2015 Hyundai Sonata Review - Video |
- 2015 Hyundai Sonata Review - Video
- 2015 Porsche Macan Review
- 2014 Cadillac SRX Review
- 2014 BMW 228i Review
- 2014 Toyota FJ Cruiser Trail Teams Ultimate Edition
| 2015 Hyundai Sonata Review - Video Posted: 29 Jun 2014 05:00 PM PDT  Share this Article The 2015 Hyundai Sonata has big shoes to fill as the last generation model practically revolutionized the mid-sized sedan segment. With eye-catching styling, Hyundai proved that mainstream cars can be attractive.
Fast-forward to today and it's clear that Hyundai's impact is felt throughout the industry. Almost every manufacturer enhanced its mid-sized sedan styling. While competitors were focused on styling, Hyundai set out to refine the Sonata by blending premium appeal with mid-size sedan practicality. With a look that follows in the footsteps of the new (and well received) Genesis Sedan, the Sonata adds some key exterior highlights. A trunk-lid spoiler and LED daytime running lights are now standard while trim level are more separated and better defined. Limited models feature liberally applied chrome accents, while Sport models have a blacked-out portion on the front bumper, under the grille. Both outfits suit the Sonata though it's clear the company isn't looking to stun the world with exterior design. Emphasis on a Premium InteriorIt looks like Hyundai benchmarked the Sonata against premium brands rather than direct competitors like the Toyota Camry or Honda Accord. It seems like Hyundai applied some of the same design in this car that it used for the second-generation Genesis luxury sedan. Mind you the premium materials are used more sparingly here than there. Soft touch fabrics are only found in key locations like the door handles and controls. Eye-catching trim pieces are throughout the trim range: Limited models can be equipped with wood accents that look posh, if a little Buick-esque while Sport models feature faux carbon fiber inserts.
Hyundai tweaked the interior design to achieve improved ergonomics. The result is a horizontal HVAC and multimedia stack angled toward the driver with a more upscale look than the previous vertical setup. Even the steering wheel was revised for better ergonomics. It works, as the car feels a bit more engaging, just by having a thicker wheel. Well Equipped as Usual
Another unique twist is the lane-change assist, which uses the blind-spot assist and parking sensors to detect if you're at risk of cutting someone off. The system will determine if a car is closing in on your lane-change space or not and alert you with a distinct noise that urges you to rethink your lane change maneuver. These features are available on the Sport trim with the $1,700 premium package, and come standard on Limited trim levels, while a smart cruise control with the capability to bring the car to a full stop is available on Limited models with the $5,050 Ultimate package. Less Power, Better Handling
For this generation, Hyundai revised the suspension was to provide comfortable yet sportier handling. The 2.0-liter turbo model features slightly different electric power steering that feels far more natural than past Hyundai models, which are frequently criticized for poor on-center feel and a vague sense of direction. Even the 2.4- and 1.6-liter turbo models have improved steering feel, especially when the car is put into "Sport" mode. Each drive mode affect engine responsiveness, shift points and steering weight. The differences between the three available drive modes (Sport, normal and Eco) are quite noticeable, allowing you to tailor your driving experience.
We also had some time with a pre-production Eco model, a new trim level in the Sonata lineup that uses a small 1.6-liter turbocharged engine and a seven-speed dual clutch transmission. The 177 hp and 195 lb-ft of torque from the engine was solid and peppy, although the dual-clutch transmission still has a few kinks to work out at slower speeds where it's jerky and lacks finesse. Pricing
The Sonata is available in three trims: SE, Sport and Limited. SE models start at $21,960 without options and comes with 16-inch alloys, LED daytime running lights and a spoiler as well as Bluetooth connectivity. Sport models start at $23,985 and get 17-inch alloy wheels, automatic headlights, a 10-way power driver seat, a five-inch touch-screen for multimedia, heated front seats and sportier exterior accents like dual chrome exhaust tips. For $27,335, Limited models come with a few more convenience features including lane departure warning, heated rear seats and leather upholstery.
Different packages are available for each trim level - and many are tied together, meaning in order to get the Technology Package on Sport models, you also have to get the Premium package. A fully loaded model is known as the 2.0T Sport with the ultimate package and costs $34,335. |
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Posted: 26 Jun 2014 05:00 PM PDT
Normally when the term "compact crossover" comes across the table you think of products like the Honda CR-V, the Ford Escape or the Toyota RAV4.
FAST FACTS |
| Engine: Turbocharged 3.0L V6 makes 340 hp and 339 lb-ft. Turbocharged 3.6L V6 makes 400 hp, 406 lb-ft. Transmission: Seven-speed PDK. Fuel economy: 17/23/19 MPG city/highway/combined. Price: Macan S starts at $50,895 or $78,335 as tested. Macan Turbo starts at $73,295 or $102,435 as tested. |
Of course you could always go with something a little bit nicer like an Audi Q5 or Mercedes-Benz GLK. In fact it's hard to think of a company that doesn't offer something in this segment and starting this year, Porsche is joining those ranks.
But as you can probably guess, its idea of what a small soft-road capable crossover should be is a little bit different than, well, anyone else.
Say Hello to the Macan
In the U.S., Porsche is offering two versions of the Macan: the S and Turbo. Both use twin-turbo V6 engines powering a rear-biased all-wheel drive system mated exclusively to Porsche's seven-speed dual-clutch PDK transmission.
The Macan S has a 3.0-liter V6 that makes 340 hp and 339 lb-ft of torque and hits 60 mph in 5.2 seconds. Officially, it's rated at 17 MPG city, 23 on the highway or an average of 19.
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Then there's the hotter Macan Turbo. Its engine displaces 3.6-liters and makes a 400 hp and 406 lb-ft of torque and can hit 60 in 4.6 seconds. It is worth noting that both cars shave 0.2 seconds off those times with the sport chrono package, which adds launch control.
Shockingly, the Turbo model is rated for the exact same fuel economy as the lighter and less powerful "S."
Oh and pricing? The base Macan S starts at $50,895 including delivery but with several options ticked it's easy to cross the $65,000 mark and possible to crest $78,000.
Entry for the Macan turbo kicks off at $73,295, but as usual with a Porsche the extras ain't cheap. Believe it or not, most of the Macan Turbos Porsche had on hand during the press junket cost more than $100,000.
Return on Investment?
That's a lot of cash for a compact crossover. So what do you get? For starters, eight different wheel options including standard 19-inch alloys that are 235 millimeters wide in the front and 255 at the rear. Optionally, there are also 21-inch with 295 millimeters wide rear tires lending loads of grip for hard acceleration.
Several of the design elements are meant as a nod to Porsche's 918 Spyder. For example, the Macan has a clamshell hood and what Porsche calls "3D" LED taillights. Rounded exhaust pipes characterize the Macan S while squared tips in the "Turbo" model take after the 911 that shares its surname. But the best bits of Porsche's baby SUV are tucked away in the cabin.
Stylish Cabin to Start, Sexy When Up Upgraded
The base S model comes with piano black interior finishes but every version is available with wood, carbon fiber or brushed aluminum accents. You can also upgrade to 18-way adjustable sport seats, although Turbo all Turbo models get those out of the gate. As bucket seats go, it's hard to beat what Porsche offers.
But if you would rather not spend up to $5,180 on them, there are two alternatives. The first – and least expensive option – have eight degrees of adjustability while the next-best can be shifted in 14 ways. Porsche's most transformable driver throne also comes wrapped in appreciably softer leather and if there's one place to pay for better trim, it's probably the seats.
The steering wheel is another nod to the 918 an unlike some other models in the Porsche lineup it has buttons to control phone calls, volume and telematics.
Porsche's spec sheet doesn't actually have rear seat leg and headroom measurements, but having sat there I can tell you that there's plenty of headroom, but legroom is limited. While we're on the subject of space, there are 17.7 cubic feet with the 40/20/40 split seats up or 53 with them down.
When it comes to equipping the Macan, Porsche isn't restricting options on either car. That means you can kit out a Macan S to have all the same equipment as its quicker brother – except for the bigger engine and brake rotors.
Smooth Cruiser
Just like its Cayenne big brother, the Macan is immensely comfortable for highway cruising. It's so quiet and so smooth that it's plenty easy to speed.
Blind spot monitoring, lane keeping assistance and adaptive cruise control are all available. Turn-by-turn navigation and a 40 GB hard drive for MP3 storage are offered on the Macan S and standard on the Turbo.
Perhaps more importantly, some of the latest in safety technology is also offered on the options list. Even when adaptive cruise control is disabled, the car can pre-load the brakes and even apply full braking power to help mitigate a crash.
Forward visibility is excellent, making it easy to see where you're aiming, be it shooting through a chicane or just a Dunkin Donuts Drive Thru.
Track Day? You Betcha
Summer tires are standard on the Macan and that hints at one thing: it isn't meant to compete with any other car in its segment, it's supposed to sit head and shoulders above them.
Luckily, I spent several hours at Willow Springs Raceway to find out first hand if it actually lives up to Porsches segment-busting aspirations. And it does.
The unique all-wheel drive system puts power to the rear wheels but can deliver up to 100 percent of the torque to the front if need be. Like other Porsches, there's also optional torque vectoring by braking that applies to the rear wheels. That improves cornering ability on pavement and it also enhances traction on loose ground.
The base Macan S comes with steel springs, while the Turbo gets Porsche's active suspension management system by default. If you really want to go all out, there's also an optional air suspension that can lower the car at high speeds or increase ground clearance to 9.06 inches. It doesn't matter if you want to trundle down a two-track or turn laps on a racecourse, the Macan can be equipped for either or both.
On public roads, the Macan S has plenty of power but on the track you really notice the difference the higher output engine makes. Where the S noticeably runs out of steam, the Turbo begs to keep pulling.
Any way you take it, the Macan is a heavy beast. At its lightest, you'll still be steering something that tips the scales at 4,112 lbs, but a loaded Turbo model weighs 4,652 lbs and feels it.
Under load in a hard corner, the base steel spring suspension is compliant and body roll is obvious. The air suspension addresses that, though it's still impossible to ignore the Macan's sheer girth.
Yet Another Porsche Capable of Camping
You probably won't ever take the Macan within a country mile of a place where branch scratches or – heaven forbid – being stuck in mud are real possibilities; but you could. And truth be told, this car is probably designed less for getting dirty and more for handling weekend trips through the snowy passes to Aspen or Mount Hood.
That's something it could probably handle without incident. I write "probably" because we drove in 100 degree heat. But Porsche's press program did include an off-road course where we drove up grades steep and loose enough to be difficult on foot. I rode up the hill as a passenger and drove back down. Consequently I can verify that the Macan is in fact capable of driving up steep grades although I haven't the faintest clue how it feels to be in control. Bear in mind, the car achieved that on summer performance tires.
On the other hand, the hill descent control is effective at holding a crawling speed during a down climb. The system is accessible while travelling between two and 18 MPH, though it's hard to imagine exploring the upper threshold; the Macan is no F-150 Raptor fighter.
Instead, it's wholly capable of carrying a canoe to less travelled lakes, bringing boogie boards to a beach or taking you to your favorite mountain biking trailhead. Simultaneously, it can hit 60 MPH in 4.4 seconds and more than hold its own on a handling course. This is the new Leatherman of compact crossovers.
The Verdict:
If you're thinking about buying a Macan because of its base price, do yourself a favor and look elsewhere. But if you can afford to pay the typical Porsche premium for optional parts, you'll be taking home a product that redefines what a compact crossover can be.
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Posted: 25 Jun 2014 05:00 PM PDT
Big luxury SUVs like the Cadillac Escalade were at one time the first choice for families with cash to burn, but these days there is no shortage of crossovers to fill that niche.
FAST FACTS |
| Engine: 3.6-liter V6 that puts out 308 hp and 265 lb-ft of torque. Transmission: Six-speed automatic. Fuel Economy: 16 MPG city, 23 MPG highway and 18 MPG combined. Pricing: Starts at $38,530. Our Premium Model costs $51,880. |
Cadillac's offering, the SRX, was the second best-selling luxury crossover behind the Lexus RX last year, and was thoroughly updated for 2013 to keep it modern and in line with the rest of Cadillac's updated lineup. Although the styling and platform are getting old, the fully revamped interior complete with Cadillac's CUE infotainment setup helps this crossover compete more directly with its rivals, many of which are all new for 2014.
Angular Style
Our tester is the 2014 SRX Premium AWD, a fully loaded model that comes with just about every option possible, though buyers can still upgrade further with a 'sport edition' package along with a 'driver assist' package. On the outside, Cadillac's typical angular design gives the SRX a rather striking appearance. Chrome side vents just in front of the doors also help to make this vehicle pop, along with the tail lights styled as a throwback to when cars wore tail fins.
Getting into the SRX, you are greeted with a handsome interior helped by the center stack which uses capacitive strips to control the audio and climate rather than a stack of black plastic buttons. The soft leather is offered in a variety of colors and laid out in a two-tone fashion in the Premium model that lends to the luxurious feel inside. Even the shapes of the air vents and dashboard mimic some of the design lines on the exterior, making the SRX feel like a complete design package.
A massive sunroof tops it all off, allowing loads of natural light into this small crossover.
Some Interior Issues
All is not great in the interior however. Besides looking very nice, the Cadillac CUE center stack takes some getting used to. Without physical knobs to grab, the system forces you to look away from the road and it can be finicky to use. There are steering wheel mounted buttons, but these too take some learning as each hand has quite a few commands to choose from. What really made CUE frustrating for us was the overload of information. There is always so much coming at you, it can be a task to juggle it all.
The guage cluster is also worth mentioning, because it is so ugly. Backed by a black piece of plastic, it looks especially cheap, which is dissapointing next to an otherwise aesthetically appealing interior.
Powerful V6, Lackluster Drive
Powering the SRX is a 3.6-liter V6 that puts out 308 hp and 265 lb-ft of torque, mated to a six-speed automatic transmission. Off the line, the SRX makes use of its power numbers well and jumps up to speed quite quick. GM says it will hit 60 mph in 7.1 seconds, a decent number considering its rather hefty 4,442-lb (AWD) curb weight, which is roughly 100 lbs more than an all-wheel drive Lexus RX 350.
Its fuel economy ratings are less than class-competitive these days as well with the EPA pegging the all-wheel drive SRX at 16 mpg city, 23 on the highway and 18 mpg combined. We averaged about 17 mpg and for reference, the Acura MDX is rated at 21 mpg combined while the Lexus RX 350 is supposed to achieve an average 20 mpg.
The SRX feels top heavy, it doesn't tuck into the corners well and the steering is rather light. That's a problem because its main rivals – the Lexus RX and Acura MDX – are both much better in those areas.
Despite the lackluster handling, the ride is comfortable, especially for highway driving. Rear seat space is ample for a full sized adult with 36.3 inches of legroom, which is on par with the competing products mentioned above.
One other glaring weak point did expose itself to us in this vehicle and that is the sight lines. The angular side mirrors look good, but they're small and that limits their usefulness. The swept-back design is to blame as well. Because the SRX's belt line slowly lifts from nose to tail, the windows in the rear gets smaller and makes it a little tougher to see what's behind the car. The back window also suffers from this design element and is quite small and tough to properly see out of.
A blind-spot monitoring system is available on the SRX and it works well, but the good looks of this crossover hinder its drivability.
Pricing
The SRX starts at $38,530, which is likely one of the keys to this vehicle's success. The Acura MDX starts at $43,185, while the Lexus RX will sell for $41,705 at the base end, making the Cadillac the bargain of the segment. Not only is it the cheapest, it makes a little bit more power than both of those Japanese rivals.
However, a 2014 SRX Premium Collection, which packs in the feature content, goes for $51,880. With the BMW X5 starting at just over $52,000 and an optioned up RX selling for about the same, the loaded-up Cadillac doesn't make the same value proposition considering that both of those competitors bring more efficiency and better driving dynamics to the table.
The Verdict
When it comes down to it, the SRX doesn't drive that well, its not very efficient and it is beginning to look old. If you go for the base model you will save some money over the competition, but if you are looking to dress up your luxury crossover, you can do much better than the SRX.
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Posted: 24 Jun 2014 05:00 PM PDT
Believe it or not there was a time when BMW didn't offer crossovers; they were all about the 3, 5 and 7 Series models, three kinds of wurst, three different girths. But today they've got a broad portfolio of sport activity vehicles, products that make up a huge portion of their annual sales.
FAST FACTS |
| Engine: Turbocharged 2.0-liter four-cylinder that puts out 240 hp and 255 lb-ft of torque. Transmission:ight-speed automatic is standard in every 2 Series but a six-speed manual is available at no extra cost. Fuel Economy: 23 MPG City, 36 MPG highway, 28 MPG Combined with manual transmission. Price: The 228i kicks off at $33,025; the performance-oriented M235i starts at $44,025. |
Bucking this unfortunate trend is the all-new 2 Series, an enthusiast-focused coupe that serves as a replacement for the 1 Series. With truncated dimensions, rear-wheel drive and turbocharged engines it's an enthusiast vehicle through and through, even in entry-level guise.
If you're of the nostalgic persuasion you can consider this car a spiritual successor to BMW's legendary 2002, a sports sedan that was introduced in the early 1960s. One of the company's most famous vehicles ever, it's a product that solidified their reputation as a builder of entertaining cars. In fact the mere mention of this classic little Bimmer has caused many an automotive journalist to spasm uncontrollably and discharge copious amounts of oral froth; it makes them happier than a badger in a beehive.
Likewise the 2 Series promises tons of fun in a pint-sized package. In a lot of ways it's a back-to-basics product for BMW that focuses on driver engagement and relatively affordable pricing.
VANILLA AND CHOCOLATE
Two varieties of 2 Series Coupe are available. The 228i serves as the entry-level offering, but there's also a more performance-oriented version: the M235i.
Regardless of which flavor you choose, they share important dimensions. Compared to the retired 1 Series this car is nearly three inches longer, is more than an inch wider and the span between the front and rear wheels has been stretched by 1.3 inches (totaling 105.9). The result of this engineering tomfoolery is more front head room and more leg space for back-seat riders. Trunk capacity is up as well, falling just short of 14 cubic feet.
PREMIUM FEATURES
Along with its modest size increase the 2 Series is supposedly more premium as well. According to BMW it raises the bar in the subcompact luxury segment, offering standard features like dual-zone climate control and iDrive with a 6.5-inch display screen. Upscale options include adaptive headlamps, parking assist, real-time traffic alerts and advanced cruise control.
The 2 Series should compete with a raft of new luxury models invading the compact segment, cars including the Mercedes-Benz CLA-Class, Audi A3 and Cadillac ATS.
Designers and Engineers did a nice job with the 2 Series' body. It's tight and clean with much more attractive proportions than its frumpy predecessor. The same is true of the car's interior. It's attractively styled with a driver-focused feel, though the dashboard is made from a coarsely textured plastic that doesn't look all that rich; it's soft to the touch but somewhat down-market.
Our stripped down test car also featured cumbersome manual seats that were covered in the company's SensaTec material, a squishy feeling imitation-leather presumably harvested from simulated cows living in virtual pastures eating ersatz grass. It's not a terrible substance, but it does lack the suppleness of genuine animal skin.
Minor quibbles aside, the car is comfortable and fulfills its intended purpose. The driving position is supportive, the sightlines are good and many controls fall right at hand. The steering wheel is especially nice; it's fat and grippy like a portly porcupine.
BOOSTED PERFORMANCE
The BMW 228i is motivated by a 2.0-liter turbocharged four-cylinder engine. With direct fuel injection, variable camshaft timing and other performance-enhancing goodies it whips up 240 creamy horses along with 255 lb-ft of torque, which is available between 1,250 and 4,800 RPM.
An eight-speed automatic transmission is standard in both versions of the 2 Series, though a six-gear manual is available as a no-cost option. On the subject of extras, the little things really add up with this car. Heated front seats cost $500; automatic high-beams are an additional $250; paint colors other than black or white jack the price $550; leather trimmings set you back nearly 1,500 bucks. Items like these should probably be standard but instead they cost more; this is likely a strategy to make the car's base price a little more attractive to would-be buyers.
PRICING AND FUEL ECONOMY
Base price for the 228i is $33,025, including $925 in destination fees. The up-level M235i kicks off at right around 44 grand ($44,025). Again that figure includes delivery charges.
Looking at entry-level offerings, the 2 Series coupe is a little pricier than comparable sedans from Audi or Mercedes. The cheapest A3 is just about $2,000 less; ditto for the CLA250. However, the spunky Cadillac ATS is slightly more expensive than the 228i.
As for fuel economy the 2 Series is surprisingly efficient. With the auto-magic transmission it stickers at 23 miles per gallon in the city and 36 on the interstate; its combined score is 28 MPG. Opting for the manual lowers that average figure by 2 mpg.
THE DRIVE
Five minutes in the driver's seat is all it takes to discern that the 228i really is The Ultimate Driving Machine. There's a certain wholesomeness to the way it behaves; it's honest and sincere with excellent manners. Think of it as Reinheitsgebot – the German beer purity law – but on wheels. Nothing adulterates this experience.
Not only is this car a modern homage to the 2002, it also brings back fond memories of the E46 3 Series, a car that was right in so many ways. It fits like a well-tailored suit, cutting a lean silhouette yet providing just enough room for unencumbered movement; it really hits the sweet spot.
Power provided by the N20 engine is ample. A twin-scroll turbo helps bolster low-end performance without sacrificing high-speed vigor. Mash the accelerator from a standstill and not a whole lot happens before 3,000 RPM, but once you get a few revs on the clock, the boost comes up and everything starts working in synch things move really well.
The car is quite quick for having "only" 240 hp. Top-end pull is quite impressive as the engine sprints to redline. Encouraging delinquent behavior, especially in sport mode, the automatic transmission upshifts in the blink of an eye, grabbing the next gear and keeping the powerplant right in the heart of its performance range. This ZF eight-speed unit is pretty much spectacular in every application, the BMW 228i included.
Underway this engine is eerily smooth for a four-banger. Unwanted ruckus and irritating harmonics are absent; in a lot of ways it feels – and sounds – like an inline six, which is an engineering achievement.
The chassis and steering live up to the engine. The car is fun to toss around, though it doesn't seem overly sporty. Balance is a word that comes to mind.
THE VERDICT
The BMW 228i is an attractive small car that provides an entertaining on-road experience. It's focused and purposeful without being intimidating or brutish. The car's engine sings an alluring chorus that its chassis loves dancing to.
No, it's not perfect. Some of the interior materials are a little economical and if you want any substantive features you're going to pay extra for them. But designers and engineers nailed this coupe's fundamentals. The 2 Series revives the best of BMW's rich heritage and that's worth celebrating.
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2014 Toyota FJ Cruiser Trail Teams Ultimate Edition
Posted: 23 Jun 2014 05:00 PM PDT
Getting a new puppy is actually a lot like buying a rugged off-road vehicle. Broken glass, busted screen doors and the occasional mess on the carpet are expected, much the same way as sloppy on-road dynamics are delivered from a purpose-built off-road suspension. But the second those puppy-dog eyes lock in with your own after the bad deed, it's easy to forgive and forget… if, you're a dog person.
FAST FACTS |
| Engine: 4.0-liter V6 that makes 260 hp and 271 lb-ft of torque. Transmission: Five-speed automatic. Fuel Economy: 17 mpg city, 20 mpg highway, 18 mpg combined. Price: Base price $28,540. Our tester costs $37,455. |
Lovable Style
Same goes for the Toyota FJ Cruiser. It's lovable, quirky styling and amazing off-road capability make it easy to have hours of fun, but you have to be prepared to live with some pretty big compromises if you want all that enjoyment.
But this isn't just any FJ Cruiser. Our tester is the 2014 Toyota FJ Cruiser Trail Teams Ultimate Edition, a limited edition package put together to celebrate the Land Cruiser FJ40 of the 1960's. It is also the unofficial send off for FJ, as 2014 will be its last year on the market.
Based on the already capable FJ Cruiser Trail Teams, the Ultimate Edition package adds style and substance. It's finished in Heritage Blue paint along with black accents and a white grille. Overall, the FJ's style is plucky and fun, always giving you the impression that its ready to go play.
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Not Just About Looks
A black roof rack helps if you need to strap anything down and is the most noticeable functional upgrade that comes along with the Ultimate Edition. Less visible upgrades are made to the suspension, which runs 66mm front shock assemblies along with TRD race coil springs, lifting up the front end slightly for a leveled-off stance. In the back, 50mm rear shocks with remote reservoirs ensure that hours of punishment on the trail will be endured by diminishing damping fade.
Rated at 17 mpg in the city and 20 mpg on the highway, we only managed 16 mpg in our week with the FJ. Power for every single FJ Cruiser comes from a 4.0-liter V6 that produces 260 hp and 271 lb-ft of torque.
That might not seem like much, but the FJ feels plenty powerful with a broad torque curve that helps it to access its torque at low RPM. Gearing is crucial in any off-road machine and the FJ uses a 3.727:1 rear-end axle ratio, along with a transfer case that includes a 2.56:1 low gear. A five-speed automatic transmission gets the power down and is controlled by a great big black TRD shift knob located in the center console, sitting adjacent to another TRD knob that controls the transfer case. With the automatic, the FJ is fully controllable, so you can run in two-wheel drive, four-wheel drive high or four-wheel drive low. For those who like to do it themselves, a six-speed manual is available, but only with full-time four-wheel drive.
Freeway Flaws
On paper, the FJ clearly sounds like an off-road machine with its low-gearing and transfer case, so it makes sense that cruising down the highway exposes many of this vehicle's weaknesses.
With the aerodynamics of a brick, wind noise is pretty bad in the FJ's interior, but outward visibility is the most glaring issue. The small windshield barely allows you to see stop lights in the city, and it makes it hard to gauge exactly where the nose is at times. Combined with small side mirrors, small rear windows and rather large B-pillars, seeing other cars, obstacles and sensing where the wheels are can all be a challenge.
Driving dynamics don't help the matter. The FJ likes to roll around thanks to its softened suspension that's meant to eat up rocky roads. Steering feel is fairly tight, but the turning circle certainly isn't. The FJ takes a massive 40.7 feet to complete a U-turn, more than its 105.9-inch wheelbase would suggest. For comparison, the Toyota 4Runner, which has a 109.8-inch wheelbase completes the curb-to-curb turn in 37.4 feet.
Hit the Trails
The same things that make the FJ tough to drive on the street make it a blast when the pavement ends. Ground clearance of 9.6 inches allows you to clear any moderate obstacle and short overhangs on the front and back make climbing a breeze. The BF Goodrich All-Terrain T/A KO tires fitted to the Ultimate Edition grip the mud with strength and contribute to the overall feeling that in low gear with the rear differential locked, the FJ could roll over almost anything . Climbing steep hills and crossing fast running water up to the bottoms of the door never once slowed us down and even then running in four-wheel high was more than enough.
And once the mud was sticking to the roof rack, we came to appreciate the interior of the FJ. At first glance, the amenities inside seem a little sparse for a vehicle that costs nearly $40,000. There isn't a touch screen, no navigation and not even a fuel economy gauge.
But, the cloth seats, plastic door sills and thick rubber floor mats make cleaning the interior especially easy. What's more, the squared-off dash design and oversized controls add an almost toy-like quality, making the FJ reminiscent of the power wheels you had as a kid. It just adds to the fun-loving quality of this purpose built machine.
The back seats are also hard to access thanks to forward-hinged suicide doors, but the rear-seat space is surprisingly livable once you're in.
Price
To get a FJ Cruiser Trail Team Ultimate Edition, of which only 2,500 will be produced, you will have to drop $37,455. Considering the capability you get, that price seems fair, even when compared to a loaded-up Jeep Wrangler. It's at the base end where the Toyota loses its edge. You can pick up a base, stripped out Jeep for $23,390, while a bottom-of-the-barrel FJ will cost $28,540. The value proposition weighs heavily in the Jeep's favor, coming with four-wheel drive straight out of the gate while the base FJ only powers two wheels, although the FJ does get two extra doors and more cargo room.
The Verdict
So what really sells an FJ? Its style, character, capability and charisma make it fun to drive, and easy to love. You must be prepared to overlook some glaring compromises to appreciate the fun-loving and capable nature of this off-road buggy. If you're not willing to forget about the small things and you could care less about leaving the pavement, the FJ Cruiser is the absolute wrong vehicle for you.
But, if you value getting into the great outdoors and tackling the elements above all else, the FJ will be a competent partner that will return many miles of absolutely joyous motoring. And let's face it, when you think back to your childhood puppy, you don't recall the broken glass or busted screen door, you just remember sunny days playing fetch in the park. That feeling is what the FJ is all about.
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