Automotive Reviews
Posts tagged hatchback
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
2004 Scion xA
Sep 23rd
Scion’s xA will probably have the unfortunate destiny of falling permanently in the shadow of its incredibly silly-looking yet endearing sibling the xB. As Toyota’s newest division is introduced across the United States over the next twelve months, we think the xB is going to be the one everyone remembers. The xB is outselling the xA by almost two to one, too.
Just because it isn’t the showman of the family doesn’t mean the xA has less to offer, though. Once you get it out of the shadows, this happy little buzz bomb is one of the most stylish commuters going. With a tough stance for its diminutive size and a price starting below $13,000, the xA is tangible evidence of Scion’s assertion that inexpensive cars don’t have to feel cheap or be boring.
You wouldn’t know to look at it, but the xA and xB share engines, transmissions and quite a bit of DNA. That’s where the similarity ends, however. The xA is a wedge-shaped four-door hatchback, with a high roof and character lines that make the it look smaller than it is. We were surprised by the car’s size when we got up close. Exaggerated, aggressive fender flares and a wide grille give the impression that the xA would rather not be trifled with, even if it isn’t very large. We like the rear end the best; the almost vertical backlight, blacked-out window frames and hint of a spoiler are vaguely reminiscent of “hot hatches” from the Eighties, in a good way. The 15″ wheels look small in this day of monster 20″ alloys.
Like in the xB, customers can order changeable footwell, cupholder and audio system lighting. A handy enclosed storage cubby in the dash also lights up inside. The xA’s styling preaches to the hipper-than-thou crowd inside and out, but there are a number of very thoughtful domestic touches as well. With plenty of room for four inside (five can squeeze in) and handy cargo hooks in the rear and on the backs of the front seats, the xA makes a tempting alternative to other bantamweight competitors like the Kia Rio and Saturn ION. With all four seats up, the cargo area holds only 11.7 cubic feet of stuff, but that expands to 32.8 with the seats down. The fit and finish is better than what we’ve seen on those cars, as well. Scion didn’t cheap out on the dash materials and upholstery just because its much of its target market was born after 1983. The centralized dash pod is easy to read, with a white-faced speedometer and a black-faced tachometer. Other cool points are the six-speaker Pioneer sound system, which can read MP3 files and sounds better than the average econobox player thanks to extra sound deadening.
The xA is powered by a 1.5 liter four-cylinder that’s similar to the one used in the Toyota ECHO. 108 horsepower doesn’t sound like much, but then this is a 2300-lb car. It’s geared nicely, with 105 lb-ft of torque available at 4200 rpm. The flyweight xA is more than capable of keeping up with any 300-horsepower SUV that lines up next to it. We liked the five-speed manual transmission best. A four-speed automatic is optional. The xA feels light on the highway, and doesn’t like high-rpm acceleration, so plan on-ramp assaults carefully. Around town, the small size and low-end torque make it an absolute darling for rush hour and parallel parking.
Speaking of the size, Scion took the bronto-SUVs that roam our freeways into account. The underlying structure up front forms an energy-absorbing trapezoidal cage. “Compatibility” crash tests were performed to judge the xA’s safety in collisions with larger vehicles, and the xA is equipped with standard anti-lock brakes and optional side and side-curtain airbags. Whether this will be enough to overcome the traditional American bias against small cars remains to be seen.
Keeping the tires on the road is Toyota’s familiar MacPherson front, torsion-beam rear setup. The xA is nimble and quick around town, and a delight to pilot even in heavy traffic. The suspension is responsive, which means that it’s probably a bit stiff for some tastes. Scion thinks that it’s what the hipsters the xA is aimed at are looking for though.
Perhaps the most notable aspect of the xA is that, like the rest of the Scion lineup, the emphasis is on personalization. The xA is sold as a single-price car, with the automatic transmission as the only factory option. From there, Scion buyers proceed to a buffet line full of add-ons, from strut tower braces for better handling to roof racks to subwoofers. The boutique nature of the Scion is almost like that found in Rolls-Royce and Maybach, only it costs a great deal less. $12,480 is the suggested price for the xA. The franchise started in California this summer, and will work its way across the country during 2004. The subcompact market is about to get a lot cooler.
Specifications:
All specs are for the 2004 Scion xA, which we tested.
Length: 154.1 in.
Width: 66.7 in.
Height: 60.2 in.
Wheelbase: 93.3 in.
Curb weight: 2340 lb.
Cargo space: 11.7 cu.ft. (seats up); 32.8 cu.ft (seats folded)
Base price:
Price as tested: $
Engine: 1.5 liter DOHC 16-valve four-cylinder
Drivetrain: five-speed manual, front-wheel
Horsepower: 108 @ 6000
Torque: 105 @ 4200
Fuel capacity: 11.9 gal.
Est. mileage: 32/38
2010 Kia Soul
Sep 18th
As a corporate entity, Kia is maintaining an upbeat mood in these times of financial crisis. Rather than battening down the hatches, the Korean brand seems to be steaming ahead at full speed, introducing all-new products left and right. Of course, the fact that Kia’s stock in trade is reliable and frugal vehicles with an affordable price tag means that times of economic difficulty are just the thing for catching the eye of consumers who might be trying to escape their overpriced SUVs and full-size cars.
If Kia hopes to get some attention, it couldn’t have hoped for a better object of desire than the Soul. Aimed at buyers looking for more style and personality than the average econobox offers, the Soul is an “urban activity” vehicle with a funky, boxy look and a range of quirky equipment to go along with it. While Scion readies its next hip leap forward, the Kia Soul aims to be the hottest ride going for the club kids.
That’s not to say that the Soul will only appeal to eighteen year-olds, however. The success of Honda’s Element among a wide range of buyers suggests that it’s not just twenty-somethings who like the box. Designed at Kia’s Southern California studio, the Soul is definitely boxy, but it’s got personality as well. Kia’s new corporate grille is the centerpiece of a rounded front end, giving the Soul a unique grin. The tall, squared-off body has a rising beltline meeting a slightly sloped roof, which injects a dose of drama. All of the roof pillars except the rearmost D-pillar are hidden. At the rear, vertical taillights emphasize the Soul’s cargo-carrying ability. Available sixteen- or eighteen-inch wheels and black trim give the Soul a sporty, modern look. The slab sides and big flat tailgate are just crying out for some MINI Cooper-style factory decals, though Kia hasn’t committed to making any available yet.
This top hat-shaped do-all is available in four trim levels; base, Soul+, Soul! (say “exclaim”) and Soul Sport. They’re distinguished mostly by equipment; the Soul+ adds body-colored exterior trim and keyless remote entry as standard. Things begin to get interesting with the Soul!, as a sunroof, fog lamps and eighteen-inch wheels join the standard-equipment list. The Soul Sport gets the most visual distinction, with a roof spoiler, ground effects and unique front and rear fascias.
Interior treatments are just as cool as the exterior styling. The boxy outside makes for a roomy inside, and Kia spices it up with a standard two-level glovebox and standard satellite radio. From a practical standpoint, the Soul offers a tall, comfortable seating position and a three-dial instrument panel with LCD lighting. USB jacks for MP3 players are located in the center console. The Soul! and Sport are rife with club-kid styling tricks, including available sound-activated LED lights inside the speakers and a cloth interior with an oversized houndstooth pattern. Bluetooth connectivity and a 315-watt sound system with subwoofer are also available.
The 1.6 liter four-cylinder engine under the hood of the base Soul suggests that this is no sport compact, and that’s pretty much true. 122 horsepower will only go so far, after all, even with a relatively lightweight 2500-pound body. Fuel economy, on the other hand, is a healthy 26/31, and makes the Soul a funky yet frugal do-all. Soul+, Soul! and Soul Sports come with a 2.0 liter four-cylinder that makes 142 horses and improves the fun factor slightly. Even with the standard five-speed manual transmission, the Soul drives like an economy car rather than a performance car. That ain’t a bad thing, of course; plenty of people will be just fine with a cool-looking, economical daily driver. A four-speed automatic transmission is also available for those who don’t want to shift during rush hour.
The Soul is a competent car but probably won’t do much for hard-core enthusiasts, at least not in stock form. MacPherson struts are used up front, with a torsion beam at the rear. It’s a fairly standard economy-car suspension layout, and it shows. On the road, the Soul feels rubbery, both in its suspension response and the controls. The Soul Sport improves things somewhat, with firmer springs and stiffer shock settings as well as larger anti-roll bars, though steering response remains somewhat distant and body roll a constant companion. Standard safety equipment is generous, and includes anti-lock brakes, Electronic Stability Control and traction control, and a tire pressure monitoring system. Kia’s 10-year, 100,000 mile powertrain warranty also applies to the Soul.
Kia calls this car “a new way to roll,” and it’s a frugal one, too. Soul pricing is surprisingly easy on the wallet, as is Kia’s style. $13,300 is the MSRP for the base model, and the Soul+ starts at $14,950. The Soul! and Sport each start at $16,950. Load it up with all of the available options, and a Soul Sport tops out at $18,600. With vehicles like this in the lineup, it’s no wonder that Kia’s outlook is a cheerful one, no matter what’s going on in the world around it.
Specifications: All specs are for the 2010 Kia Soul Sport.
Length: 161.6 in.
Width: 70.3 in.
Height: 63.4 in.
Wheelbase: 100.4 in.
Curb weight: 2800 lb. (2560 lb. base)
Cargo space: 19.3 cu.ft. (seats up); 53.4 cu.ft. (seats folded)
Base price: $16,950
Engine: 2.0 liter inline DOHC four-cylinder
Drivetrain: five-speed manual transmission; front wheel drive
Horsepower: 142 @ 6000
Torque: 137 @ 4600
Fuel capacity: 12.7 gal.
Est. mileage: 24/30