Automotive Reviews
Posts tagged sport compact
2004 Subaru WRX STi
Sep 9th
After two years of beating up on unsuspecting (and more expensive) German sports sedans, the Subaru WRX’ natural enemy has finally arrived on our shores, with Mitsubishi’s announcement that it will be bringing its rally-bred Lancer Evolution to the U.S. this year. Unfortunately for Mitsubishi, the WRX hasn’t grown fat and placid on its steady diet of hapless Nissan Sentra SE-Rs and Audi A4s. Quite the opposite, in fact. Even as the Lancer Evolution is getting geared up, an even angrier WRX is making its debut.
If the all-wheel drive, 227-horsepower WRX was a replica of a rally car for the street, the STi is the real thing. STi stands for “Subaru Tecnica International,” and it’s the high-performance and racing division of Fuji Heavy Industries, Subaru’s parent company. That badge means that this is no toned-down replica. This monster Impreza has a bigger engine, a six-speed manual transmission, and other rally-proven parts to make it the king of the road. Or the dirt road. Or the snowy road, or the rain-slick road…you get the point.
The STi features new front and tail styling common to the 2004 Impreza lineup, with redesigned headlamps and a more rounded front bumper. The back of the car is more angular than before. The familiar WRX fender blisters remain, and Subaru’s giant-killer is no less aggressive looking. The WRX’ race-bred engineering means that the majority of the styling changes are also functional. Air resistance, airflow and engine cooling have been improved as a result of the new face. The Subaru faithful will know the bigger and badder STi by its larger hood scoop and taller spoiler. The hood is aluminum, and the spoiler is a dual-plane unit that really does improve high-speed stability, unlike many of the cosmetic, stick-on tall spoilers seen on customized cars these days. High-intensity discharge (HID) headlamps and 17″ light-alloy wheels are standard equipment on the STi.
Inside, the WRX is already a driver’s car, with aggressively bolstered seats and a special Momo steering wheel. The STi adds special Escaine fabric seats with the STi logo and a unique instrument cluster with DCCD display, 160-mph speedometer, and LED lights in the tachometer. The ignition key is designed to look like the kill switch from a rally car. It’s definitely enough to get any gearhead in the mood to drive. What aren’t so obvious are the weight-saving measures undertaken by the racers at Subaru Tecnica International. The STi doesn’t come with a radio, although it does have air conditioning. The rear windows have special lightweight glass. Front and side airbags are standard. The STi needs little more than a roll cage to go racing.
Under the hood, more displacement equals more power. While the current WRX doesn’t lack for power with its 2.0 liter powerplant, the 2.5 liter engine in the STi increases the bang for the buck factor. It’s turbocharged and intercooled, and produces a staggering 300 horsepower at 6000 rpm thanks to Subaru’s Active Valve Control variable valve timing system. Power delivery is smooth, without the peakiness common to big turbos. Six-speed manual transmission and limited-slip differentials front and rear are standard. The powerplant is hooked up to a unique all-wheel drive system with a dual-mode Driver Control Center Differential (DCCD). When in “automatic,” the DCCD varies torque front to rear depending on conditions. When the chips are down, the driver can select “manual” and choose between six levels of center differential locking, allowing traction to be adjusted front to rear to compensate for varying conditions, roads or driving styles. It also allows purists to reduce the level of computerized meddling.
The STi has a lightened suspension, to improve handling response. It’s slightly lowered compared to the WRX, for a lower center of gravity, and the front suspension control arms are made of aluminum. Rally-type inverted struts front and rear are more resistant to damage on rough roads. On the road, it’s firm and frisky. The ride isn’t quite as punishing as that offered by the Mitsubishi Lancer Evolution, the STi’s natural enemy. We found the STi to be nominally less predictable than the Evolution, but its smoother ride is a convincing equalizer–the Subaru is easier to live with.
Like any self-respecting rally car, the STi can stop hard as well, thanks to unique twelve-plus-inch brakes from renowned manufacturer Brembo. Subaru’s Super Sport Anti-lock Braking System improves stopping distances by independently controlling each wheel. This optimizes braking during hard cornering and makes the car easier to control.
A WRX STi will set you back about $30,995, about five thousand more than the standard “Rex.” That sounds about appropriate for Subaru’s new performance flagship. Pricing of the rest of the 2004 Impreza and WRX line, which shares the STi’s revised front and rear styling, remains in the $17,000-25,000 range.
Specifications:
All specs are for the 2004 Subaru WRX STi.
Length: 173.4 in.
Width: 68.1 in.
Height: 56.7 in.
Curb weight: 3263 lb.
Cargo space: 11.0 cu.ft.
Engine: 2.5 liter turbocharged and intercooled DOHC “boxer” four-cylinder
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 300 @ 6000
Torque: 300 @ 4000
Base price: $30,995
Fuel capacity: 15.9 gal.
Est. mileage: 18/24
2003 Volkswagen GTI
Aug 25th
For some reason, it seems like every time I get a Volkswagen GTI, I end up at a car show. My drive in the 2003 GTI VR6 was no exception; within hours of picking the car up, I was hanging out in a parking lot with a bunch of Subaru WRX owners, talking shop. It’s a testament to the GTI’s name and ability that this unassuming hatchback was able to draw nods of favor from guys who were used to 300-plus horsepower super-sedans.
Volkswagen’s GTI has been around for a long time, but its “street cred” is as powerful as ever. With a choice of powerful turbocharged four-cylinder or V6 engines packed into a compact, well-built and great-handling body, nobody’s going to point and laugh when you pull up to the show ‘n’ shine in one.
The body has been more or less untouched for several years, but the GTI still looks handsome and modern. It’s boxy, but the edges of the box have been rounded off, the seams and shutlines smoothed out so the GTI radiates an air of quality. The standard 17″ wheels look nice. When we arrived at the show, we found one of VW’s yellow twentieth-anniversary GTIs to park next to. This special edition features unique wheels and badging, and showgoers compared the two GTIs favorably. Both versions sport blacked-out taillights, VW’s signature “stinger” antenna, and dual exhaust outlets.
Inside, there are appointments befitting a $20,000 sports coupe. The seats are chair-height and just right for keeping passengers in place during hard cornering. Volkswagen’s signature violet gauges were popular among our passengers, as were the red LEDs hidden in the back of the rearview mirror to cast ambient light at night. The GTI is comfortable for four, thanks to a relatively high roof and its squared-off body style, but getting into the back seat of this two-door can be difficult. And one last quibble: the dash-mounted cupholders are practically useless.
But who needs to eat or drink when you’ve got V6 torque in a compact car? The autobahn-bred GTI is solid and silent on the freeway, and will accelerate strongly even in sixth gear. The 200 horsepower, 2.8 liter VR6 six-cylinder engine is also notably quiet, even under hard acceleration. The comparatively large displacement allows the GTI to remain calm where other speedy four-cylinders are screaming, and as a result the VR6 feels refined and relaxed at speed. The available 1.8 liter turbocharged four-cylinder produces an impressive 180 horses, but lacks the VR6′ seamless rush of power. Our VR6 test car was equipped with a silky and direct six-speed manual. This transmission will not suffer slam-shifting; the GTI prefers to be treated like the car of the competent driver. Smooth driving inputs are rewarded by speed. The GTI has a way of making you feel like you know what you’re doing, the way some old sports cars used to. It’s a fun car to drive fast.
Compared to some other hot hatchbacks, the suspension is squashy. That just makes the GTI easier to live with, though. It’s not racetrack-sharp, but it’s not race-track harsh. In fact, the GTI acquitted itself very nicely on violently bumpy roads. MacPherson struts up front are coupled with a traditional torsion beam in the rear. Volkswagen has dialed a healthy amount of positive caster into the suspension to keep the wheels level when the GTI is running hard, and torque steer is negligible. Anti-lock brakes and traction control are standard equipment, as are front, side and side-curtain airbags.
The GTI may be the most refined of the small hot rods out there. In addition to the sporty-yet-comfortable ride, standard equipment includes heated mirrors, a CD player and cruise control. With a price starting at just $21,995, you’ll be tempted to show off the window sticker as well, when you find yourself at the inevitable car show.
Specifications:
All specs are for the 2003 Volkswagen GTI VR6, which we tested.
Length: 164.9 in.
Width: 68.3 in.
Height: 56.7 in.
Wheelbase: 98.9 in.
Curb weight: 3036 lb.
Cargo space: 18.0 cu.ft.
Base price: $21,995
Price as tested: $24,715
Engine: 2.8 liter DOHC V6
Drivetrain: six-speed manual, front-wheel drive
Horsepower: 200 @ 6200
Torque: 195 @ 3200
Fuel capacity: 14.5 gal.
Est. mileage: 21/29
2003 Dodge Neon SRT-4
Aug 12th
At the risk of offering too much personal information, I would like to announce that I once ate an entire bag of marshmallows for breakfast. The Dodge Neon SRT-4 feels like the morning that resulted. In a word, it’s frenetic. Not once during our test drive did this little red rocket even consider calming down. “Go!” it seemed to scream from the moment the key was turned. “Hurry, hurry, hurry, we have to go go go go go!”
That the SRT-4 is in serious need of a Valium should be obvious from the outset. More than just a collection of add-on spoilers and big wheels, this Neon (“SRT” stands for Street Race Technology) is actually packing a 215-horsepower, 2.4 liter turbocharged four-cylinder. Dodge says it’s the second-quickest car in its stable, with a 0-60 time bested only by the mighty Viper.
This is no “sleeper” performance sedan. Compared to a stock Neon, the SRT-4 looks aggressive and powerful–and maybe even slightly insane. A large Viper-style crosshair grille all but erases the front bumper, and a functional hood scoop has been added to the Neon’s usually cheerful face to feed air to the turbo. 17″ wheels with low-profile tires are standard. Nearly all of the trim is painted body color, for a menacing monochromatic look. Dual exhaust outlets jut from the rear bumper, and there’s a tall hoop spoiler on the trunklid. This is in no way a nondescript piece of machinery.
It’s the same story inside. An aftermarket-style turbo boost gauge complements the white-faced gauges, so you’ll never forget what’s under the hood. The dash, shift knob and pedals are accented with satiny silver trim. The racing-style seats are heavily bolstered for lateral grip, and seem to pull you in and hug you to the car. They’re comfortable, if a bit hard. The good things about the Neon’s ergonomics remain in place; visibility is great (despite the spoiler in the rear window) and all of the ancillary controls are within easy reach. Our only complaint was that the shifter seemed a bit too far down for even our long arms to reach comfortably. We expect lots of SRT-4 owners will opt for taller aftermarket shifters.
We also expect lots of SRT-4 owners to be buying new tires after melting the original ones. Turn the key and crank it to life, and the SRT-4 is ready to go, go go. The 2.4 liter’s responsive, thanks to 16-valve, DOHC construction, and it doesn’t take long for the turbo to spool up and those 215 horses to scream for release. Give it some gas and release they will, through whichever front tire has the least traction. The engine is a sweet one, but the SRT-4 needs a limited-slip differential, badly. Wheelspin frequently reduces this psychotic Neon to one-wheel drive, and while the single smoking wheel is amusing, it doesn’t do much good acceleration-wise. When it can find traction, the SRT-4 is fast, rowdy fun. A heavy-duty five-speed manual transmission is standard equipment. The SRT-4 will still return 30-mpg fuel economy on the freeway, too.
Handling has been upgraded with firmer struts and springs front and rear, and Dodge took the advice of Sports Car Club of America (SCCA) amateur racers among its engineers when developing the suspension. Body roll has been all but eliminated, and the SRT-4 handles as well as the track-only Neon American Club Racer (ACR) model of the mid-1990s. Big eleven-inch disc brakes live at all four corners, and anti-lock brakes are standard.
Best of all, the Neon SRT-4 leads the bang-for-the-buck pack with a sticker price below $20,000. It’s only a McDonald’s Extra Value Meal shy of twenty grand, but it’s still a bargain.
Specifications:
All specs are for the 2003 Dodge Neon SRT-4, which we tested.
Length: 174.4 in.
Width: 67.4 in.
Height: 56.0 in.
Wheelbase: 105.0 in.
Cargo space: 13.1 cu.ft.
Base price: $19,995
Price as tested: $19,995
Engine: 2.4 liter DOHC 16-valve turbocharged four-cylinder
Drivetrain: five-speed manual, front-wheel drive
Horsepower: 215 @ 5400
Torque: 245 @ 3200-4200
Fuel capacity: 12.5 gal.
Est. mileage: 22/30
8/2009 update: Obviously, the SRT-4 got that much-needed LSD in 2004, which more than likely improved its manners tremendously. Unfortunately, I never got to drive one, so I can’t say for certain. Any owners out there want to confirm?