Automotive Reviews
Posts tagged sport wagon
2004 Mitsubishi Lancer Ralliart Sportback
01004 days
As a long time fan of station wagons, this reporter is always happy to see another Giant Box version of a sedan come along. They’re getting more common too, thanks to a backlash against gas-guzzling SUVs and a recent image boost in the form of hot-rod station wagons like Subaru’s WRX and Audi’s S4 Avant. The latest entry into the squareback brigade is Mitsubishi’s 2004 Lancer Sportback.
The new wagon shares the Lancer’s new-for-’04 sheetmetal and suspension revisions, and is available in standard or performance-enhanced Ralliart trim. That’s a good thing; with a torquey 2.4 liter four-cylinder and a big cargo area, the new Lancer promises to be competitive with the cream of the compact crop when it goes on sale shortly.
The Sportback isn’t shy about being a station wagon. Unlike many of the new wagons, whose styling does its best to hide the cargo area out back, the Sportback’s rear aspect is as brick-like as an old Volvo. Tower-style taillights adorn the cubist rear end, and the tailgate is wide and square for easy cargo loading. It’s a bit of a contrast to the angular front design, which incorporates a familiar Mitsubishi split-grille bumper design. Harmony is reached somewhere in between, although many will find that the blocky Sportback takes some getting used to. Like the sedan, the Lancer Sportback gets a sported-up Ralliart version as well. 16″ wheels, a body color grille and subtle lower airdams distinguish the Lancer Sportback Ralliart from the basic LS model. A palette that includes a screaming bright yellow ensures that this little hauler will be noticed.
Aimed at the active-lifestyle crowd, the Lancer Sportback offers more than just a pretense of utility. Drop the rear seats, and a 42.3 cubic foot cargo area opens up. Handy tie-downs and under-floor cubbies are included, as is a rear power outlet for tailgate parties. The standard equipment list is generous and includes keyless entry, a 140-watt sound system and power windows and locks. The Ralliart shares the same interior modifications as its sedan sibling, including sport seats, white-faced gauges and special dash trim.
The Lancer Sportback is available only with the larger of the two engines Mitsubishi offers for the Lancer line. The 2.4 liter four-cylinder is borrowed from the Lancer Ralliart, and produces 160 horsepower. The Ralliart version uses the same engine; interestingly, it gets two more horsepower, perhaps thanks to a more aggressive exhaust system. Mitsubishi’s MIVEC variable valve timing system increases the air intake at higher revs for a mild supercharging effect, boosting power delivery under hard acceleration. Because the 2.4 is large for a four-cylinder, it should also have better torque delivery when leaving traffic lights. A four-speed automatic transmission is standard.
If you didn’t think that a station wagon could be sporty, you’ve been watching too many reruns. The Lancer Sportback Ralliart carries the same suspension modifications as the sedan version; tightened-up springs and bushings, a front strut tower brace and a quicker steering rack. On both models, structural stiffening in the boxy cargo area contributes to a very solid body shell, also improving handling. Four-wheel disc brakes are standard equipment on all Lancer Sportbacks, and the Ralliart gets standard ABS.
The Lancer Sportback has its work cut out for it. It’s meeting the Ford Focus wagon, brand-new Mazda3, Toyota Matrix and Pontiac Vibe twins, and Suzuki Aerio head-on. At its New York Auto show press conference Mitsubishi promised a starting price below $18,000, however. Between that and the halo effect provided by the giant-killing (Oh, who are we kidding? It’s one of the giants) Lancer Evolution sports sedan, we expect the Lancer Sportback to make its mark among the little cargo haulers.
Specifications:
All specs are for the 2004 Mitsubishi Lancer Ralliart Sportback, which we tested.
Length: 181.3 in.
Width: 66.8 in.
Wheelbase: 102.4 in.
Cargo space: 42.3 cu.ft. (all seats folded)
Base price: $19,197
Price as tested: $19,792
Engine: 2.4 liter SOHC inline four-cylinder
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 162 @ 5750 (Ralliart)
Fuel capacity: 13.2 gal.
Fuel economy: 22/28
2002 Pontiac Vibe
01036 days
Is the Pontiac Vibe too cool for you?
With its active-sports-friendly carpet-less cargo area, cubbies designed specifically for cellphones and PDAs, laptop plug in the dash, a color palette with names like “Envy,” “Salsa” and “Frosty,” and a sunroof/CD upgrade package called “Moon And Tunes,” you’d certainly be forgiven for thinking so. But underneath all that attitude, the all-new Vibe is actually a nice little car.
Apart from a name that will have teenagers giggling, the Vibe combines the versatility of a minivan with the size and maneuverability of a subcompact car, with great success. Best of all, thanks to the magic of corporate cross-pollination, if you love it but just can’t stand the idea of buying a Pontiac, you can run over to your Toyota dealer and purchase the somewhat wackier-looking Matrix, which is the same car. Both cars share basic platforms and drivetrains.
Yeah, sure, people are going to take one look at the Vibe and call it ugly, but most of those people automatically hate anything General Motors builds anyway. Don’t listen to them. If Chevrolet built a bolt-for-bolt replica of a Ferrari, those people would find a reason to hate it. The Vibe is actually a good-looking car. Crossover vehicles like Suzuki’s Aerio and Pontiac’s own Aztek have been plagued by the gawky look inherent to a high-roofed, compact-sized car. The Vibe manages to look cool though, with a muscular one-box body, big fender flares and a lot less plastic cladding than the average Pontiac. The face is a large-grilled affair with prominent cat’s-eye headlamps and a nicely creased hood. At the rear, the roofline drops as the beltline rises, resulting in a strangely shaped D-pillar. It takes a bit of getting used to, but the quirk effectively breaks up the typically boxy station-wagon/SUV silhouette and looks good. A roof rack is standard equipment. Standard 16″ wheels can be swapped out for even larger 17″ alloy wheels, and even the hubcaps on the base model look good.
From the driver’s seat, it looks like Pontiac let Toyota take care of the interior, and that’s a good thing. Handsome seat cloth is the only thing that looks like it came from Pontiac’s style bin–the rest is pure Toyota. There are lots of circles. The deep-set gauges are ringed with chrome and the air vents and ancillary controls put more round holes in the dash. The shifter is mounted high in the console, because of the tall body, but the high seating position keeps it from being awkward. The three-spoke steering wheel and switchgear are straight out of Toyota’s parts bin. The only ergonomic complaint we had with the Vibe’s interior were door pulls that were hard to grasp. In addition to the usual power outlet in the dash, there’s a household-style plug, which allows Vibe owners to run laptop computers and other appliances without power inverters or other expensive adapters. Does it work? A Detroit area Pontiac dealer reportedly ran their office computers from one of the Vibes on their lot during a power outage!
The Vibe’s cargo area is ready for extreme sports gear. It’s lined with plastic instead of carpet, the better to hose the car out if necessary. Multiple cubbyholes and cargo tie-down hooks live back there as well. The lack of carpet is a good thing for carrying dirty or sharp-edged things like mountain bikes, but smaller objects tend to slide about. Listening to a pair of rollerblades bang around in a fifty-seven cubic foot, plastic-lined echo chamber gets very old, very quickly.
The 1.8-liter four-cylinder engine uses variable valve timing with intelligence (VVT-i) technology borrowed from Toyota to make the most of its 130 horsepower. By varying valve timing to increase torque at low speeds and efficiency at higher speeds, VVT-i makes the Vibe feel more powerful than it is. Equipped with the standard five-speed manual transmission, the Vibe is more than capable of dealing with hostile traffic and freeway speeds. As a commuter, the Vibe offers a raised seating position and decent visibility, in spite of those squashed back windows. The noise and drivetrain thrash that GM’s small cars are notorious for is absent; around town, your Vibe is your friend. An available Vibe GT model adds fifty horsepower and a six-speed manual transmission to the mix, turning Pontiac’s little do-all into a serious performer. A four-speed automatic transmission is also available.
An all-wheel drive model is also available, to compete with cars like the Subaru Forester and Honda CR-V. The Vibe AWD is an automatic-only model.
A MacPherson strut independent front suspension is used, with a twist beam rear axle. As a result, the Vibe can haul like a minivan, but doesn’t ride like one. The ride is perfectly carlike, and never tippy or unstable. Disc brakes are installed up front, with drums in the rear. The Vibe GT comes with four-wheel discs, and antilock brakes are available on all models.
Of course, there’s still that attitude we mentioned before. Like many cars directed at younger buyers, the Vibe can be personalized in many different ways. Available accessories include: a computer desk that buckles into the passenger seat and holds files and supplies; backpacks that can be worn or attached to the front seats; a “Gearbox” cargo storage system which attaches to sliding racks in the back; and a set of auxiliary storage compartments with a first aid kit.
It’s priced right for first-time buyers, too. Vibe pricing starts under $17,000 goes up to $19,900 for a Vibe GT and $20,100 for the AWD model. We drove a base Vibe, with no options whatsoever, and it wasn’t a stripped-out car by any stretch. Standard equipment includes a CD player, tinted windows, air conditioning, and that cool laptop plug in the dash. Side airbags, a moonroof, a GPS navigation system and a monochrome appearance package are options. Our test car stickered for $16,800. Don’t worry, the Vibe isn’t too cool for you, even if it looks like it is.
Specifications:
All specs are for the 2002 Pontiac Vibe, which we tested.
Length: 171.9 in.
Width: 69.9 in.
Height: 62.2 in.
Wheelbase: 102.4 in.
Curb weight: 2700 lb.
Cargo space: 24.6 cu.ft (seats up); 57.2 cu.ft. (seats folded)
Base price: $16,340
Price as tested: $16,800
Engine: 1.8 liter DOHC 16-valve four cylinder
Drivetrain: five-speed manual, front wheel drive
Horsepower: 130 @ 6000
Torque: 125 @ 4200
Fuel capacity: 13.2 gal.
Est. mileage: 30/36
Towing capacity: 1500 lb.
2002 Lexus IS300 SportCross
11036 days
Warning: This review may seem a bit enthusiastic and unabashed in its praise of the 2002 Lexus IS300 SportCross. That’s because it is. I liked the IS300 sport sedan when it made its debut in 2001, gunning for the BMW 3-series and largely finding its mark. I’m also a big fan of station wagons, partly because they make good cargo-carrying alternatives to SUVs and minivans without sacrificing handling, and partly because they just look cool. So it should be no surprise that a Lexus IS300 station wagon would be met with cartwheels of joy from my corner.
Technically, the SportCross is “more than a sedan, but less than a full wagon,” according to Lexus. Rather than making a direct competitor to luxury wagons like BMW’s 3-series wagon or Audi’s A4 Avant, Lexus chose to create a car that’s somewhere between a sedan and a wagon. There’s not much cargo space–a Volvo V40 is visibly larger. With only 21.8 cubic feet of space, the SportCross doesn’t make much of a hauler. Then again, the SportCross isn’t supposed to be a station wagon. Think of it as a road-tripper that’ll allow you to bring home unusually large antiques.
Even if you’re not a fan of station wagons, the SportCross’s elegant lines will catch your eye. The IS300 sedan’s notched back has been gracefully extended with a dramatically sloping backlight that gives the car a distinctly wedge-shaped profile. The roof is extended only slightly, and the additional sheet metal serves only to emphasize the way the SportCross’ flanks hug the 17″ wheels. A very subtle character line starts at the front wheel arch and kicks up at the C-pillar gives the SportCross a hunkered, ready-to-pounce look. It won’t be mistaken for a soccer mom’s car, that’s for sure. Also more noticeable are the slightly rounded headlamps under glass covers and the distinctive bulge in the hood. Both details are shared with the IS300 sedan, but the SportCross is many times more distinctive.
From the front seat there aren’t any significant differences between SportCross and sedan. The seating position is good and the “ribbed” dash texture is pleasing to the eye. The chrome shift knob, however, is a terrible, terrible thing to have to deal with in the summer, when it becomes as hot as a frying pan. Luckily, your friendly Lexus dealer will change it to leather for you. Our test car featured Escaine-upholstered seats whose suede-like surfaces were wonderfully grippy and comfortable. It’s supposed to be the sporty Lexus, but our test SportCross’ very upscale appointments were noticed by many.
As in the IS300 sedan, the inline six-cylinder engine is a sweet powerplant. Its 215 horsepower may not seem like much on paper, but remember, the SportCross isn’t that much larger than the average subcompact, and the engine is actually borrowed from the larger Lexus GS300. It seems a bit light on torque off the line, but at higher revs the SportCross wakes up thanks to variable valve timing. What’s missing is a manual transmission. It’s a mystery to me why Lexus offers a five-speed in the IS300 sedan but not in the SportCross (and if any Lexus engineers are listening, this should be rectified as soon as possible!). A gimmicky manual-shift option for the automatic transmission adds racing-style up- and downshift buttons to the steering wheel, and went largely unused during my test drive.
Apart from that dynamic oversight, the SportCross offers delightful balance, responsive steering, and tenacious grip. The four-wheel independent double wishbone suspension offer an around-town ride that might be too stiff for some tastes. The responsive, compliant poise is welcome when the roads get complicated, though. The SportCross is a great deal friendlier than the BMW 3-series which it closely emulates. It’s easier to become friends with a SportCross. Granted, any BMW 330i would probably eat it up on the track, but not by a significant margin. The SportCross is comparable to any of the German sport wagons but has less cargo space.
Lexus’ Brake Assist system, which increases braking power in emergency situations, and antilock brakes are standard equipment on the SportCross. Side airbags are also standard. Traction control and a pop-up navigation system are options. SportCross pricing starts at just over $32,000. Our test car’s Escaine interior and moonroof made for a very luxurious interior, but they’re expensive options that drove the as-tested price to $35,294. A fully loaded SportCross knocks at the door of $40,000, but there isn’t an alternative to Lexus’ “4+1 sedan” unless you’re willing to dig up a decades-old Audi 5000 wagon.
Bottom line: The IS300 SportCross is one of the more enjoyable cars I’ve driven in the course of my exploration of the automotive world, despite the lack of an entertaining transmission and the high price. Is that unabashed enough for you?
Specifications:
All specs are for the 2002 Lexus IS300 SportCross, which we tested.
Length: 177.0 in.
Width: 67.9 in.
Height: 56.7 in.
Wheelbase: 105.1 in.
Curb weight: 3410 lb
Cargo space: 21.8 cu.ft.
Base price: $32,305
Price as tested: $35,294
Engine: 3.0 liter DOHC 24-valve inline six-cylinder
Drivetrain: five-speed automatic, rear wheel drive
Horsepower: 215 @ 5800
Torque: 218 @ 3800
Fuel capacity: 17.5 gal.
Est. mileage: 18/25