2014 Audi RS 7 Review |
- 2014 Audi RS 7 Review
- 2014 Nissan Juke NISMO RS Review
- 2014 Honda Civic Si Coupe Review
- 2014 Hyundai Elantra GT Review
| Posted: 21 Jul 2014 05:00 PM PDT  Share this Article If a standard-issue Audi doesn't satiate your motoring desires the company will happily sell you an S variant of certain vehicles. But if the elevated sportiness and driver involvement they offer still leaves you hankering for more, the German firm offers special RS versions of some models for hard-core enthusiasts.
Shorthand for "Rennsport" ("Racing Sport" in German), these cars deliver smashing performance and luxury-laden interiors all wrapped in the subtle good looks this brand is known for. In America there are currently three RS-isified products available including the RS 5, RS 5 Cabriolet and RS 7 five-door coupe. An RS-version of the TT two-door was recently discontinued. Not surprisingly European drivers have many more choices on Audi's RS menu. They can get magnum-caliber firepower in models like the A4 Avant, Q3 small crossover and even the A6 wagon. Of course with this review we're focusing on the most powerful RS-offering in America, the lust-worthy RS 7. Stop and Stare
Design is a major part of this vehicle. The curving roofline, podded side-view mirrors and mesh grille inserts give it a classy yet aggressive appearance. The car is graceful and purposeful but also classy and stern at the same time.
Given its somewhat stealthy appearance it was surprising that this machine garnered as much attention as it did. Pedestrians and motorists alike turned their heads and watched as it went by, snapping camera-phone pictures when possible. Welcome to the Family
The RS 7 is all new in the United States for 2014. It debuted at the North American International Auto Show last year, but there's a lot more to the A7 family than just this car. As a five-door coupe the line competes with vehicles like the Mercedes-Benz CLS-Class and BMW 6 Series Gran Coupe. This Teutonic trio prioritizes fashion over function but we don't mind; they're all eye catching in their own unique ways.
Interestingly the A7 3.0T and TDI models both seat five passengers, but further emphasizing their sporty character, the S7 and RS 7 cars can only accommodate four people. That's fine; no one's ever comfortable in the center rear seat anyway. A number of telltale elements set the RS apart from its lesser siblings. It comes dressed with distinctive bumpers, large oval exhaust tips, a unique diffuser and an adaptive rear spoiler. Power to the People! (or at Least Those Riding in an RS 7)
But don't make the mistake of thinking the Audi RS 7 is merely a pretty face, because there's much more to this car than sex appeal. Every one of them is motivated by a rumbling 4.0-liter twin-turbocharged V8 engine. With all the latest power-enhancing goodies this internal-combustion masterpiece delivers a walloping one-two punch of 560 Clydesdale horses along with 516 lb-ft of torque. All that power is routed through an eight-speed Tiptronic automatic transmission before making its way to Audi's celebrated – and class-leading – quattro all-wheel-drive system. Thanks to all of this world-class engineering the RS 7 can romp from zero to 60 miles an hour in just 3.7 seconds!!! Not bad for a car that weighs 4,475 lbs.
But not so fast, the RS 7 may be rashly fleet but it doesn't necessarily create a gigantic hole in the ozone layer everywhere it goes; the car is actually pretty efficient. In city driving it stickers at 16 miles per gallon, but that figure grows to 27 when you take it out on the highway. Combined the car ought to average 19 MPG.
Other automakers offer cylinder deactivation, notably GM and Chrysler with some of their V8 engines. In both instances the technology is practically seamless, but at times you can still tell when half the cylinders aren't working; it's a subtle difference but anyone that's really in-sync with their car or truck will notice it. Unlike its competitors, Audi's implementation is completely, totally, utterly FAULTLESS. There are absolutely no giveaways that the engine is running in four-cylinder mode. In fact I wasn't even aware that it had this technology until I read the press release. Active engine mounts probably play a big role in quelling uncouth vibration. Interior Ambience
Like every Audi the RS 7's interior is simply beautiful; it's tasteful, elegant and superbly executed. There's a reason this brand is the benchmark for cabin quality. Radiant carbon fiber trim graces the dashboard, doors and center console. It's rich looking with more depth than the Marians Trench. Adding some visual pizzazz, the seats are embellished with unique contrast-stitching. Depending on your opinion it either looks sharp or resembles chicken wire.
The RS 7's cargo space is surprisingly generous. It's wide and quite long with an oversized hatch, which gives you unobstructed access to the trunk. Naturally this car features the latest version of MMI, Audi's infotainment technology. With a centrally mounted control knob and a series of buttons flanking it the system is easy to use with little training. It's augmented with a multipurpose touchpad that gives you quick access to your favorite radio presets and can even be used to spell out destinations in the navigation system by drawing each letter with a finger. The Drive
Drop her in drive and the RS 7 just flies. If this car had radiation shielding and life-support systems it's probably powerful enough to take astronauts to Mars. But curiously it doesn't feel as quick as its 3.7-second zero-to-60 time suggests. I DO NOT doubt Audi's acceleration claim, but the RS 7 is just so silky smooth and refined that its speed is deceptive. Hit the accelerator and suddenly you're doing 80 miles an hour in a school zone; triple-digit speeds feel like 40 in other cars. Of course the RS 7 stops and steers as nicely as it looks. This beast is a pleasure to pilot, though it does feel quite large.
But what's even more impressive than all of this is that after a few days of vigorous driving I averaged about 21 miles per gallon. That's a huge figure for such a fleet automobile and better than its average MPG. Dollars and Nonsense
Optional and so-light-it's-almost-white Suzuka Gray Metallic paint added a mere $500 to that total. The driver assistance package, which includes adaptive cruise control, lane-keeping assist and more, inflated the price by $2,800. The RS 7 dynamic package cost $5,500; the media cable package $295; and the Audi-branded first-aid kit was a steal at just $45. |
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2014 Nissan Juke NISMO RS Review
Posted: 17 Jul 2014 05:00 PM PDT
Deep inside the bowels of Nissan Global Headquarters lives a group of mad-scientist engineers. Brilliant and unconventional, this crew is called upon every now and then to perform seemingly impossible tasks like making the GT-R defy physics or an electric car that is both practical and affordable. But every once in awhile when the top brass at Nissan have their backs turned, they cobble together frenzied vehicular creations that laugh in the face of convention. Vehicles like the Nissan Juke NISMO RS.
FAST FACTS |
| Engine: 1.6-liter turbocharged four-cylinder with 215 hp and 210 lb-ft of torque. Transmission: Six-speed manual. Fuel economy: 25 MPG city, 31 MPG highway. Price: $26,930 to start, $28,280 as tested. |
For those that find the Juke to be a little too bland and pedestrian, there are now two NISMO packages available that take the little crossover from quirky to freakish. Although the NISMO package does add some visual flair and performance to the Juke, those who want something seriously outlandish need to look at the Juke NISMO RS.
SEE ALSO: 2013 Nissan Juke NISMO Review - Video
Immediately identifiable from the outside, both the NISMO and NISMO RS feature a reworked exterior. A ground effects package, LED daytime running lights, rear spoiler, red mirror caps, giant exhaust tip and 18-inch wheels are part of the exterior dress-up. These changes aren't just cosmetic either as Nissan claims they add up to improve aerodynamics by 37 percent. Of course there are red stripe accent lines throughout.
Power Power Power!
But the similarities between the NISMO and NISMO RS stop there. Last year's introduction of the Juke NISMO saw a small power increase from 188 HP to 197 HP for the 1.6-liter turbocharged four-cylinder engine. More power is always good, but much more power is even better. This year the RS extracts 215 HP and 210 lb-ft of torque from the diminutive four-pot when the manual transmission, front-wheel drive version is selected. Those looking for all-wheel drive are stuck with the CVT automatic and a power reduction down to 211 HP and 184 lb-ft of torque, or the same figure as found in the non-RS NISMO.
As purveyors of power, we of course grabbed a manual transmission NISMO RS for evaluation. The six-speed manual in the RS is actually different from the one found in the regular NISMO and features shorter ratios for first through third gears. To cope with the extra power, Nissan installed triple-cone synchros in first and second gear to safeguard the transmission against damage from the newly added power.
Quick and Quiet
Even with a somewhat long shift lever, the throws between gears are short and engage with precision. Acceleration is great and the extra power is easily recognizable over the regular Juke. Our only complaint is that the vehicle is too quiet inside. Being a NISMO vehicle, we want more turbo or exhaust noise for a more visceral driving experience.
Unfortunately, the accelerator pedal is set too far forward for optimal heel-toe shifting and six gear is a bit short. At a constant 70 MPH on the highway, the car is buzzing along at 3,000 rpm.
SEE ALSO: 2013 Nissan Juke SL AWD Review
Despite this, the Juke NISMO RS is still rather efficient. Officially rated at 25 MPG in the city and 31 MPG on the highway, our average is a surprisingly good 28 MPG considering we aren't being gentle with the accelerator at all.
Torque Steer Monster
Standard with the manual transmission NISMO RS is a helical limited-slip differential (LSD) designed to help put power down in the corners. Try as it may, the LSD doesn't save the RS from torque steer. Apply power in a corner and the vehicle wants to wash out in a ball of tire shredding understeer.
The NISMO RS is saddled with a largish steering ratio of 16.5:1. For reference, the Subaru WRX STI has a steering ratio of just 13.0:1. The large ratio doesn't seem to affect the Nissan's steering precision though as it is very quick to respond to a driver's inputs.
The front-wheel drive NISMO RS is fairly light at only 2,884 lbs. Strapped with 215 HP and grippy 225/45R18 Continental summer tires, Nissan wanted to ensure the Juke's body didn't flex and twist like a slinky. So called body and chassis reinforcements were made throughout the crossover's structure to strengthen the Juke and provide better steering and handling response. Without a regular Juke on hand to directly compare the two, we can't comment on how much stiffer the body structure feels, but at no times did we notice excessive chassis flex.
RS Treatment Inside
When it comes to the interior of the RS, Nissan upgrades the parts that matter. A set of genuine Recaro front seats are installed finished in a combination of Alcantara, leather and faux carbon fiber. These seats are snug and provide amazing support for our slimmer staff members, but meatier drivers might be uncomfortable. The steering wheel also gets suede-like material at the nine and three positions.
The rest of the interior is relatively unchanged which means a party of plastics, a cramped back seat and a small 10.5 cubic foot cargo area. A cool trick feature on the Juke is the secondary control screen below the main infotainment screen. Information including torque levels, boost pressure and climate controls and be accessed here and depending on which mode is selected, the labels on the backlit buttons change.
The Verdict
The front-wheel drive Juke NISMO RS starts at $26,930 after destination charges and grows to $28,280 including navigation, which is part of the only optional package available with the car. That puts it on par with a loaded up Ford Focus ST. Although the Juke isn't as powerful or sporty as the Focus, it is more unique and destined to be a rarer sight on the road. For those who like to stand out and want to have a little fun while doing it, the Juke NISMO RS is the red Mohawk of the automotive world.
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2014 Honda Civic Si Coupe Review
Posted: 16 Jul 2014 05:00 PM PDT
I've been a pretty harsh critic of the 9th generation Honda Civic Si.
FAST FACTS |
| Engine: 2.4L four cylinder makes 205 hp, 174 lb-ft of torque. Transmission: Six-speed manual. Fuel Economy: 22 MPG city, 31 MPG highway, 25 combined. Price: Starts at $23,580. |
Perhaps too harsh, but as a long-time Honda fan (I currently have three Honda products in my garage, an '02 S2000, a '07 Civic EX sedan, and a '11 MDX), former President of a Honda and Acura motorsports club, and a former Canadian Touring Car Championship competitor in a Civic, my expectations for this vehicle were always going to be high.
Given my obvious desire for the new Civic Si to knock my socks off, it probably doesn't come as much of a surprise that when I first tested the 2012 Civic Si at our local test track, I was pretty underwhelmed. It had a lot more body roll and understeer than I (and many other auto journalists and hardcore Honda fans) would have liked. It also played it rather safe in the styling department, failing to differentiate itself strongly enough from lower trim models, not to mention receiving some pretty harsh criticism about interior trim quality.
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To Honda's credit, they listened and responded in record time, offering a revised version in 2013. But rather than sitting back and patting themselves on the back, Honda has gone a step further for 2014, giving the Si coupe an even more thorough refresh including a much more aggressive-looking front end and rear bumper cover, a new exhaust that adds four horsepower and some added technology and style inside. But most importantly, they claim to have addressed the body roll and understeer in a subtle yet effective way.
She's a Looker, But Does She Go?
Nudge, nudge. Wink, wink. Say no more! Ok, so you're probably too young to remember that Monty Python skit, but to my eye the updated styling is a significant step in the right direction. Where the '12 and '13 models were kind of smooth and featureless, the '14 updates give it a lot more edge and personality, especially from the windscreen forward (which is all new). The bigger 18-inch wheels help a lot, not only in the looks department but with grip as well, since they've been upsized to a 225 from a 215 section width.
The buttery smooth and fuel efficient 2.4-liter cylinder engine remains unchanged, except for a revised exhaust system that gives it a small but frankly unnoticeable bump in horsepower and torque. Still, it's an impressive engine with a broad and tractable powerband, including the instantaneous throttle response Honda fans expect.
I will say that I desperately want it to sound like a Type R or S2000 engine, meaning more revs and a more aggressive exhaust note, but perhaps the days of the high-revving, high specific output VTEC engines are gone and I instead should be looking forward to turbochargers in the next generation of high-performance Hondas. Things could be worse.
The ultra-slick six-speed manual gearbox is also unchanged, but for good reason. This has to be one of the best shifting manual gearboxes on the planet. It's so precise, so low effort, changing gears virtually becomes an afterthought. And the Si's transmission puts the power to the ground via its front tires very effectively thanks to the included Torsen limited slip differential, even when you're asking them to turn and accelerate at the same time.
In a world gone mad for torque vectoring electronic "differentials," I applaud Honda for staying with a mechanical diff because it delivers the kind of connection between steering wheel and tarmac that no e-diff I've sampled can rival.
Yeah, But What About The Understeer?
The problem with the '12 and '13 Si is that the understeer was so severe, not even the best limited-slip differential in the world could negate its speed-robbing effects. Understeer is the enemy of speed, particularly cornering speed, and even more so, it's the enemy of fun. Because plowing off the line as the front tires fail to bite is frustrating in a way only a 30-year-old virgin can comprehend.
To address this, Honda has up-rated the rear sway bar, stiffened the spring rates at all four corners and revised the shock damping. The net effect of these changes is less body roll, considerably less understeer and for a Honda fanboy like me, a feeling that some might compare to Tantric release. The aforementioned wider tires help quite a lot, too.
OK, maybe I'm getting a bit carried away here, because you're not going to mistake the '14 Si coupe for a Type R or S2000. It's still a compliant suspension that allows some body roll before taking a set in the corners, but instead of immediately killing the fun with unrelenting understeer, the limits of the front tires are now much farther out and the mechanical limited slip differential is able to transfer power to the front tire with the most available traction better than before.
There are many other benefits to reduced understeer, not least of which is the smile on my face. The steering system also feels more precise and more communicative, partly because of revisions Honda made to its calibration, but also because I'm having to do less with the steering wheel to combat understeer and can instead lighten my grip and feel what the chassis is telling me through the wheel.
Is It Any Faster?
Less understeer also means higher corner speeds, which should also mean faster lap times. And that is exactly what the '14 Si coupe delivered with a best lap almost a full second quicker than the 2013 version I tested last year. That may not sound like much, but for anyone who drives competitively at a racetrack knows that's a pretty big chunk of time to save from a relatively subtle set of suspension tweaks.
But really, the revisions Honda made to the 2014 Si coupe aren't just about faster lap times. Really, they're more about increasing driver enjoyment, or more precisely enthusiast-driver enjoyment. In other words, Honda has made the Si more fun to drive hard and drive fast, on the street or at the track, but without turning it into a hardcore, kidney-punishing track special like the Type R's of old. The Si is still a totally civilized daily driver, but just a more enjoyable one when the revs climb and the road starts to bend.
The interior is also more stylish and more functional than ever before, thanks to a new seven inch touch-screen audio and navigation system that uses swipe and pinch gestures much like an Apple product. It's slick, easy to use and the red push-start button is a nice little touch that ties in with the optional red center section on the seat covers.
I also appreciated the optional carbon fiber dash kit, which appears to use real carbon fiber that adds a touch of high-tech class to the driver's environment. I wouldn't object to a lower seating position or more aggressive side bolstering, but the steering wheel is the right size and shape for spirited driving, the pedals are perfectly spaced for heel-and-toe downshifts (for my size 11's, at least) and the shifter falls perfectly to hand.
The Verdict
Driving the 2014 Civic Si coupe at the limit around our test track is finally the kind of fun I want from a performance-oriented Honda. The entire experience is lower effort and more natural feeling thanks to how effectively Honda reduced the tendency to understeer. And as a result, you can relax your grip, unfurrow your brow and let its excellent chassis talk to you. It's not as verbose as an S2000 or the Type R we hardcore Honda fans want it to be, but it's finally a joy to drive hard.
Welcome back, Honda. Now hurry up and bring us that Civic Type R you've been spotted testing at the Nurburgring!
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2014 Hyundai Elantra GT Review
Posted: 15 Jul 2014 05:00 PM PDT
Jul. 16, 2014 Photos by Sami Haj-Assaad & Hyundai
Hyundai is shedding its bargain bin image quickly, but the quick progression means that some of its vehicles are starting to seem out-dated prematurely. The Elantra GT is one such example. It only comes in one trim level and that limits the degree to which you can equip it as a more (or less) premium vehicle according to your preference.
FAST FACTS |
| Engine: 2.0-liter four-cylinder engine makes 173 hp. Transmission: Six-speed manual transmission or six-speed automatic. Fuel Economy: 24 mpg city and 34 mpg highway; 28 mpg combined. Pricing: Starts at $19,560 rises to $26,360 when fully loaded. |
Driving Light
That's a shame because the GT is fun to drive, especially with the six-speed manual model. The 2.0-liter four-cylinder engine puts 173 horsepower and 154 lb-ft of torque down and that's plenty for the car. Rowing your own gears is smooth and easy to get used to with a clear engagement point on the clutch, so this would be a good choice for someone learning to handle a manual.
Otherwise, getting an automatic transmission adds $1,000 to the price of the vehicle. After a week of driving the manual model I averaged 28 MPG, which is a bit behind rivals from Ford and Mazda but spot on with the officially advertised average.
Tipping the scales at 2,855 lbs, the Elantra GT is lighter than the Ford Focus and VW Golf, and less than 100 lbs. heavier than the base Mazda3 hatch. With a relatively light curb weight, the powertrain doesn't feel taxed while accelerating to highway speeds. Unfortunately, wind and road noise are hard to ignore once you reach that clip.
The car is enjoyable on the road thanks to a slightly modified suspension setup compared to the standard Elantra sedan. Rather than skipping and twisting over bumps like other Hyundai compacts, the GT sticks to the road. Hyundai offers a sportier "Style Package" for $2,550 that tweaks the suspension and trades the standard 16-inch alloys for 17-inch versions.
There are three settings for steering stiffness that allow you to alter how the car feels to drive. Sport mode makes the wheel feel heavy and direct, while the comfort mode is light and loose. Normal sits between the two and feels the most natural.
Comfortably Practical
At 23 cubic feet, the trunk is more spacious than the Mazda3 and Golf and just 0.3 cubic feet smaller than what Ford offers in the Focus. The rear seats fold down, expanding cargo space to 51 cubic feet of storage, just shy of the Golf's total cargo of 52.7 cubic feet. Regardless of seat configuration, the Elantra GT has a ton of space for all your hauling duties.
Passenger space is extremely competitive; the Elantra GT features the most front-seat head room and is just behind the class leaders by fractions of an inch when it comes to front seat legroom and rear-seat head and legroom too.
The feel inside the cabin is acceptable, but not impressive. Although it isn't exactly sexy, the interior is functional and a perfectly adequate compared to the competition. The door-mounted armrests could be more padded, but the seats are comfortable and supportive during long trips. Heated seats, Bluetooth connectivity, air conditioning and cruise control are all standard equipment in GT models.
Base versions don't come with the seven-inch touch-screen navigation and back-up camera, in order to get those features you have to get both the previously mentioned Style package and the $3,250 Technology Package. The GT with the two packages is well equipped, with leather seating, a proximity key, dual-zone climate control and a moon roof.
The Verdict:
Starting at $19,560, the base Elantra GT sits between the Ford Focus and Mazda3 in terms of pricing, but comes with features like heated seats as standard equipment. Fully loaded, the GT costs $26,360. As a car with excellent space, fuel economy and driving dynamics, the GT isn't really the best at anything but it's good at almost everything.
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