Automotive Reviews
Posts tagged sedan
2009 Mazda Mazda6
0935 days
The Mazda6 went seven years without a significant update. This wasn’t a case of a car being left to wither on the vine, as sometimes happens. The Mazda6 was just done right from the start. Only detail changes were needed to keep this sporty family sedan current and competitive.
Of course, times change, and the Mazda6 was just beginning to feel a bit dated. It was still a blast to drive, but had clearly been designed a couple of cycles back. For 2009, Mazda addresses that concern, and the Mazda6 is all new.
Most obvious is a redrawn exterior that carries enough styling cues from its predecessor to be instantly recognizable, but is more modern and more aggressive. The strongly emphasized front fenders and tapered nose are borrowed from the RX-8 sports coupe. Body contouring is subtle, with taut surfaces and edges that look wind-formed. The taillamps are intricate, multi-element units with available LED lighting. Xenon headlamps are also available. The second-generation Mazda6 rides on a 4.5-inch longer wheelbase, and the front and rear track have been widened as well.
Interior materials are nicer than the price point would suggest, especially in the Grand Touring models. Previously, the interior was the space where the Mazda6 showed its age the most, and it benefits here from the update. The gauges are deep-set and round, the instruments of a sports car. Metallic finishes on the instrument panel and console add a technical flair, while Mazda uses gloss black trim instead of wood for an upscale-but-not-stodgy look. On the safety front, side- and side-curtain airbags are standard. The base Mazda6 plays the affordable family car game, but this car can do luxury as well. In the Mazda6i Grand Touring model, available equipment includes auto-dimming mirrors, rain-sensing wipers, a blind spot warning system, dual-zone climate control, heated seats and Bluetooth connectivity for cell phones. A moonroof, Sirius satellite radio and a BOSE sound system are on the options list.
The updated Mazda6 drives just like the previous version, which isn’t a bad thing. A choice of four- or six-cylinder power is offered. The base engine is an all-new 2.5 liter four-cylinder, featuring DOHC construction, a high-flow cylinder head and variable intake valve timing. It’s rated at 170 horsepower. By increasing the engine’s displacement compared to previous models, Mazda gave the four-cylinder a significant torque advantage over similar fours, and the four-cylinder Mazda6 doesn’t feel underpowered. The 3.7 liter V6 offers a healthy 272 horses and provides the kind of entertaining performance that the Mazda6 is known for. The 3.7 is also new to the Mazda6 lineup, and the all-aluminum engine includes a dual exhaust and internal damping for smooth operation. The Mazda6 remains one of the few vehicles in its class to offer a manual transmission, this time a six-speed. Unfortunately, it’s only available with the four-cylinder engine. Automatic gearbox choices are a five-speed auto for the four-cylinder and a six-speed automatic for the V6. The V6 makes up for its lack of a true manual transmission with Mazda’s Active Adaptive Shift programming, which senses road conditions and selects the best gear for exiting corners.
The suspension is undeniably athletic, with double wishbones up front and an independent multi-link rear. Mazda has retuned the Mazda6 to accommodate its additional size, and the car feels just as nimble as ever when the going gets twisty. Four-wheel disc brakes with ABS are standard.
The updated Mazda6 is still one of the sportiest things going when it comes to family sedans, and Mazda has done a good job of bringing it up-to-date and addressing its shortcomings without spoiling what made it fun in the first place. Mazda6 pricing starts at $20,450. There’s a less expensive model that stickers for under $19,000, but it has to be special-ordered. V6 power starts at $24,330. My tester was a well-equipped, top of the line Mazda6 S Grand Touring, and with the navigation system, moonroof, BOSE sound system and Sirius satellite radio installed, it stickered for $32,690.
Specifications: All specs are for the 2009 Mazda6 S Grand Touring
Length: 193.7 in.
Width: 72.4 in.
Height: 57.9 in.
Wheelbase: 109.8 in.
Curb weight: 3547 lb.
Cargo space: 16.6 gal.
Base price: $28,260
Price as tested: $32,690
Engine: 3.7 liter DOHC 24-valve V6
Drivetrain: six-speed automatic, front-wheel drive
Horsepower: 272 @ 6250
Torque: 268 @ 4250
Fuel capacity: 18.5 gal.
Est. mileage: 17/25
2010 Mercury Milan Hybrid
0948 days
With the industry tightening belts and nameplates being retired left and right, it comes as a bit of a surprise to see that Mercury’s still around. That’s not to say that the brand has no right to live; thousands of loyal Mercury buyers would certainly argue that it’s got a place on the automotive landscape. Still, Mercury has been high on the automotive dead pool lists for over a decade now, and parent company Ford’s repeated reassurances that it has a plan for the marque are beginning to ring hollow in the face of a complete lack of unique product.
Just because all of Mercury’s current products are better-equipped virtual clones of Fords doesn’t mean that there’s nothing to see here, however. For 2010, Mercury is fielding a cutting-edge hybrid-electric family sedan that offers seamless performance and achieves the best mileage in its class. Is there a spark of life in the Mercury brand still?
The Milan Hybrid benefits from the same styling updates that add some necessary pizzazz to the Milan. A broader waterfall grille with thicker elements dominates the front end, pushing the headlamps out to the sides. Improved trim and new taillamps help to update the Milan’s exterior. Unique seventeen-inch wheels and Ford’s road-and-leaf hybrid badges set the Milan Hybrid apart.
Behind the wheel, the first thing you’ll notice is the Milan’s new interpretation of Mercury’s brushed-aluminum, two-tone style. Touch points on the armrests and doors have been made softer, and redesigned seats are more comfortable. They look better too, with contrasting stitching to add some distinction. Ambient lighting for the footwells and cup holders is available. In some places the plastic-silver trim’s quality seems to have suffered a bit, but the Milan is comfortable and seats five easily, on eco-friendly cloth made from recycled materials. Look a bit closer and you’ll notice the instrument panel, which is easily the most animated in the industry. The Milan Hybrid gets a unique instrument panel featuring Ford’s animated SmartGauge system. The three-dimensional display flanks a standard analog speedometer, and features the “EcoGuide” coaching system which helps drivers to maintain maximum fuel economy. Fuel level and other functions are represented with eye-catching 3-D graphics, while leaves and vines “grow” to show how good your fuel efficiency. We found the whole thing a bit confusing at first; it distracts the eye a bit as you try to find your info. The “floating” gas gauge level and economy gauge are a bit too animated for our taste. SYNC voice-activated in-car communication, a voice-activated navigation system and a backup camera are also available.
All aesthetic quibbles aside, the Milan Hybrid’s mechanical parts work just as well as advertised. Under the hood, a 155-horsepower Atkinson-cycle 2.5 liter four-cylinder and 275-volt permanent-magnet electric motor assist can run up to 47 miles per hour on full-electric power. The electric motor adds about 160 horsepower. The engine’s efficiency is boosted by variable intake cam timing, which also makes the transitions from gasoline to electric power smoother. The Milan Hybrid shuts off the gasoline engine when the car is stopped as well, reducing idling time. Improved battery technology means that the Milan Hybrid’s battery is smaller, lighter and more efficient, and it doesn’t require separate cooling fans. A continuously variable automatic transmission (CVT) gets the power to the road with maximum efficiency. The CVT creates an unusual engine note, and it’s obvious that there’s a small four-cylinder under the hood. With a range of around 700 miles on a tank of gas, you won’t be filling the Milan Hybrid much, but when you do you’ll notice Ford’s EasyFuel capless fuel filler.
The electronic power steering has been retuned, along with new suspension link geometry front and rear, sharpening the Milan’s reflexes and freeway ride. The Milan Hybrid shares the standard sedan’s short-long arm front suspension and independent rear, so handling can be entertaining should you want to push it. It’s comfortable on the suburban roads it was bred for, and the excellent range makes it a good road-tripper as well. The Milan Hybrid’s four-wheel anti-lock disc brakes have been adapted with a regenerative function that helps to keep the batteries charged.
The Milan Hybrid also shares many of the new innovations that have been added to the Milan/Fusion lineup, including the available Blind Spot Information System with Cross-Traffic Alert. This system uses radar to alert the driver when a vehicle is traveling in the Milan’s blind spots, or if there’s a car approaching as the Milan is backing out of a parking space.
The slim lineup doesn’t bode well for the Mercury brand’s future, but it’s still getting the good stuff from parent company Ford, and the Milan Hybrid is proof of this. The Milan Hybrid offers excellent fuel economy and range without sacrificing (much) performance or comfort. There’s a premium, of course. Milan Hybrid pricing starts at $27,500, putting it in the neighborhood of some compact luxury sedans. High-tech options like SYNC and the Blind Spot Information System help to make this proximity seem a bit less optimistic.
Specifications: All specs are for the 2010 Mercury Milan Hybrid
Length: 189.0 in.
Width: 72.2 in.
Height: 56.9 in.
Wheelbase: 107.4 in.
Curb weight: 3729 lb.
Cargo space: 11.8 cu.ft.
Base price: $27,500
Engine: 2.5 liter DOHC 16-valve Atkinson-cycle inline four-cylinder
Drivetrain: continuously variable automatic transmission, front-wheel drive
Horsepower: 156 @ 6000
Torque: 136 @ 2250
Fuel capacity: 17.0 gal.
Est. mileage: 41/36
2003 Saab 9-3
1966 days
Saabs are an acquired taste. They’re so relentlessly quirky, it’s hard to love ‘em on first drive. From the moment you get in, there’s one little thing after another reminding you how different it is. The ignition key still goes into the floor, instead of the steering column. Nothing is shaped quite like it is in any other car (despite several years of ownership by GM). And the drive offered by Saabs like the new-for-2003 9-3 is tough to compare to anything except that of another Saab.
The 9-3 is all-new from the ground up, but it hasn’t lost its Saab-ness. Brand-new powertrains and transmissions retain familiar features. The wheelbase has been lengthened, for a smoother ride. The 9-3 is available in three mathematically-named models, called “Forms” in Saab-speak: Linear, Arc and Vector. Luxury features on all of the Forms are improved and expanded. The 9-3 hatchback is gone, surprisingly–hatchbacks have been a Saab mainstay since the early 1980s, and the once frumpy body style is making a comeback in other parts of the market. Nevertheless, for some reason the Swedes have chosen to drop the hatch and stick with sedan and convertible body styles.
It’s got the hallmarks of the Swedish manufacturer, but the new 9-3 is considerably more conservative than Saabs past. The hunchbacked car with the upright, airplane-like windshield is long gone, replaced by a much sleeker and more contemporary car. The 9-3′s sheetmetal is taut and smooth, and looks better in the metal than it does in photos. It’s not as anonymous as it looks; the designers have worked some je ne sais quoi into the design that keeps it from being a complete wallflower. The extremely aerodynamic trunkbacked silhouette doesn’t look at all like Saabs past, but the four-element grille and trapezoid headlamps are instantly recognizable.
Inside, you sit high, and round-topped leather seats cradle driver and passenger nicely. Many of the 9-3′s details are rounded, almost organic, as if the car were grown rather than manufactured. The nicely textured plastic is so smooth one almost expects it to be soft to the touch. Rear-seat accommodations have been improved over last year, thanks to the longer wheelbase. And the quirkiness continues. The good quirks include an easy-to-read bright green dash-top display which communicates trip-computer information and radio settings and dual-zone climate control that can automatically adjust to changes in sunlight or shade outside the car. Some quirks are not so good; there are far too many buttons in the 9-3, and not enough of them are adequately labeled. We gave up on figuring out how to run the air conditioner after several tries. Owners who sit down and read the owners manual will be rewarded with a high degree of customizable features, from the rain-sensitive windshield wipers to the climate control. Somewhere between good and not so good is the kung-fu dash-mounted cupholder; its little dance is worth going to the Saab dealer just to play with, but it seems too fragile to handle a 20-ounce bottle of soda. All of the 9-3′s in-car electronics are handled by high-speed fiber optic wiring.
Under the hood, there’s a 2.0 liter turbocharged four-cylinder. All 9-3s are turbocharged these days. In the Arc and Vector models this engine produces 210 horsepower; the more plebian 9-3 Linear only gets 175 horses from the same engine (and, just to confuse the heck out of everyone, the 175-hp and 210-hp are badged “2.0t” and 2.0T,” respectively). There’s still a bit of turbo lag, but the 9-3 has get up and go worthy of its premium sport compact designation. 9-3 Arc and Vector models get a six-speed manual transmission as standard equipment (it’s a five-speed in the budget-minded Linear), with an optional five-speed automatic. Like past manuals, the six-speed in our Arc test car rewarded fluid, smooth driving rather than speed shifts.
On the road, the 9-3 is a very liquid, organic-feeling car, once you get to know it. The suspension has been tuned with driver involvement in mind, and it shows. The fully independent suspension features unique passive rear-steering called “ReAxs” that helps to stabilize the rear end in turns. The 9-3 is responsive without being harsh, and that’s an impressive trick to master. Four-wheel disc brakes bring the car to a stop when it’s time, and ABS is standard. Other safety features include Saab’s Active Head Restraints (SAHR) which help minimize whiplash injuries, side airbags and traction control. Structural rigidity and crash safety are practically a given, considering how much time Saab and Volvo engineers like to spend slamming cars into large objects.
Telling the Linear, Arc and Vector models apart is easy on paper. The Linear is the starter model, with standard leather, OnStar telematics, fog lights and a seven-speaker CD sound system. Our test car was an Arc, with 1″ wheels, body-colored trim and additional amenities. The top-of-the-line Vector takes over where last year’s hot-rod 9-3 Viggen left off, with subtle body modifications and sport seats. Pricing starts just under $26,000 for the Linear. Step up to the Arc and the base price rises to $30,090. Vectors are just over $32,000.
Specifications:
All specs are for the 2003 Saab 9-3 Arc, which we tested.
Length: 182.2 in.
Width: 68.3 in.
Height: 56.4 in.
Wheelbase: 105.3 in.
Curb weight: 3285 (est.)
Cargo space: 15 cu.ft.
Base price: $30,090
Engine: 2.0 liter DOHC turbocharged four-cylinder
Drivetrain: six-speed manual, front-wheel drive
Horsepower: 210 @ 5500
Torque: 221 @ 2300-4000
Fuel capacity: 16.4 gal.