Automotive Reviews
Posts tagged sport coupe
2010 Jaguar XKR
Jan 8th
Something about Jaguars makes it easy to forget that they’re bona fide exotic cars. Maybe it’s their air of subtle reserved elegance; maybe it’s the well-publicized quality-control issues that plagued the brand throughout the 1980s. Maybe it’s the fault of the unlamented “bargain Jaguar” X-Type. Whatever the reason, this brand’s image has evolved from that of an unstoppable LeMans stormer to a silky cruiser, and being out on the prowl in one doesn’t always attract as much attention as it ought to.
Jaguars can still run, though, and the days when they challenged Porsches and Mercedes on the track aren’t that far away. The XKR arrives for 2010 to emphasize this facet of the marque’s history. Powered by a supercharged version of Jaguar’s new 5.0 liter V8, this high-end sports coupe is a reminder that the folks from Coventry can put together a seriously fast and capable vehicle. A Dodge Viper may get more attention, but the XKR is less likely to go insane, carry you into a tree and kill you.
The rush of a supercharged Jaguar V8 is an automotive delicacy. It’s not just that there’s 510 horsepower and 461 pound-feet of torque on tap; it’s the delivery that makes it almost magical, an endless rush of power that shoves you back in your seat without ever becoming violent. The new engine uses direct injection and variable cam timing, and though displacement and power have increased significantly, fuel economy’s also better. A twin-vortex supercharger boosts power by 23 percent compared to last year’s XKR, and the dual exhaust provides the right soundtrack. Plant your foot, and the XKR launches with the inevitability of death and taxes. The six-speed automatic transmission is controlled by a unique dial-like interface, and delivers solid, confident shifts. Steering wheel paddles offer manual gear selection, and the massive power is kept under control with a standard limited-slip Active Differential Control. Not surprisingly, this car is adept at high-speed cruising, as well as boasting a sub-five second 0-60 time.
Jaguar’s been into lightweight body structures for a while, and the XKR’s stiff undercarriage is almost entirely aluminum. Jaguar has ditched the awfully-named Computer Active Technology Suspension (CATS) active suspension with Active Dynamics. Where CATS had only “soft” and “firm” settings, Active Dynamics offers a full range of automatic suspension settings. The XKR controls body roll and pitch actively, tightening the suspension when necessary and measuring grip at each wheel to adjust where necessary. Dynamic Stability Control is also standard. In seat-of-the-pants terms, that means this car seems to cling to the road better the harder it’s pushed. It’s responsive enough to be manageable in traffic without feeling cramped or ponderous.
Visually, the XKR is a subtle beast. Extravagant wings and spoilers just aren’t Jaguar’s style, after all. Since this car’s starting point is the sleek and handsome envelope body of the XK coupe, it’s already eyecatching enough. The front end has been slightly revised with an oval grille that’s reminiscent of classic Jaguars. The new taillights and side marker lamps are lit with LEDs. The XKR is distinguished by a chromed lower grille and a redesigned lower rear valance panel. A choice of nineteen or twenty-inch wheels is offered.
Interior comfort is provided in Jaguar style, which means firm seats, a snug cabin, lavish appointments and slightly confusing ergonomics. Okay, the last was a cheap shot: Jaguar’s instrument panels have become much less inscrutable in recent years. The XKR is technically a four-seater, but the rear seats are more useful as a package shelf than for transporting living human beings. Consider this car a getaway vehicle for two. The seats take some getting used to, with ten-point adjustability; some drivers will love them while others will hate ‘em. It’s hard to dislike the dark oak with mesh aluminum trim and watch-style instrument panel, however, and this big Jag is comfortable enough to drive all night. Standard equipment includes a seven-inch touch screen controlling audio and climate control functions, as well as the available navigation system. High-end sound is provided by a 525-watt Bowers & Wilkins system. Be sure to pack the handsomely finished cargo area with enough luggage for two, because you may not want to come home any time soon.
So, the XKR is a serious performer. Of course, so are its competitors–the BMW M6, Mercedes SL500, Porsche 911 and even the Audi R8. In this crowd, five-second 0-60 times and Velcro-like handling are par for the course, so what’s so exciting about another entry to the club? What the XKR brings to the table is a subtle air of elegance. Yes, it’s got stunning power, but it’s delivered with a rush rather than a sledgehammer blast. The suspension is comfortable at low speeds and increases its sensitivity as needed. The handsome interior appointments and amenities are matched by Mercedes and BMW, but there’s no substitute for the Jaguar’s confidence and sense of self, if you will. Can a car have a sense of self? It most certainly can. Pricing for the XKR starts at $95,150, and the optional Nevis 20-inch wheels drove the bottom line of my tester over six figures, to $101,000. That’s some serious money, but then the Jaguar XKR is a serious piece of automotive equipment.
Specifications: All specs are for the 2010 Jaguar XKR.
Length: 188.7 in.
Width: 74.5 in.
Height: 52.0 in.
Wheelbase: 108.3 in.
Curb weight: 3865 lb.
Base price: $95,150
Price as tested: $101,000
Engine: 5.0 liter supercharged V8
Drivetrain: six-speed automatic transmission, rear-wheel drive
Horsepower: 510 @ 6000
Torque: 461 @ 2500-5000
Fuel capacity: 16.1 gal.
Est. mileage: 15/22
2004 Audi S4 cabriolet
Dec 5th
Turn the key and it’s instantly obvious that this is not your average Audi. Instead of a silky V6 purr, the distinctive burble of a V8 engine resonates through the dual exhausts. It’s impossible to miss, especially if the top is down. You don’t need to be told what happens when you give the accelerator a shove, do you?
Audi’s high-performance S4 lineup gets a new addition for 2004. The S4 sedan and Avant wagon are joined by an S4 version of Audi’s slick A4 cabriolet, bringing high power and athletic poise to an already impressive four-place convertible. Intended to give fits to BMW’s M3 convertible, and Mercedes’ CL-class roadster, it’s the only V8-powered all-wheel drive car in its segment.
From the curb, this beast is far more unassuming than its other German competitors. All that sets the S4 Cabriolet apart from the A4 Cabriolet are larger air intakes up front, dual exhaust outlets at the rear and a red and silver “S4″ badge. There are a subtle few aluminum accents that aren’t present on the A4. Otherwise, the S4 Cabriolet shares the bar-of-aluminum-soap design that graces the rest of the handsome A4 lineup. The top is fully automatic and has a scratchproof glass window. It looks best with the top down; the design is what the art gurus would call “clean.” The S4 Cabriolet is equipped with 18″ wheels.
The interior is monochromatic to a severe degree, especially in our black leather-upholstered test car. Audi’s S4 models have unique instrument clusters with grey dials and a thick, sporty steering wheel. Audi likes to offer interiors with a custom-tailored feel, so S4 Cabriolet buyers can select one of four different dash-inlay materials, and a dash of wood would certainly serve to lighten the mood. The seats are comfortable, and there’s room for four inside the S4 Cabriolet.
Of course, the best thing about this car is the powerplant. The 4.2 liter V8 offers an unexpected roar when throttled hard, and triple digits are reached with ease. How did they stuff a V8 under the S4′s stubby hood? It’s a compact engine; engineers relocated the auxiliary and cam drives to shorten it. Power output is 344 horsepower; Audi’s five-valve intake system helps to boost the power of this relatively small V8. “Small” is relative at the gas pumps, too; the S4 Cabriolet is subject to a gas guzzler tax, thanks to its 15-mpg thirst. But fuel economy isn’t the point here; power and poise are. A choice of six-speed manual or six-speed Tiptronic transmissions is offered. Both are serious performance units; the available “manumatic” Tiptronic can be shifted with steering wheel-mounted paddles, if you’re a fan of clutchless shifting.
Audi’s quattro all-wheel drive system is standard equipment on all S4 Cabriolets, so performance in all weather conditions is excellent. The ride is stable and sure-footed, to the point of being somewhat sterile. That’s due in part to this chassis’ capability. Aluminum suspension components are used extensively to improve the car’s reflexes. Up front, a four-link setup is used, with trapezoidal links at the rear for a fully independent setup. Combine the grippy suspension with all-wheel drive traction and Audi’s ESP stability control system, and it requires a truly stupid driver to un-stick the S4 Cabriolet. To keep body flex to a minimum, the S4 Cabriolet’s structure includes lots of high-strength steel and additional bracing. This has resulted in a somewhat heavy body; this relatively petite car scales in at just over two tons. Thanks to the 344 horses under the hood, of course, it doesn’t feel at all overweight, and the added structure makes for a secure ride even at triple-digit speeds.
On the road, steering response was slower than we expected, but far from sluggish. Audi’s Servotronic steering system varies the power boost to keep it responsive at all speeds.
On the safety front, anti-lock brakes with Brake Assist are standard equipment, of course. Invisible to the occupants are rollover hoops that pop out behind the rear seats in the event of a rollover to protect the passenger cabin.
Is the S4 Cabriolet the ultimate performance convertible? Possibly. Is it a value leader? We doubt anyone would say so. Pricing for the S4 Cabriolet starts at $53,850. Our lovely silver test car, with a Bose premium sound system and Sirius satellite radio, hit the streets at $58,595, including a $1,700 gas guzzler tax. That’s roughly $14,000 per passenger, and considering the S4 Cabriolet’s performance and poise, you just might not have any trouble finding three friends to chip in.
Specifications:
All specs are for the 2004 Audi S4 cabriolet, which we tested.
Length: 180.0 in.
Width: 70.0 in.
Height: 54.8 in.
Wheelbase: 104.5 in.
Curb weight: 4089 lb.
Cargo space: 10.2 cu.ft.
Base price: $53,850
Price as tested: $58,595
Engine: 4.2 liter DOHC V8
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 340 @ 7000
Torque: 302 @ 3500
Fuel capacity: 16.6 gal.
Est. mileage: 15/21 (six-speed manual)
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