the standard five-speed manual transmission, Suzuki’s little do-all is actually reasonably fun to drive. It’s no sports car (though the SX4 has some rally-racing experience), but the average commuter will get along with it just fine, and the two-wheel drive’s 22/30 fuel economy is easy on the wallet as well. A four-speed automatic is available for drivers who don’t like to do the shifting themselves. Suzuki’s three-mode all-wheel drive is offered. The system can be operated in front-wheel drive, automatic all-wheel drive or locked all-wheel drive modes. The SX4 doesn’t have an off-roading gear, but the decent ground clearance and capable AWD system should serve it through bad weather and minor dirt-road adventures.
The SX4’s MacPherson strut front, torsion-beam rear suspension is a simple layout, but it drives well. This is in part thanks to the relatively light 2855-pound curb weight that gives it decent road feel, a step above the average economy car. You won’t feel that Suzuki has gone cheap on the rest of the underpinnings, either; four-wheel disc brakes and ESP stability control are standard equipment.
One place where the SX4 does show its sub-$20,000 price point is the interior. This is a car that’s comfortable enough–and that’s it. The quality of the plastics inside is decent and it’s spacious considering the small exterior footprint, but it’s clearly not luxury-car grade. That said, Suzuki has done a good job of keeping things friendly and easy to use. It’s laid out nicely, and a tall hip point makes the front seats more chairlike and comfortable than those of the average subcompact. Rear-seat legroom is also generous. The handy dash-top cubby becomes a hiding place for the available SuzukiTRIP navigation system. Provided by Garmin, TRIP stands for “Travel, Real-time Traffic, Information and Play.” The flip-up unit features a 4.3 inch touch screen display and comes preloaded with points of potential interest to Suzuki’s young, active-lifestyle customers, including music venues, road-trip attractions and good surfing spots in addition to the usual restaurant, gas station and ATM info. It’s also removable, unlike most permanently-mounted factory systems. The SX4 is one of the only cars in its class to offer navigation, and it’s actually standard equipment in two-wheel drive Crossover models. Fold the rear seats, and the SX4 will swallow up to 54 cubic feet of cargo, making it a serious rival to some small SUVs. Keyless entry, heated seats and automatic climate control are also available.
In addition to being a capable and comfortable do-all, the SX4 also has the distinction of being the least-expensive all-wheel drive vehicle on the market. Starting price for the SX4 Crossover is just $15,939 for the front-wheel drive model. All-wheel drive comes in at $16,049.
Specifications: All specs are for the 2009 Suzuki SX4
Length: 162.8 in.
Width: 69.1 in.
Height: 63.2 in.
Wheelbase: 98.4 in.
Curb weight: 2855 lb.
Cargo space: 54.0 cu.ft (seats folded); 16.0 cu.ft. (seats up)
Base price: $16,089
Price as tested: $16,373
Engine: 2.0 liter DOHC inline four-cylinder
Drivetrain: five-speed manual, front-wheel drive
Horsepower: 143 @ 5800
Torque: 136 @ 3500
Fuel capacity: 13.2 gal.
Est. mileage: 22/29
2009 Subaru Forester
01276 days
There’s no telling if Subaru knew it was onto something when it introduced the Forester in 1997. The tall-roofed, SUV-like all-wheel drive compact based on the Impreza platform as a strange bird at the time, but ten years later car-based vehicles with SUV capabilities are all the fashion. The “crossover” category is one of the most hotly contested in the market.
The Forester’s still a prime example of the breed, too. In response to a drastic increase in competition, the Forester is all-new for 2009, with a larger, more SUV-like design, a drastically modernized interior and a smoother ride. That’s all good stuff, but over the course of its existence the Forester has also developed something of a personality. Has Subaru managed to keep the do-anything spirit of the Forester intact?
The Forester’s new look is best described as inoffensive. No longer a boxy, high-topped station wagon, the Forester’s got sleek lines that are close in silhouette to the rest of the crossover crowd. Actually, that’s not completely true; it’s still a boxy, high-topped station wagon, but the new design is more streamlined and takes the corners off of the box. A Subaru family grille rides up front, with more angular headlights and a taller hood. At the rear, there are larger taillights and the fenders have a bulkier, more squared off look that works with the more angled greenhouse to give the Forester a more substantial look. In short, it’s gone somewhat bland. I lost the Forester in parking lots no fewer than three times, and I’m a lifelong car-spotter. Beyond the styling, the Forester’s got a 3.6-inch longer wheelbase for improved interior room, and rides on an all-new platform.
The interior is a vast improvement over Foresters past. The front seat cushions are too short, but everything else has been thoroughly upgraded. A more flowing “twin-cockpit” dash and console are accented with metallic, brushed aluminum-look trim and a high-mounted screen for the available navigation system. All Foresters are pre-wired for either XM or Sirius satellite radio, and the high-end audio system uses Audyssey MultEQ audio enhancement. The tall seating position offers great visibility, making the Forester easy to drive. Rear-seat hip and shoulder room have been increased, and one of the biggest sunroofs in the industry brings the sunlight to back-seat passengers. Like many Subarus, the Forester’s a cold-weather darling, with available heated seats, exterior mirrors and a windshield de-icer.
Front seat side airbags and side-curtain airbags are now standard equipment, and the Forester has a rollover sensor that tensions the seatbelts and deploys the head-curtain airbags.
As in Foresters past, power is modest. A 2.5 liter four-cylinder boxer engine provides 170 horsepower. Subaru’s i-Active Valve Lift System (AVLS) helps to broaden the torque curve, and a new dual exhaust reduces noise and backpressure. A 224-horse turbocharged version of the 2.5 is also available in the Forester XT. Tepid acceleration is a naturally-aspirated Forester trait. My tester required some patience when merging with traffic, and the Forester’s comfortable ride couldn’t always keep the blood pressure low enough to avoid making this annoying. A five-speed manual transmission is standard equipment; a four-speed automatic is also available. All-wheel drive is standard, of course–this wouldn’t be a Subaru otherwise.
What the Forester lacks in accelerative power it more than makes up for in drivability. The new chassis is nimble and responsive, with a much lighter feeling than the average sport-ute. MacPherson struts are used up front. At the rear, the new double wishbone rear suspension is mounted to a subframe for improved handling and improved cargo room. The Forester still has up to 8.9 inches of ground clearance as well, so it’s more able off-road than many larger vehicles. Subaru’s also lowered the center of gravity and widened the track to help inject a taste of the sporty WRX’s nimble handling into the new Forester, so this is an all-wheel drive vehicle that never feels ponderous or oversized. Vehicle Dynamics Control is standard equipment, and the stability and traction control gives the Forester a confident bearing on all surfaces. Four-wheel disc brakes with ABS are standard equipment as well.
The Forester’s gone from being a unique and distinctive vehicle to being one of the crowd. Whether you consider that progress or not, this is a multi-useful and durable vehicle. It’s also reasonably priced, with a starting MSRP of $22,495.
Specifications: All specs are for the 2009 Subaru Forester.
Length: 178.5 in.
Width: 70.1 in.
Height: 66.9 in.
Wheelbase: 103.0 in.
Curb weight: 3250 lb.
Cargo space (w/moonroof): 30.8 cu.ft. (seats up); 63.0 cu.ft. (seats folded)
Base price: $22,495
Price as tested: $25,011
Engine: 2.5 liter horizontally-opposed four-cylinder
Drivetrain: five-speed manual transmission, all-wheel drive
Horsepower: 170 @ 6000
Torque: 170 @ 4400
Fuel capacity: 16.9 gal.
Est. mileage: 20/26