Automotive Reviews
Posts tagged sedan
2001 Toyota Prius
Jun 19th
Listen, we’ve all got to get serious about doing our part for the environment. That means driving more fuel-efficient cars, and that’s going to mean making some sacrifices. Take the 2001 Toyota Prius hybrid. Aren’t clean air and conserved resources important enough to take the plunge and put up with a high-mileage, amazingly spacious small sedan whose operation is identical to that of a conventional car, despite its breakthrough dual powertrain? Yes, yes, we know, it’s a chilling prospect.
Okay, enough sarcasm. Fact is, the most amazing thing about the Prius is that it’s so ordinary. It’s true, Honda’s Insight beat the Prius in the first-hybrid-for-US-sale sweepstakes, but the Prius improves on the Insight in so many ways that maybe it’s not such a bad thing to be number two. Apart from their ultra-economical powertrains, the Insight and Prius have little in common. The Honda is a sporty, two-seat hatchback available only with a manual transmission; the Prius is a compact four-door sedan. More importantly, while the Insight seems to have been designed to compete with other futuristic electric cars, it’s obvious that Toyota was looking at the here and now when the Prius was designed. The Prius is a real car that just happens to have a futuristic, high-tech engine. And transmission. And braking system. And so on. How “real” is it? Over 35,000 have already been sold in Japan.
It doesn’t look too outlandish. The Prius shares its short-hood, short-deck, high-roofed bodystyle with Toyota’s Echo, although the cars are built on completely different platforms. That minivan-like nose and stubby tail mask the Prius’ size; it’s just about Camry-sized inside, thanks to a long wheelbase. In current Toyota fashion, the slab-sided Prius is accented with creases and character lines that don’t quite mask its height. The 14″ wheels look tiny under that thick body. The small spoiler on the trunklid has an amusing story, too; originally intended to be an optional accessory, Toyota’s engineers discovered that it increased fuel mileage slightly and decreed that it become standard equipment!
The slightly-futuristic look continues inside. Most notable are the sacrifices to ultra-efficiency that you don’t have to make–the Prius has comfortable seats, a quiet ride, a roomy back seat, a full complement of accessories, and it feels solid and stable. Like the Echo, the digital instrument panel is in the center of the dash. A vertical, dash-mounted shifter will take some getting used to for anyone who never owned a Toyota Previa minivan, and when the Prius is in gear the innovative shifter blocks the radio controls. Chances are most drivers won’t notice, though, because there’s a touch screen just below the speedometer that monitors the Toyota Hybrid System’s activity. Watching the arrows flash from red to green indicating the flow of power from gas motor to wheels to electric motor to battery and back again is downright mesmerizing.
At the heart of the hybrid system are its two powerplants, a 1.5 liter, 70-hp gas engine and a 44-horsepower permanent magnet electric motor. The electric motor can be powered by the nickel-metal hydride batteries (akin to cellphone batteries, only much larger) or by a generator whose power source is the gas engine. The Prius relies primarily on electric power, so the gas engine shuts off when it’s not needed. Running the air conditioning and freeway travel tend to keep the gas motor churning away, which is why the Prius’ city fuel mileage tends to be better than its freeway mileage. Even if it’s running all the time, the little four-cylinder is marvelously efficient; it’s limited to only 4500 rpm, which is unusually low for a four-cylinder. Toyota’s Variable Valve Timing with Intelligence (VVT-i) improves power output and efficiency for the little engine. With the extremely torquey electric motor to back it up, the Prius doesn’t tremble at the sight of a freeway on-ramp or a long grade.
Transferring the power from various sources to the road is a continuously variable transmission (CVT), Toyota’s first. The CVT is electrically controlled, and manages power output from the various sources. The result is smooth, unbroken acceleration (and some relearning required so Prius novices don’t panic when the motor occasionally revs as if the clutch has slipped)
The technology parade isn’t over yet. For the unwary, stepping on the brake pedal in the Prius will result in a neck-snapping stop ten feet short of the traffic light. It’s like being in Driver’s Ed all over again. The Prius does a lot of deceleration without even using the brakes, because whenever the car is coasting or braking, the motor becomes a generator and recharges the battery pack. (It also saves wear on the brake pads!) The result is a brake feel that takes some getting used to–the Prius gives a lot of braking for very little pedal pressure. ABS is standard equipment.
For a small, narrow car, the Prius handles well. It’s a bit stiffer than other small cars, but it isn’t tippy thanks to 38 battery pack modules weighing a total of 110 pounds mounted low in the chassis, keeping the center of gravity way down. We wouldn’t advise autocrossing one, but there’s no worry of the Prius turning turtle during quick lane changes. The Prius’ suspension is the same MacPherson strut front/beam axle rear setup used in the Echo, although the pieces are somewhat larger. High-efficiency tires provide a ride that’s a little bit firmer than one might expect.
Because hybrids are such a small niche–for now–the Prius is a one-price car, with options limited to floormats and an in-dash CD player. Astute observers will notice that the Prius has controls for a satellite navigation system already installed in the dash. It’s not available yet, but Toyota clearly has plans in that direction. An MSRP of $20,480 is comparable to the Honda Insight, which is currently the only other hybrid for sale in the US. The Prius’ real-car usefulness may make it a better value for many buyers (although it lacks the Insight’s gee-whiz-look-how-green-I-am styling). And yes, $20,000 will buy plenty of other cars, but you won’t be saving the planet with any of them.
Specifications:
All specs are for the 2001 Toyota Prius, which we tested.
Length: 169.6 inches
Width: 66.7 inches
Height: 57.6 inches
Wheelbase: 100.6 inches
Curb weight: 2765 lb
Cargo space: 11.8 cu.ft.
Base price: $20,480
Price as tested: $20,548
Engine: (gas) 1.5 liter 16-valve DOHC inline four-cylinder (electric) permanent magnet, 274-volt motor with sealed nickel-metal hydride battery
Drivetrain: electronically controlled continuously variable transmission
Horsepower: (gas) 70 @ 4500 rpm (electric) 44 @ 1040-5600 rpm
Torque: (gas) 82 @ 4200 rpm (electric) 258 @ 0-400 rpm
Est. mileage: 52/45
6/2009 update: The Prius was the start of something big. Whether it’s really going to save the planet or not is up for discussion, but the cars themselves have definitely attracted a following, and those that pop up in the used-car market seem to be well cared-for. Toyota remains confident about the longevity of the hybrid system, as well. And yes, the second-generation Prius looks better, if you ask me.
2000 Volkswagen Jetta 1.8T
Jun 19th
It’s an old, old problem. You love to drive, but your significant other is more interested in a practical car than a hard-core sports machine, and the cars like BMWs and Mercedes, that are attractive to both gearheads and pragmatists are way out of reach. Many car nuts have found themselves driving minivans for lack of an affordable alternative. It’s depressing.
The 2000 Volkswagen Jetta just may be the answer to this age-old conflict. Sure, it’s a staid-looking, very practical four-door sedan. But inside it’s got creamy nougat, in the form a basic structure that’s shared with serious speedsters like the Volkswagen GTI and Audi TT. It’s so eager to be on the road that it might you up in the morning with its keys dangling from its grille, like a restless dog wanting a walk. Car-guy material, indeed. To please the economy-minded buyers, the Jetta is available with a fuel-sipping 90-horsepower turbodiesel. For the serious road warriors, there’s a torquey 174-hp V6. And new for this year, as a perfect compromise, is a 150-hp turbocharged four-cylinder, which we drove.
The non-car person will notice that the Jetta has a very conservative look. It won’t blend completely into the crowd, thanks to big Volkswagen logos front and rear and a slightly hunchbacked look. All of the shutlines and seams are very precisely sculpted, as if they’d been drawn on. Square headlight units house the headlamps as well as projector-style foglamps and turn signals. It has a more squared-off look than the Volkswagen Golf whose architecture it shares. In photographs the Jetta resembles a Chrysler Cirrus, but in the metal it’s got a completely different look. The car person will notice the Jetta’s wheels-to-the-outside, poised stance. The 15″ “Avus” wheels are a nice, sporty five-spoke design that shows off the brakes. And up top, the center-mounted antenna is a Volkswagen hallmark.
Inside, passengers are treated to chairlike, upright seats that don’t feel like car seats unless you’ve spent a lot of time in a Volvo, Saab, or another Volkswagen. To unfamiliar bodies they feel unusual at first, but their forte is long-term comfort. After sitting in them for several hours without fatigue, you’ll understand what we mean. The machined precision of the exterior filters inside the car as well; the buttons and switches on the dash are flush-mounted so closely and carefully together that they look like decals. It looks good, despite the fact that Jetta’s interior is a foreboding black monochrome, broken up only by a chrome plate around the shifter gate which unfortunately reflects the sun midday. At night, things are livened up a little as the white-on-black instrument panel is backlit in a unique, brilliant blue with red needles. The impression of carefull, close-fitted quality is spoiled a little by the slide-out cupholder in the dash, which is somewhat flimsy. The smallish buttons on the optional Monsoon sound system take some getting used to, but it’s a decent system in the end. As a concession to active lifestyles, there’s a power outlet in the trunk.
Now, for the hard part; getting the non-car person and the car nut to agree on the driving experience. No problem for the Jetta; it is very much a feel-good car. That feeling of solidity is present in a smooth, quiet drive that makes the Jetta feel like a larger, more expensive car and makes the non-car person happy. At the same time, plenty of power and a predictable, forgiving suspension will appeal to the car person. The new, 150-hp turbocharged engine gives the Jetta a frisky, eager feeling. It’s not the fastest four-door available for less than $30,000, but it enjoys life a great deal, whether you’re carving up mountain roads or running over to a friend’s house. The Jetta attacks the most mundane driving tasks with an eagerness normally found only in sports cars.
A big part of that eagerness can be chalked up to the suspension. Volkswagen has been using the independent front suspension and beam rear axle for a long time now, and they’ve got it down to a science. Positive caster has been dialed into the front end to improve stability, and the car’s got quick reflexes thanks to the Audi’s in the gene pool. When it’s not being driven like an autocross car, the Jetta is easy to maneuver and lacks the hesitant, uncertain feeling frequently noticeable in cars with flabbier suspension setups. Anti-Slip Regulation (ASR) and an Electronic Differential Lock (EDL) work together as a full-time traction control system for the Jetta. It was never triggered during the Jetta’s stay with us.
The Jetta’s sporting nature is its primary edge against competitors such as the Nissan Altima and Ford Contour, and you have to pay a little more for that. But the Jetta isn’t an overly expensive car. ABS, cruise control, Volkswagen’s super-convenient one-touch up and down windows, and side airbags are all standard. The turbocharged engine is standard on the Jetta GLS, which starts at $19,200. Our test vehicle featured the Monsoon sound system, automatic transmission, heated seats, and a leather interior. It stickered for $22,300.
So car folk, take heart. You don’t have to give in completely to the practical pressures of the real world, just because you have to share cars with someone who doesn’t like them. Not completely, anyhow.
Specifications:
All specs are for the 2000 Volkswagen Jetta 1.8T, which we tested.
Length: 172.3 in.
Width: 68.3 in.
Height: 56.9 in.
Wheelbase: 98.9 in.
Curb weight: 2975 lb (automatic), 2922 lb (manual)
Cargo space: 13.0 cu.ft.
Base price: $19,200
Price as tested: $22,320
Engine: 1.8 liter turbocharged I4
Drivetrain: four-speed automatic, front wheel drive
Horsepower: 150 @ 5700 rpm
Torque: 155 @ 1750-4200 rpm
Fuel capacity: 14.5
Est. mileage: 22/28
6/2009 update: Jettas still look nice, though VWs of this vintage have a reputation for getting unreliable after a few years. They’re not that difficult to find though, so perhaps some of those concerns have been addressed.
2000 Lincoln LS
Jun 19th
The elderly, bearded gentleman in overalls watches as the 2000 Lincoln LS pulls up in front of a little antique store somewhere in rural Texas. Eyeing the slim red badge in the center of the grille, he asks, “That the new Lincoln?” When we tell him that it certainly is, he nods slowly. “They sure changed ‘em,” he says with a note of approval in his voice. “They sure changed ‘em.”
You can still get old-school Lincoln chrome and gadgets if you want them–but not in the new LS. This is a Lincoln? It’s easy to forget. The LS is a huge break from the traditional somnabulent Lincoln sedan. Seeking a new, younger audience, Lincoln has taken steps during the past few years to ensure that its name is associated with more than just your typical flabby luxury sedan. The Navigator luxury SUV was introduced in late 1997, and hot on its heels is the LS, Lincoln’s first performance-oriented sedan since the early 1950s, if the old Mexican road race Lincolns were considered such. The LS is aimed at the luxury end of the sport sedan market traditionally occupied by BMW and Mercedes, and more recently by Lexus and the similarly-aimed Cadillac Catera. The LS is rear-drive, in keeping with its performance bent, and it’s available in V6 and V8 models.
At first glance, the LS’ design comes off as bland, but the numerous careful details make it quite striking upon a closer look. It’s a handsome, conservative design, but far from indifferent. Up front, quad round headlamps are hidden behind glass covers, a la BMW, and the units flank a rounded trapezoidal Lincoln family grille. The hood is character-lined, a departure from the typically flat and featureless hood seen on many cars these days. The LS is nicely proportioned, forgoing the popular cab-forward look for a more traditional three-box (distinct hood, cabin, trunk) design. Character lines at the C-pillar and front corners are sharply creased. The large taillamps have clear red, crystalline cover and flank a large chrome license plate surround as an elegant reminder that this sporting vehicle is, in fact an Lincoln. The wheel-tire combination is an aggressive one, especially on our 16″-wheel equipped V8 test model. Apart from the grille, there’s not much immediate family resemblance to the other cars and trucks in the Lincoln stable. The design bears some resemblance to the new Mitsubishi Diamante, but the LS has more personality.
If the old fellow at the antique store had taken a look inside, he would have found an interior geared more toward sporty driving than commuting. The LS is light on gadgets and buttons inside, electing instead to go for a purposeful cockpit. The view outside the car is great in all directions, even to the left and right flanks, which are a common sport-sedan blind spot. The twin creases in the hood seem to be pulling the car eagerly toward the horizon. Unfortunately there’s a lack of storage space. The cubby on the console is barely large enough for a few CDs, and the fold-out cupholder is almost aggressively difficult to use, as if the car would rather you not be distracted by a cup of coffee. The optional CD changer lives in the glovebox, eating up a majority of the storage space there, as well. That’s not to say the LS is a bad place to conduct the business of driving, of course. The leather seats are soft and supportive, although the front cushion may be too low for some drivers’ tastes. Over the steering wheel, a white-on-black instrument panel keeps track of the mechanical doings, and the ubiquitous computerized message center takes up space in the lower right corner. The system informs the driver of fuel range, economy, and other system status information. Its placement is a vast improvement over its traditional location in Ford products–usually it’s in the center console, forcing the driver to look away from the road. The wood in the console and dash looks fake. The driver’s seat has a dual memory function so that positions can be programmed for two different drivers. Not visible but still cool is a moisture-sensing windshield, which wipes itself clean when it starts to drizzle.
Lincoln’s got the look and the equipment right but the true test of a sport sedan is its performance on the road. Happily, the LS enjoys driving. The 3.9 liter, 32-valve V8-equipped Lincoln sports 252 horsepower and enjoys the chance to run. The V8 makes for a nervous gas pedal in stop and go traffic, but when it’s time to get up and go, it delivers in a way that competitors like the V6-powered Acura 3.2 TL can’t match. Our test vehicle was equipped with the optional sport suspension package, which includes big, meaty 17″ wheels, and a five-speed selectable automatic transmission. The transmission can be shifted like a clutchless manual, but isn’t particularly user-friendly, with a tendency to drop two gears for one click, or vice versa. The car prefers to do the shifting itself, which is only frustrating when the transmission is reluctant to kick down for passing. The LS is also available with an 210-hp V6 engine, and for the shift-it-yourself diehards a manual transmission is offered, but only on the V6.
During our test period, the optional “Advance Trac” traction control system was never triggered. The LS grips the road surprisingly well for such a large car. It’s got a wide stance, and the good visibility enhances driver confidence while carving up a new road. The sport suspension is acceptably quiet around town, although less plush than other Lincolns. It’s very clear that the LS would much rather be driving for pleasure than commuting.
Pricing on the LS is in line with the competition, starting at $32,250 for a manual transmission-equipped V6 car. V8 models start at $35,225. Our test vehicle was optioned out with Advance Trac traction control, the sport suspension package, the 6-disc CD changer, and a moonroof. It stickered for $39,105. Motor Trend magazine was impressed enough with the LS to name it Car of the Year for 2000. Not a bad recommendation for an all-new car in an all-new market for an old company.
Specifications:
All specs are for the 2000 Lincoln LS V8, which we tested.
Length: 193.9 inches
Width: 73.2 inches
Height: 56.1 inches
Wheelbase: 114.5 inches
Curb weight: 3671 lbs
Cargo space: 13.5 cu. ft
Base price: $35,225
Price as tested: $39,105
Engine/Drivetrain: 3.9 liter, DOHC V8. Rear-wheel drive
Horsepower: 252 hp
Torque: 267 lb/ft @ 4300 rpm
Fuel capacity: 18.3 gallons
Est. mileage: 17/23 mpg
6/2009 update: Oh, Lincoln, what did you do? The promising LS went largely untouched for almost a decade, then dropped quietly out of the lineup when the competition got too stiff. Oh, well. They make nice, comfortable, entertaining used cars, and they tend to be inexpensive, so that’s something.