Automotive Reviews
Posts tagged luxury
2004 Chrysler Crossfire
01024 days
It should be obvious from the design alone, but Chrysler’s brand-new Crossfire is definitely not a shy car. As soon as we got in, the Crossfire wanted to get on the freeway. It’s a proper “grand touring car,” and it certainly doesn’t like traffic. That attitude, as much as its rubberneck-inducing show-car looks, set it apart from the crowd.
The Crossfire rocketed into production after making its debut in early 2001 as a concept car. Chrysler showed a production version barely a year later, and it’s hitting dealers now. This baby coupe fits into roughly the same market niche as two-seat coupes like the Audi TT and Ford Thunderbird. It’s transportation for one or two people, with high style, and nothing more. But that’s not a bad thing; the Chrysler division needed a flagship, and the Crossfire serves that purpose admirably.
There’s no mistaking Crossfire for anything else on the road, thanks to the silhouette. A long hood sweeps up to the windshield and almost immediately drops to a dramatic fastback with a distinct, trapezoidal rear window. Because of the turret-top look, comparisons to the similarly low-roofed Audi TT are probably inevitable. The Chrysler has more relief and look-at-me power than the minimalist TT, especially in its louvered side aspect. Lines abound; the hood is raked by character lines, and a central “spine” runs from the grille to the tip of the Crossfire’s boat-tail. Up front, quad headlamps flank a bold grille in Chrysler’s latest family style; out back, large taillights and a prominent Chrysler logo ensure easy identification. The car hunkers down over big wheels–18″ up front and 19″ at the rear. Dual exhaust pipes exit in the center, like they did on all the old race cars. If you sense a bit of European mystique lurking in the oh-so-American lines, that’s because it’s built in Germany by long-time coachbuilder Karmann.
Inside, sharp automotive eyes will quickly discern the reason for the Crossfire’s rapid blast from fantasy to production; it shares a lot with the Mercedes SLK. Seats, dash architecture and switchgear are shared with Mercedes’ littlest roadster. Around these set pieces Chrysler’s designers have created a unique, three-tone interior that any SLK would be jealous of, however. The details are the coolest; the hood “spine” is mirrored in the dash and in the headliner, and the black-on-white gauges could be oversized vintage wristwatch dials. The Crossfire was just right for our narrow, six-foot-nothing frame, but taller and wider drivers will probably find the accommodations snug. Luggage space? There’s not much, but Chrysler does offer special fitted luggage for the Crossfire. Rear visibility is limited thanks to the tiny back window, and at 55 mph a pop-up spoiler more or less eliminates it entirely.
On the road, it’s quickly clear that the Crossfire isn’t a hard-core sports car. The 215-horsepower, 3.2 liter V6 comes more or less whole from the Mercedes SLK and produces adequate but not overwhelming power. Hooked up to an optional smooth, five-speed automatic transmission, it’s more relaxed around town than most hot rods. The Mercedes engine has the long freeway legs that the manufacturer is known for, and the Crossfire is happiest on the interstates. The five-speed automatic is selectable, but uses Chrysler’s AutoStick instead of Mercedes’ click-up, click-down manumatic. We prefer Mercedes’ tranny. A six-speed manual transmission is the standard gearbox, and helps to increase the Crossfire’s sportiness quotient.
Keeping the rubber on the road is a suspension consisting of double wishbones up front and a multi-link rear. This setup is pleasant enough on the SLK, but the additional body stiffness provided by the Crossfire’s fixed roof gives it slightly more responsive handling than its topless Mercedes counterpart. Anti-lock brakes are standard, and the Crossfire also features Mercedes’ Electronic Stability Program (ESP), a combination of traction control and yaw control that keeps the car on the straight and narrow when a loss of control is sensed. The Crossfire also has a tire pressure monitoring system.
Pricing is about par for the course for a luxury coupe. The Crossfire’s base price of $34,495 (including destination charge) is comparable to that of the Audi TT. The only options are the five-speed automatic transmission and high-performance Continental tires. With fitted luggage, heated seats and dual-zone climate control on the standard-equipment list, it’s obvious that the Chrysler Crossfire is yearning for the open road.
Specifications:
All specs are for the 2004 Chrysler Crossfire, which we tested.
Length: 159.8 in.
Width: 69.5 in.
Height: 51.4 in.
Wheelbase: 94.5 in.
Curb weight: 3060 lb.
Cargo space: 7.6 cu.ft.
Base price: $34,495
Price as tested: $35,570
Engine: 3.2 liter, 18-valve, SOHC V-6
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 215 @ 5700
Torque: 229 @ 3000
Fuel capacity: 15.9 gal.
Est. mileage: 18/27
2004 Cadillac SRX
01026 days
Back in the Seventies, when the Cadillac DeVille was king, a few small companies made their name converting Cadillacs into station wagons. Cadillac never offered one from the factory, but the coachbuilders were always happy to whip one up for the well-heeled customer who wanted one. We were reminded of these classic conversions upon seeing the Cadillac SRX, because it looks for all the world like Hess & Eisenhardt went and built an STS wagon.
In these days of luxury SUVs however, station wagons are perfectly acceptable, so Cadillac hasn’t farmed this one out. The SRX is a factory-built vehicle, not a conversion, and looks are deceiving because this luxury crossover is more than just an STS wagon. In the spirit of Infiniti’s FX45 and Volkswagen’s Touareg, the SRX is ready to haul people, stuff or butt in luxurious comfort. Its rear-wheel drive architecture is shared with the STS and smaller CTS sedans.
Cadillac’s thin-lined styling is elegant and unmistakable. The SRX has a slick vertical headlamp stack and flush front bumper. It owes a little to the Vizon show car of 2001 also, but the SRX is more substantial than that vehicle, with broader shoulders and a more aggressive cut to the side windows. The long wheelbase and prominent hood give the SRX a much less chunky look than the average sport-ute and serve to heighten the luxury-wagon look. The rear aspect is handsome, with massive vertical taillights, dual chrome exhaust outlets and a power-operated tailgate. To enhance the sheer design, the color palette consists entirely of cool metallic colors.
The dash is almost identical to that of the CTS, and the fat wood and leather steering wheel looks familiar too. Thanks to that long wheelbase, back-seat room is fantastic. The optional third-row seats, on the other hand, are extremely cramped; if you need to seat seven on a regular basis, a bigger vehicle is probably a good idea. Both sets of seats fold flat, and the floor is staggered theater-style so all passengers get a good view out the front. The third-row seat folds electronically, but we’d still opt to leave it out and take advantage of the three-bin cargo management system Cadillac will install in its place. The optional UltraView sunroof opens up five and a half square feet of the roof to the sky over the first- and second-row seats. When the third-row seat is chosen, UltraView Plus puts glass over the rearmost seats, too. Passenger entertainment and convenience options include a rear-seat DVD system mounted in the console instead of the roof, GM’s OnStar service, and XM satellite radio.
The SRX has outstanding handling, thanks to a low center of gravity and all-aluminum suspension components. Like the Infiniti FX45, the SRX is designed more as a tall-bodied sports sedan than a truck. The suspension is fully independent, with independent short-long arms up front and a multi-link rear. Stability is enhanced by Cadillac’s Magnetic Ride Control, which uses magnetic fluid for semi-active suspension damping. It doesn’t feel anything like a sport-ute on the road. Anti-lock brakes and StabiliTrak stability control are standard equipment.
Two engines are available, a 3.6 liter V6 and a 4.6 liter V8. Both engines feature variable valve timing (VVT). The 24-valve V6 puts out 260 horsepower, and is tuned for performance. Our test SRX had the V8 under the hood. It’s a modified version of Cadillac’s well-known Northstar engine, updated for use in all-wheel drive applications. It’s rated at 320 horsepower. Engine guys will note that this same powerplant does duty in Cadillac’s XLR sports roadster. All SRXes are equipped with five-speed automatic transmissions. The SRX comes with rear- or all-wheel drive, and can tow up to 3500 pounds.
SRX pricing starts at $39.995 for a rear-drive V6 and $47,995 for the V8. It seems steep, but considering the SRX’ capabilities and its competition, even a fully loaded, $50,000 SRX might not be such a bad deal.
Specifications:
All specs are for the 2004 Cadillac SRX.
Length: 194.5 in.
Width: 72.6 in.,
Height: 67.8 in.
Wheelbase: 116.4 in.
Curb weight: 4225-4478 lb.
Towing capacity: 3500 lb.
Cargo space: 32.4 cu.ft. (seats up)/69.5 cu.ft. (seats folded)
Base price: $39,995
Engine: 3.6 liter V6 or 4.6 liter DOHC 32-valve V8
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 260 @ 6500 (V6); 320 @ 6400 (V8)
Torque: 254 @ 2800 (V6); 315 @ 4400 (V8)
Fuel capacity: 20 gal.
Est. mileage: 15/20
2004 Buick Rainier
01026 days
In spite of some lean years, Buick is not about to go the route of its ill-fated fellow mid-luxury brand Oldsmobile. Proof of life in Flint comes from a host of revisions to Buick’s lineup of familiar sedans, and from the introduction of its first sport-ute. It’s pretty crowded at the mid-size SUV table, but the 2004 Rainier is elbowing its way up with a plate in hand nonetheless.
Based on the Chevrolet TrailBlazer, the Rainier is more than just a clever bit of badge-engineering. No, I take that back, that’s exactly what the Rainier is, just like the GMC Envoy, Isuzu Ascender and departed Oldsmobile Bravada. It shares its basic structure with the TrailBlazer. That’s not a bad thing, of course; the TrailBlazer is one of the best SUVs in the midsize market. Setting the Rainier apart from the rest of GM’s mid-sizers is the availability of a V8 in the short-wheelbase model (TrailBlazers only get V8s in long-wheelbase EXT form). Since the Rainier’s primary competitors are the Mercury Mountaineer and Jeep Grand Cherokee, there isn’t a long-wheelbase version or a third-row seat.
The face is an unlikely melding of SUV and Century sedan. The fine-toothed oval grille is like nothing that’s ever graced an SUV before, but Buick loyalists will recognize it immediately. The Rainier shares the wide, signal-topped headlight units that distinguish the Rendezvous, and mirror-mounted turn signals. The rear of the truck is curved more rakishly than in GM’s other SUVs, giving the Rainier an almost dainty look from behind. It’s a clean design, especially from the front.
There’s not much that’s trucky about the interior of Buick’s first SUV. The dash curves gently and shares the design of its satin-ringed gauges and wood trim with Buick’s passenger cars. We liked the green-on-silver instrument panel. Perforated leather seats are standard. Under the skin, there’s improved sound deadening for a quieter ride. Buick calls it Quiet Tuning, and noise, vibration and harshness are muted in both the passenger and the engine compartments. Even the windshield has sound-deadening laminate. The Rainier borrows luxury items like heated seats, XM satellite radio and GM’s OnStar service from the rest of the family. There’s a long list of options that have never been seen on any Buick before, too: adjustable pedals, DVD entertainment system, ski racks and a navigation system.
The Rainier does have one link to Buick’s past; you can get a V8 under the hood. A 5.3 liter V8 to be specific, with 290 horses, is available. So equipped, the Rainier’s the on-road equal of more expensive luxury trucks like Lincoln’s Aviator. For improved fuel economy, an all-aluminum 4.2 liter straight-six, shared with the TrailBlazer and Envoy, is standard. It gives up fifteen horsepower to the V8, but we’ve never found ourselves wishing for additional power in any of the I-6 equipped trucks we’ve driven. A four-speed automatic is standard with both powerplants. There’s a towing package of course, and a properly equipped Rainier will tow up to 6700 pounds. It’s available with two- or all-wheel drive.
The stuff under the skin is similar to Chevrolet’s robust TrailBlazer, and that’s a good thing. The fully boxed separate frame and body construction is tried and true. The Rainier features a five-link rear suspension with air springs for a smooth ride. It’s automatically levelling, and also contributes to silent motoring by damping road noise. Four-wheel disc brakes and ABS are standard on Rainiers. Two-wheel drive models also include a traction assist.
The Rainier is on sale now. It’s available in CXL and CXL Plus format. The I-6 is standard equipment on both; pricing starts at $35,945 for the two-wheel drive CXL and goes up to $38,945 for a all-wheel drive CXL Plus. Our test vehicles was equipped to take on the most expensive luxury SUVs, with a navigation system, rear-seat DVD player, side airbags and heated seats. Its sticker price was also set to take on the luxury SUVs, at $42,995.
Specifications:
All specs are for the 2004 Buick Rainier, which we tested
Length: 193.4 in.
Width: 75.4 in.
Height: 71.9 in.
Wheelbase: 113.0 in.
Curb weight: 4442 lb. (2wd)
Towing capacity: 6700 lb. (2wd V8)
Cargo space: 43.7 cu.ft. (seats up)/80.1 cu.ft. (seats folded)
Base price: $35,945
Price as tested: $42,995
Engine: 5.3 liter V8
Drivetrain: four-speed automatic, four-wheel drive
Horsepower: 290 @ 5200
Torque: 325 @ 4000
Fuel capacity: 22 gal.
Est. mileage: 15/18