2014 Hyundai Tucson Second Opinion |
| 2014 Hyundai Tucson Second Opinion Posted: 22 May 2014 05:00 PM PDT  Share this Article Late last year, we spent some time in the revised 2014 Hyundai Tucson. Although it proved to be a competent little crossover utility vehicle (CUV), it faces serious competition in the highly competitive compact CUV segment.
There are so many strong products on the market that the Tucson is having trouble finding customers. Aside from its corporate cousin, the Kia Sportage, the only competitors the Tucson currently outsells are the awkward Mitsubishi Outlander and the out-of-date Volkswagen Tiguan. Is this small Hyundai really that bad, or has the marketplace forgotten about it? To find out we gave one to our everyday consumer turned road-tester, my wife Amanda. In the market for a sensible family vehicle sometime in the future, the Tucson ought to satisfy most of her requirements, at least on paper. Loaded Up on Features and Price
Amanda found the interior to be pleasing and that the dashboard is laid out in a logical, easy-to-understand format. She was able to find a comfortable driving position quickly thanks in part to the power seat. There is a rather generous 38.7 inches of legroom for back seat passengers. For example, adults just over six feet tall will fit without feeling cramped.
Amanda likes the straightforward GPS system partially because of how quickly it re-calculates the route after a missed turn. The rear view camera is helpful, but it seems incomplete without rear parking sensors. While on the topic of special awareness, the fact the Tucson isn't available with blind spot detectors frustrates her because the rear three-quarter sightlines are poor from her preferred seat position. Heavy Door, High Climb
The driver's side door is also heavier than she expected it to be, which makes it difficult to hold it open when trying to get in and out of a tight parking spot. As well, the combination of a heavy door, semi-steep step-in height and high heel shoes makes getting in and out with grace a challenge. Once firmly situated behind the wheel, Amanda finds the Tucson is easy to drive. Even on an unfamiliar road her first time piloting the vehicle, she did not feel uncomfortable at all. She found the 2.4-liter four-cylinder – with 182 hp and 177 lb-ft of torque – is adequate although it feels taxed with a full passenger load. Hyundai says the Tucson can tow up to 2,000 lbs, but it doesn't seem driving the car would feel very good while doing so. Not Efficient, But Pleasant to Drive
A six-speed automatic sends power to either the front wheels or all four. With all-wheel drive, the Tucson Limited is officially rated at 20 MPG in the city and 25 MPG on the highway. After a week of driving, Amanda returned an average of 21.4 MPG. That is right in line with the official 22 MPG combined rating, yet disappointing for such a small crossover.
She really likes the updated look of the 2014 model and says red paint combined with the dark grey lower plastic trim cladding added a bit of class to the Tucson's overall appearance. Her test vehicle came with the upgrade 18-inch wheels wearing 225/55R18 tires that are the "right size" and although the design isn't amazing, it's also not offensive.
The VerdictAnd that is the best way to sum up the Tucson. It is by no means a class leader, but it's still competitive. Poor sales should not reflect on the Tucson as being a poor vehicle. It offers a smaller package for drivers that don't need the space of a Toyota RAV4 or Honda CR-V without giving up anything in terms of power, refinement or amenities. At over $31,000, the Tucson starts to make less sense and Amanda's advice for prospective customers is to decide which options are the most important to them before settling on a lower trim level that offers better value.
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| Posted: 21 May 2014 05:00 PM PDT  Share this Article People who own a Volkswagen GTI are invariably passionate about their cars. They have an infectious enthusiasm borne of a love for driving mixed with taut handling and turbocharging. That's what made it so hard to watch the new generation go on sale in Europe a year ago, while U.S. hot hatch lovers were left waiting. Until now.
The wait is finally over and you won't be disappointed with the reward. It really doesn't matter how you measure it, the 2015 GTI is improved in every aspect over its predecessor. New, More Powerful DrivetrainIt's true that the 2.0-liter EA888 TSI engine only offers a 10-hp increase, but at 210 ponies and 258 lb-ft of torque, you're getting 51 lb-ft of added torque over the outgoing model and that makes a difference you're sure to notice. Peak torque comes on at 1,500 RPM and lasts until the 4,500 mark right when the new EA888 engine is pushing out its peak horsepower. That translates to a smooth, easily accessible powerband that feels more potent than the powerplant it replaces.
For an extra $1,495, Volkswagen is offering a performance package that you really shouldn't skip if there's even a single autocross weekend looming. It bumps peak horsepower to 220, adds an electronically controlled limited-slip differential and bigger brakes, all of which improves what's already a nimble package. So-equipped, up to 100 percent of the engine's torque can be diverted to the outside wheel.
The ECU is also re-programmed for the sport package to hold peak torque 200 RPM later, pushing the peak horsepower to 4,700 RPM. SE and Autobahn models equipped with the sport package are also being sold in the U.S. for the first time with adaptive dampers for an extra $800. Even if you skip the other options, this is something to suffer a slightly higher car payment to have. Despite the performance enhancements, fuel efficiency is supposed to be superior. Official estimates from the EPA are still unreleased, but VW expects the manual GTI to spit back up to 25 MPG in city driving and 34 on the highway compared to the previous car's 21/31 rating. Efficiency gains aren't quite as strong with the DSG, but at 25 city and 33 highway, you're still looking at an upgrade. Regardless, the new GTI is quick and shouldn't be particularly painful at the pump. Handles Better Than Ever Before
If there's any body roll in hard cornering, it's hard to notice from the driver's seat. The sheer joy of being able to take a corner in a car that feels stuck to the pavement like a gecko is difficult to put on paper, but try picturing whipping around in the front car of a roller coaster. Except in this case, you're somehow able to steer the thing rather than following a planned path on rails. Now you have an inkling of how taking a street corner at around 45 MPH feels in the GTI. Like the rest of VW's new compact hatchback family, it's based on the MQB platform. The result is a larger yet lighter vehicle that treats hard turns with devil-may-care dismissal due in part to the fact that the new model is between 53 and 83 lbs lighter than the generation it replaces. Sophisticated Cabin
Performance is fine, but there's something to be said for having a well-built cabin to sit in at the same time and the 2015 GTI lives up to its country's reputation for tastefully designed interiors. The hallmark plaid seat upholstery is still available, as is leather, although the former is restricted to the S trim. In all cases, the front seats are well bolstered to hug your torso.
Red ambient lighting and switches backlit in white add to the car's premium interior as do the aluminum pedals. The cabin is moderately more spacious than the MK6, although the differences aren't great enough to be a major selling point. Mildly Revised Body Styling
For better or worse, exterior styling doesn't change very much on any of the MK7 Golf variants. Like the rest of its family, the GTI gains sharper, more defined bodylines than its predecessor and all models are equipped with 18-inch alloy wheels as standard equipment. The car sits 0.4 inches lower than the normal Golf TSI model and comes with more aggressive body cladding while an optional lighting package for $995 adds bi-xenon headlights and LED daytime running lights. It also adds an adaptive front lighting system that turns the front lamps with the steering wheel. Pricing
Base two-door S models start at $25,215 with a manual transmission although the four-door model only costs an extra $500. The six-speed dual-clutch transmission runs an extra $1,100. Upgrading to the mid-level SE trim costs $3,000. That version is offered with either two or four doors while the top-trim Autobahn model is offered exclusively with four. That car carries a base price of $30,415 including delivery. Arguably, the Ford Focus ST is the closest competitor to the GTI. It makes more power and costs a little bit less, but not by enough to give the Ford any sort of real price advantage. Even in its top-trim, the GTI isn't that much more expensive than its key competitor. More importantly, the new generation's handling improvements and refined interior mean that it doesn't just compete with similarly priced hot hatches; it's a legitimate alternative to the new Audi A3. Keep in mind that Audi isn't offering a hatchback A3 anymore except for the TDI model coming next year. |
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2014 Cadillac ELR Review - Video
Posted: 20 May 2014 05:00 PM PDT
The Cadillac ELR is not going to have an easy road in life. Thrust onto the market wearing a $75,995 price tag, this new car resides in a high-end neighborhood all about luxury, performance and refinement. As a front-wheel drive coupe based on a Chevrolet range-extending hybrid that only makes 217 hp, is it playing out of its league?
FAST FACTS |
| Engine: 1.4 L four cylinder engine + electric motor. Total output 217 hp and 295 lb-ft of torque Transmission: Voltec 4ET50 Fuel economy: 82 MPGe total, 33 MPG with gasoline engine operating. Price: $75,995 after destination charges, $82,135 as tested. |
The ELR features an electric motor paired to a 1.4-liter gasoline engine. Unlike most hybrids, the gas engine is used more as a generator than a drive motor. It can power the wheels, but only in succession with the electric motor. While the powertrain technically makes a combined total of 217 hp, you won't ever really have access to that much power. While relying only on the electric portion of the powertrain, the car has 157 hp and that figure increases to 181 with help from the gasoline engine.
At least the torque rating is constant at 295 lb-ft. This is always on tap and can motivate the 4,050-lb coupe from a standstill to 60 mph from a standstill in under nine seconds in EV mode and less than eight seconds in gasoline assist mode.
Seamless Gas-Electric Integration
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The switch between these two settings is seamless in the ELR. Aside from engine noise, a little more vibration can be felt through the steering wheel and pedals. Basically, when the gas engine is on, the intrusion is no more than found in most luxury vehicles. Best of all, unlike some hybrid systems, there is absolutely no hesitation between the two power modes.
Of course, being a hybrid of any type, efficiency is key with the ELR. The car is good for 82 MPGe according to the EPA. However, extended drives on the gasoline engine will bring this number way down as it is only rated at 33 MPG when that engine is engaged. Conversely, efficiency numbers can be much higher if only the electric motor is used. With a claimed electric range of 37-miles, many commuters can stay in pure electric power on a daily basis, especially if there are charging stations at work. During our daily commute we regularly saw 35 miles a charge.
Regenerative Braking on Demand
The key to maximizing efficiency lies in the ELR's regenerative braking. Like all hybrid and electric vehicles, this car recaptures electric energy when coasting or braking. But unlike most, the Cadillac has paddles mounted to the steering wheel that allows for regenerative braking on demand. Squeeze the paddles and maximum regenerative slowdown is applied without engage the car's regular brakes. It's a great way to extend the cars range, but these paddles are basically on/off switches. There is no way to modulate the amount of brake pressure. We wish the level of pressure applied to the paddle correlated with how strong the brake application is. Despite that, the feature proved to be useful frequently from a practical standpoint.
While speaking of efficiency, the ELR also has a Hold mode. This allows the driver to manually turn on the gasoline engine at any time so the batteries electric power can be used later. It's a great feature for commuters since EVs are not very efficient on the highway while this is where gasoline engines are most efficient. Using this system to maximize our range, we averaged 123.2 MPGe during 200 miles of commuting during the course of a week. If we had a charging station at our office, we probably never would have engaged the gasoline engine at all.
Not a Model S Competitor
It didn't take long for people to start comparing the Cadillac ELR to the Tesla Model S after GM confirmed that it would go into production. Both are luxury cars and like the Tesla, the ELR runs on electric power; at least most the time.
But other than that, it doesn't make much sense to compare the two cars. Unless you're buying the ELR purely to make a statement, the two cars serve different purposes. One is a sedan capable of carrying up to seven people while the other is a low-slung coupe that's hard pressed to carry more than two people.
More in Line with the E-Class Coupe
A closer competitor to the ELR is the Mercedes-Benz E-Class Coupe. Although it's slightly slower in a straight line, this car performs similarly to the E 350. It weighs about the same, is the same size and handles corners just as well. It's more expensive than even a fully loaded E 550 coupe though, but there is a lot more technology involved in the ELR and there's no doubt which car is more efficient.
It may sound like a stretch comparing this FWD hybrid to a RWD Mercedes-Benz luxury coupe, but much like the Volt, the ELR for the most part lacks the artificial feeling that many EVs are burdened with. It not only drives like a regular car, but is superbly smooth, is competent in corners and isolates passengers from outside noises. The ELR's suspension is more refined than a flawless diamond.
There are some things on the ELR we would change though. The regenerative brakes are a bit grabby and there is noticeable delay in the throttle. The latter can be fixed to a degree by selecting the "sport" setting that changes the throttle and steering mappings as well as stiffens up the adjustable dampers. This doesn't quite make the car into a sports car coupe, but neither is the E 350.
Pure Luxury Inside
Inside, this car couldn't be any more Cadillac. In fact, the ELR has basically adopted the new CTS's design right down to the center stack layout and motorized cup holder. The configurable gauge cluster, probably the best of any current Cadillac, features a permanent ring surrounded by three adjustable display screens.
Cadillac went a little overboard in its quest to create a premium interior. On the doors alone, you'll find leather, suede microfiber, chrome, wood and carbon fiber. According to Cadillac, there's also "choreographed LED-powered accent lighting" inside the car, although we're still a little puzzled about what that means. The best part of the ELR's cabin is the sound, or lack thereof. It is so quiet inside thanks partly to active noise cancelling measures coming from the stereo.
Spacious Interior
Sightlines are awful in this car, but keep in mind that this is a stylish coupe. Despite being difficult to see out of, driver comfort is still great. The interior materials have a premium, rich feeling and there is more usable legroom and headroom for the driver and front seat passenger than the E-Class coupe. The rear seats, with 33.6 inches of rear legroom are cramped and the 10.5 cubic foot trunk is on the small side. But this is a hybrid coupe after all crammed full of batteries.
The Verdict
There's no denying the ELR is a stylish luxury coupe. Better than just a fancy Volt, the car feels refined on the road. It's a better car than we expected it to be, but the $82,135 as-tested price tag is still an issue. The ELR needs a lower price point, 100 more horsepower, 100 more miles of electric range or even all the above.
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