Automotive Reviews
Posts tagged crossover
2008 Pontiac Torrent
01387 days
For some reason, I always forget how nice a vehicle the Pontiac Torrent is until I’ve slipped behind the wheel.
Maybe it’s because, in spite of its Excitement Division parentage, the Torrent isn’t all that exciting. Even the new, sported-up GXP model is still just a handy crossover vehicle when you come right down to it. Regardless of its performance capability or lack thereof, however, the Torrent GXP is easy to live with. For a suburban-bred crossover vehicle, that’s a quality that’s far more important than any skidpad number.
At a glance the Torrent doesn’t stand out much at all; it looks like any of the generic SUV/minivans humping around town on a given day. Stare for a while and some of the details will begin to jump out at you: the contoured hood, for instance, with its muscle-car style double scallops. Lower bumper extensions front and rear complement a lowered suspension to give the Torrent GXP a more sporting look, and eighteen-inch wheels are standard equipment.
To further earn those “GXP” letters, the Torrent GXP is blessed with a new 264-horse 3.6 liter V6. The engine uses variable valve timing to smooth power delivery and improve fuel efficiency, and is a huge advancement over the ancient 3.4 that powers the standard Torrents. The 3.6 provides eager response around town, and it’s got plenty of torque on tap. Front-wheel drive is standard, with all-wheel drive as a bad-weather stability-enhancing option. The standard six-speed automatic transmission hunts a lot on the freeway though, and the Torrent’s stability gets less enjoyable at high speeds. This sporty crossover is happier on surface streets. All-wheel drive is available.
Carlike MacPherson struts are used up front, with a four-link independent rear. Internal rebound springs and stiffer shock valving add a measure of sportiness to the Torrent GXP, and its cornering is decently flat for a vehicle of this size. Anti-lock brakes are standard. It doesn’t feel like the traditional, waddly SUV on the road, thanks to a lowered stance and the automotive platform underneath. Can it go toe-to-toe with BMW’s sport X3 crossover? Um, not exactly. The standard Torrent feels like a very short, well-behaved minivan; in GXP form, it feels like a well-behaved and lightened minivan, which translates to a decent degree of confidence on the road around town. The Torrent can tow trailers up to 3500 pounds, and the standard StabiliTrak stability control includes Trailer Sway Control programming that helps to mitigate control losses caused by wobbly trailers.
The Torrent GXP’s interior is lovely. I don’t often say that about a Pontiac, but considering the price point, the Torrent GXP looks great inside, with cloth seats, piano-black trim on the console and multicolored panels that feel good to the touch. The Torrent’s odd center console window switch placement is a holdover from previous models. The clever two-tiered console allows space to hide a purse out of sight. There’s comfortable seating for four, and available heated seats up front. People space is good but the 35.2 cubic-foot cargo area behind the seats is smaller than it ought to be (given the Torrent’s size) thanks to intrusive suspension towers. The availability of GM’s OnStar with its emergency contact and turn-by-turn navigation system just sweetens the deal.
In such a suddenly crowded market, it’s easy to overlook the Torrent GXP–I do this for a living, and I’m guilty of it, too. However, Pontiac’s got a very versatile, capable and comfortable crossover in the offering, and it’s worth a look. Torrent pricing starts at $23,470, and the cost of entry to the GXP model is $27,380. My tester had satellite radio, side-curtain airbags and the Sun and Sound package, which adds a sunroof and an improved sound system with a subwoofer, and stickered for a not-so-shocking $30,070.
Specifications:
All specs are for the 2008 Pontiac Torrent GXP
Length: 189.6 in.
Width: 71.4 in.
Height: 69.3 in.
Wheelbase: 112.5 in.
Curb weight: 3919 lb.
Cargo space: 35.2 cu.ft. (seats up); 68.6 (seats folded)
Base price: $27,380
Price as tested: $30,070
Engine: 3.6 liter DOHC 24-valve V6
Drivetrain: six-speed automatic transmission, front-wheel drive
Horsepower: 263 @ 6500
Torque: 250 @ 3100
Fuel capacity: 20.5 gal.
Est. mileage: 16/24
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 Subaru Outback
01387 days
Back in the day, the family car was expected to do everything–it wasn’t uncommon to see mattresses or furniture strapped to the roofs of sedans, or sports cars struggling through the snow in the dead of winter. In the new millennium, however, we’ve got an automotive landscape that’s diversified and specialized, and there’s a car, truck or SUV suited for just about every task you could imagine.
So where does that leave the old-fashioned do-all? Well, as it turns out, that’s a class of car that’s evolved along with everything else. In the Thirties, the ubiquitous Ford Model A was the car that could do just about anything. In 2008, cars like the Subaru Outback continue to fill that role. Freshened for 2008, the Outback is a road car, an off-road vehicle, a family sedan, and a cargo carrier. It’s even reasonably fun to drive, within its limits. For 2008, it gets a comprehensive round of updates to its styling, powertrain, suspension and interior.
Visually, the Outback hasn’t changed much. It sports a wedgy profile and tapered, boatlike prow that take some of the stodginess out of the station-wagon silhouette. The Outback’s face has been tweaked front and rear with a larger grille and newly stretched headlights. Overall the car’s familiar look has been smoothed and subtly modernized. Fans of the odd-duck Outback sedan will be disappointed to hear that the high-riding AWD four-door has been discontinued for 2008.
Much work has been done with the interior. The instrument panel is all new, with a fresh layout that borrows a bit from sports sedans. Black trim figures heavily into it, but a lighter lower section keeps the interior from resembling a cave. The available navigation system is nicely integrated into the dash front and center, and easy-to-read electroluminescent gauges are now used across the board. Subaru has made the Ouback’s interior look less cheap over the years, but there are a few subtle downmarket flaws still, like the action on the glovebox. Shorter passengers complained (loudly) that the leather seats were uncomfortably hard and poorly shaped, though taller folks didn’t seem to mind. The heated seats were a welcome option on twenty-degree Michigan winter nights. The available cargo area spill-mat is also handy. Like most sport-utes, the Outback is available with a wide range of dealer-installed accessories aimed at making cargo loading and hauling easier.
The 2.5 liter flat-four engine makes pleasant noises and 170 horsepower, but the four-speed autobox requires a firm stomp at times to wake it up. Merging in the four-cylinder Outback is an annoying and daunting process if you catch the transmission sleeping out of the powerband, a situation that we found ourselves in more than once. Power is otherwise adequate; freeway cruising is comfortably relaxed. Drivers who want more than “adequate” can step up to the Outback 2.5 XT Limited with its 243-horse turbocharged four-cylinder, or to the Outback 3.0 R L.L. Bean which is equipped with a 245-horsepower six-cylinder. Subaru’s standard Symmetrical All-Wheel Drive is unstoppable on snow, and in fact the Outback practically begged for drifts to plow through. The XT Limited and L.L. Bean Outbacks, Subaru’s SI-Drive system is also available, offering three-mode engine response that can be tuned to different road characteristics.
In any flavor, the Outback is a nasty-road champion, and enjoys hammering along at stupid speeds over cracked pavement, gravel and even the beat-up stretch of road that I use to evaluate the suspensions of my test trucks, floating and drifting through puddles but always in control. The suspension is independent at all four corners, and it’s got excellent balance and feel thanks to a low center of gravity. You wouldn’t know it from the driver’s seat, but the Outback rides high, with up to 8.4 inches of ground clearance. The Outback’s even got some limited off-road ability, thanks to its high-riding stane and the all-wheel drive’s sure-footedness. It’s got wood trim inside and a neat, luxurious interior, but the Outback begs to be used hard. Standard anti-lock brakes ensure that the fun doesn’t get out of hand.
All said, there isn’t much you can’t do with an Outback. Hauling the family, carrying groceries, making road trips and even banging along unfinished roads to get to a remote fishing spot, this car can do it all. Opt for the turbocharged Outback XT and it’s even got a hint of the performance that makes Subaru’s Impreza STi a favorite of driving enthusiasts. Pricing is reasonable as well; my test car was an Outback Limited and light on options, with only satellite radio and a convenience group that added cargo nets and an auto-dimming mirror, and it stickered for $29,312.
Specifications:
All specs are for the 2008 Subaru Outback.
Length: 189.0 in.
Width: 69.7 in.
Height: 61.6 in.
Wheelbase: 105.1 in.
Curb weight: 3395 lb.
Cargo space: 33.5 cu.ft. (seats up); 65.4 cu.ft. (seats folded)
Base price: $27,695
Engine: 2.5 liter horizontally opposed four-cylinder
Drivetrain: four-speed automatic transmission, all-wheel drive
Horsepower: 170 @ 6000
Torque: 170 @ 4400
Fuel capacity: 16.9 gal.
Est. mileage: 20/26