2014 Audi S4 Review |
- 2014 Audi S4 Review
- 2014 Ford Transit Connect Wagon LWB Review
- 2015 Hyundai Genesis V6 AWD Review
- 2015 Chevrolet Corvette Stingray Review
| Posted: 27 Aug 2014 05:00 PM PDT  Share this Article Are you in the market for a luxurious four-door family car with a usable trunk and decent fuel mileage but are unwilling to sacrifice sporty driving dynamics at the altar of practicality? Audi may have the ideal vehicle for you with its entertaining yet functional S4.
S4 101As you might imagine this sedan is a performance-enhanced version of the brand's A4 model, an impressive car on its own that I was surprisingly effusive about in a review that posted not long ago. It wowed me with its refined interior, beautiful body work and precision construction. The car's downsides were few and centered on steering feel and tepid acceleration. With a list of virtues like this it's easy to understand why the A4 is the best-selling nameplate in Audi's lineup. But the S4 builds on this solid foundation and offers drivers more of everything, more power, more grip and lots more smiles. Accordingly it's designed to compete with other fun-focused sedans like the BMW 335i, Infiniti Q50 and Cadillac ATS. The S4's list of standard features is long and appealing. It includes things like xenon headlamps, keyless entry with push-button start, three-zone automatic climate control a flotilla of airbags and much more. The car rides on stylish 18-inch wheels wrapped in summer rubber, not all-season, all-suck tires, though if you opt for the $1,300 Black Optic package, a feature our test car was equipped with, you get 19s as well as various gloss black exterior trimmings. Interior Magic
The S4 features essentially the same great cabin found in the more mass-market A4. This means you're treated to the same high-quality materials, the same faultless fit and finish and the same MMI infotainment system, which is pretty easy to get the hang of. The S4's meaty, flat-bottom steering wheel is easier to grab than a fistful of cashews. The front seats are adjustable in a dozen different directions and trimmed is supple Nappa leather. They're also nicely bolstered to keep you from flopping around during aggressive maneuvers.
One interesting feature is the S4's push-button start. You can keep the key in your pocket and use the console-mounted switch to ignite and kill the engine. But if you prefer you can also stick the fob directly into a slot on the dashboard to start and stop the vehicle. Different strokes for different folks and it's kind of cool that Audi gives you that option. Whine >>> Whoosh
At a time when most automakers are running to downsized, turbocharged engines as a solution to delivering adequate driving performance with improved fuel economy Audi has taken a slightly different approach with the S4. Instead of using an exhaust gas-powered torque-multiplier the car's 3.0-liter V6 features a belt-driven supercharger. This configuration may not be quite as efficient but it has its own benefits. Mechanical blowers kick in at low engine speed giving you lots of torque just off idle.
Anyway, today's S4 has tons of torque and pulls strongly throughout the rev-range. Maxed out it delivers 333 hp and 325 lb-ft of torque. But perhaps best of all Audi's 3.0-liter V6 is silky smooth; scarcely any vibration can be felt, even through the shifter.
If anything the engine is too quiet. You really can't hear the supercharger as it goes about its business. A little whine would be greatly appreciated, because the nasty noises a mechanical blower makes trump the whooshing and hissing of a turbo any day.
Overall the S4 weighs less than 3,900 pounds with the stick shift, slightly more with the automatic. Manual-equipped S4s may have a mass advantage but cars equipped with a self-shifting transmission are more fuel efficient. With a six-speed the S4 stickers at 17 miles per gallon city and 26 on the interstate. Combined it should average 20 MPG. The automatic ought to hit 18 in urban conditions and 28 on the highway; these scores result in an average of 21 MPG. The Drive
The S4's brilliant engine imbues the car with brisk acceleration. In fact when all 333 ponies are pounding the pavement it can accelerate from zero to 60 miles an hour in just 4.9 seconds, a figure that's identical with either transmission. The engine responds with vigor in practically every situation. Bury the accelerator in the carpet's pile at 25 miles an hour in sixth gear and the supercharged-six will pull you right along. It's even more vigorous at highway speed. Downshifting is not often required for passing slower-moving vehicles, just roll on the throttle and the S4 responds.
Audi's Drive Select system allows you to adjust various vehicle attributes to suit your taste. You can tweak the S4's steering feel, throttle input and other variables. Also, with a slick gearbox, forgiving clutch and ample low-RPM torque the S4 is a piece of cake to drive smoothly. Perfectly executed shifts are a snap. This would be a great car to learn the three-pedal dance in. Can You Afford It?
An option-less S4 dressed in premium plus trim, the most affordable version of this car, can be had for $48,995 including $895 for shipping and handling. Our fairly basic test model stickered for a totally reasonable out-the-door price of $54,945. Extras included Misano Red pearl effect paint ($500), Audi's MMI Navigation plus package ($3,050), the Black Optic package ($1,300) and the available sports differential ($1,100). The Audi's base price is within spitting distance of a bare-bones BMW 335i xDrive. The Bimmer is about $645 cheaper than its rival from Ingolstadt, though we happen to think the S4 is considerably more attractive and quite possible a better driver's car. |
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2014 Ford Transit Connect Wagon LWB Review
Posted: 21 Aug 2014 05:00 PM PDT
Call me a nutcase, an automotive freak-show or flat-out insane, but I was actually more excited to evaluate the Ford Transit Connect Wagon than I was the Audi RS7 I drove recently. How's that possible? Did this versatile van's map pockets come pre-stuffed with $100 bills? Bribery seems like the only explanation for this incongruity, but that's far from the reason why. I told you I was crazy!
FAST FACTS |
| Engine: 2.5L four-cylinder engine makes 169 hp and 171 lb-ft of torque. 1.6L EcoBoost four-cylinder makes 178 hp and 184 lb-ft of torque. Transmission: A six-speed automatic transmission only. Fuel Economy: Long wheelbase Transit Connect Wagons stickers at 20 MPG city, 28 MPG highway, or 23 MPG overall. Pricing: Starts at $25,520. $33,315 as tested including $995 in delivery fees. |
Like the top of a baby's head I have a big soft spot. Quirky, practical, affordable vehicles push all the right buttons for me, though hopefully not too hard. These three adjectives succinctly describe the Transit Connect commercial van. Of course in enthusiast terms this preference is tantamount to burning your driver's license and vowing to rely exclusively on horse and buggy, but bear with me for a moment.
Practically any car company can build an awe-inspiring vehicle if the budget's big enough. The Rennsport Audi was breathtaking in every way, but of course it was six-figure expensive. It's much harder to produce a vehicle that's excellent AND affordable.
#UNMINIVAN
Ford is celebrating the new Transit Connect by giving the vehicle its own Twitter hashtag, #Unminivan, which was plastered in large block letters on the sides and rear of the test model I drove. In spite of their rebranding efforts a vehicle with two sliding doors and seating for seven is still pretty much a minivan, no matter how you spin it. Perhaps Windstar would have been a better name.
But calling a spade a spade is not necessarily a bad thing, because the tall and boxy Transit Connect offers huge interior space and clever seating.
Customers have two different wheelbases to choose from. The truncated offering spans 104.8 inches between hubs while the larger option stretches a whopping 120.6 inches. Interior space with either variant is impressive. Maximum cargo volume behind the front seats measures 77.1 and 104.2 cubic feet, respectively. The long-wheelbase model actually has a good bit more interior storage volume than a Chevy Tahoe, likely thanks to its cathedral ceiling.
The Transit Connect is offered in two flavors. There's a cargo variant with steel instead of side glass as well as seating for two and then there's the passenger-friendly wagon that can accommodate either five or seven people, depending on wheelbase. Additionally there are two rear-door configurations. You can opt for either symmetrical openings or a single roof-hinged hatch
With ample choice, this vehicle can serve trade workers like plumbers and electricians just as easily as it can work as an airport shuttle or church bus.
Powertrain Prowess
North American customers have two engine choices in the Transit Connect. There's a naturally aspirated 2.5-liter four-cylinder unit I sampled and a 1.6-liter EcoBoost option. The former puts out 169 hp with 171 lb-ft of torque, the latter slightly more in each category. The turbo's numbers total 178 ponies and 184 units of twist.
Curiously long-wheelbase versions are exclusively offered with the 2.5-liter engine. Where applicable the EcoBoost unit is a $795 option.
When it's time to pick a transmission you can have it your way as long as it's Ford's way. Just one gearbox is offered in North America: a six-speed automatic.
Not surprisingly, European customers have vastly more choice in how their Transit Connects are powered. The company offers an array of small diesel engines, the abovementioned 1.6-liter four banger and even a thrifty three-cylinder EcoBoost option is available. Drivers can also get a manual transmission if they want to row their own gears.
Personally I'd love to see the Focus ST's drivetrain available as an option. With TONS of midrange torque and a smooth-shifting, six-speed stick this would be an extremely entertaining and functional setup.
But for whatever the reason, that isn't available. The Transit Connect's engine bay is surprisingly cramped, with little more than a mail slot-sized opening when the hood is lifted. Servicing anything under there could be a major hassle.
INTERIOR
This vehicle's interior borrows heavily from Ford's other C-architecture models, chiefly the Focus and Escape. The dashboard has the same unusual layout with unexpected swoops and angles, which give it a busy look. Unlike its siblings everything is rendered in shiny, hard plastic instead of softer materials.
One standout aspect of the Transit Connect's cabin is the amount of headroom it offers; it's absolutely gargantuan! Seated up front there's nearly enough space for a Grenadier Guard to perch on your shoulders, bearskin hat and all.
The second-row seats are surprisingly spacious as well, with good support and decent legroom. Even the aft-most perches aren't too bad. The bottom cushion is pretty low but there's still a serviceable amount of space for six-foot-tall passengers if the trip isn't terribly long.
Both rows fold down for maximum cargo capacity. Further enhancing utility, they go completely flat and feature special foldout covers that block any gaps between the rows. This part features embedded magnets so it locks into place when deployed or retracted.
Regrettably, this vehicle isn't spacious in all dimensions. Like many other Ford models the front foot-wells are intrusively narrow. Wide doorsills, restrictive sides and a damnable under-seat beam all gobble up space and seriously impact comfort; there's nowhere to put your feet! This is inexcusable, especially since other manufacturers do not have these issues.
THE DRIVE
Despite its focus on utility the Transit Connect drives surprisingly well. Acceleration provided by the 2.5-liter engine is adequate, though it's very smooth and well isolated. The transmission is equally adequate. It changes gears quickly and seamlessly, plus you can manually control it via a rocker on the side of the shifter if you feel so inclined.
This van's steering feel was remarkably good, and not just by work-vehicle standards. The tiller has tremendous on-center feel and near-perfect weighting with just the right amount of heft. It's nice that Ford's chassis magic has transferred over from the Focus and Escape.
Likewise, the brake pedal has a reassuring, brawny feel without being too sensitive. Ride quality is on the firm side, probably because it has a maximum payload of 1,270 pounds. In many ways the Transit Connect drives like a really competent small car and not a hard-working commercial vehicle.
Given its protruding front end, the Transit Connect can be a little challenging to park because its dashboard stretches out for miles and it's nearly impossible to see where the bumper begins. Fortunately a front and rear sensing system is available (a $495 option) and it's immensely useful. When you get close to parking curbs it beeps, alerting you to their fascia-damaging proximity.
PRICING AND EFFICIENCY
Base price for a short-wheelbase Transit Connect Van, the cheapest version, is a skosh less than $23,000 including $995 in delivery fees. A comparable passenger-carrying wagon model is about $2,500 more.
The top-of-the-line Titanium Transit Connect I sampled costs $33,315 including shipping and handling. It was gussied up with options including a panoramic glass roof ($1,295), an electrically defrosting windshield ($300), MyFord Touch ($840) and remote start ($345), which added a clunky supplemental fob. Couldn't they integrate remote start right into the standard key like they've done with other models?
As for fuel consumption, long-wheelbase Wagons sticker at 20 MPG in the city and 28 on the highway. Combined they should average 23 MPG, a figure I beat by about one mile per gallon.
THE VERDICT
As I mentioned at the beginning of this review I was super excited to sample the new Ford Transit Connect. It's functional, efficient and pretty affordable, plus it drives nicely. In a lot of ways it's the competent minivan Ford never really figured out in the past. Aborted models like the Aerostar, Windstar and Mercury Villager never competed favorably with rivals from Chrysler, Honda and Toyota.
This versatile hauler is nowhere near as luxurious as an Odyssey or even a Town & Country but in its most basic form it's several grand cheaper than those models. I found the Transit Connect Wagon pleasantly surprising in many ways and I suspect young families might as well.
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2015 Hyundai Genesis V6 AWD Review
Posted: 20 Aug 2014 05:00 PM PDT
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When preparations began for the Rally North America (RNA) 2014 US 50 Rally, I began thinking about which vehicle my father and I would co-pilot this year. You can think of the rally as a giant scavenger hunt and this year's event was especially long. Instead of the usual Rally North America three-day adventure, teams would be driving for five days this year across historic Route 50.
FAST FACTS |
| Engine: 3.8-liter V6 with 311 HP, 293 lb-ft of torque. Transmission: Eight-speed automatic. Fuel economy: 16 MPG city, 25 MPG highway, 25.6 MPG observed. Price: $41,450 after destination charges for Genesis 3.8 AWD. $52,450 as tested. |
We traditionally drove a sports car to RNA events, but not this year. We wanted to change things up. Daunted by the thought of traversing Kansas, Nebraska, Iowa and Missouri in something with stiff suspension, we adjusted our focus for comfort, space and luxury.
SEE ALSO: 2014 Cadillac CTS vs 2015 Hyundai Genesis
That brought us to the 2015 Hyundai Genesis Sedan. While comparing it to the Cadillac CTS Vsport, I fell in love with the 5.0-liter V8-powered model for its on-road comfort and admirable interior build quality not to mention the generous equipment list. The new Genesis is a serious contender in the mid-size luxury market, even though it costs a lot less than its competition.
V6 Might Surprise You
Since our upcoming drive would require a lot of miles on the open, unpredictable road, we picked the Genesis V6 AWD as our driving steed. Outfitted with a 3.8-liter V6, the car develops 311 hp and 293 lb-ft of torque sent to the HTRAC all-wheel drive system through an eight-speed automatic. That might not sound like much for a car that tips the scales at 4,295 lbs., but we were quite impressed with the cars straight-line performance.
Thanks to the quick acting transmission, the Genesis is never out of its power band. Roll onto a freeway onramp from a stop and the car picks up speed with respectable haste. During the road adventure we stopped at a quarter mile drag strip. With the car fully loaded and facing a strong headwind, we knocked off a 15.4 second quarter mile time at over 91 MPH. In better conditions we're confident this car would crack the 14-second range. Not bad for a big car with only 311 HP.
SEE ALSO: 2015 Hyundai Genesis Review
More impressive than the engine response from the Genesis was the fuel economy. Rated at a less-than-stellar 16 MPG in the city and 25 MPG on the highway, after 4,000 miles our average was an EPA beating 25.6 MPG and I wasn't exactly hypermiling the car either. There were a few laps around Pueblo Motor Sports Park in Colorado, some quarter mile runs, spirited drives through the mountains of West Virginia and a climb up Pikes Peak. The fact the Genesis sedan has a slippery drag coefficient of just 0.26 certainly didn't hurt.
Technologically Packed
Wanting all the toys and technology on our trip, our Genesis came with Signature, Tech and Ultimate packages that raises the base price of the Genesis 3.8 AWD from $41,450 after destination charges to $52,450. Although that's is a steep increase, it adds a long list of road trip friendly features including ventilated front seats, a power driver seat cushion extender and side bolster, adaptive cruise control, lane keep assist, a color head-up display, a 9.2-inch navigation display screen and a Lexicon 17-speaker audio system. Better still, the car can record radio broadcasts and play them back later if you want to listen to something again.
During the jaunts across corn country, we had ample opportunity to test the adaptive cruise control and active lane keeping systems. The adaptive cruise control works as advertised and will bring the car all the way to a stop if need be. We found it's a bit too touchy at times though, as the brakes are applied too early and too often. A lot of this has to do with the system not allowing us to cruise as close to the car in front as we would like. If stuck in traffic, the system would keep braking the car whenever the speed of the car in front of us changed in the slightest, producing a less-than-smooth driving experience.
Almost Drives Itself
The active lane keep system works well once you get used to the steering wheel tugging from side to side to make adjustments. It's also important to point out that if the car is heading off the road at too great of angle, won't be able to keep you in the lane; a features most likely built in so the car won't snap too aggressively on the driver. Fun fact: if the car senses the driver is allowing the system to keep it in a straight line on the freeway for too long, it will flash a warning to put their hands back on the wheel.
The V6 Genesis sedan is equipped with 245 mm width tires mounted on 18-inch wheels. Even with a relatively quick 11.8:1 steering ratio, it's not meant to be a sport sedan. Lugging the big car through the mountains of West Virginia and around Pueblo International Raceway drove this point home, but it's not a complete land yacht either. It can negotiate corner without rolling over on its side, but would prefer to be driven at a more relaxed pace.
Space and Comfort Inside
The Genesis looks longer than it really is. At 196.5 inches in length, it's shorter than a Chevrolet Impala, Ford Taurus or Dodge Challenger. The Hyundai is said to only offer 35.0-inches of rear legroom, but like we've stated previously when reviewing this car, there seems to be a lot more real world space back there.
Add a 15.3 cubic foot trunk and the Genesis is capable of taking four adults and their luggage on a long road trip. Comfort in the Genesis is top notch. Every day we applauded the front seats for offering ample support in all the right places. After nine-hour driving days neither of us felt particularly fatigued or stiff.
The Verdict
The Genesis is almost the total package when it comes to a great road trip car. For the money, it's hard find a vehicle that is as comfortable, luxurious, efficient and technology laden. After 4,000 miles, the car felt ready for another 4,000 and so did we.
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2015 Chevrolet Corvette Stingray Review
Posted: 19 Aug 2014 05:00 PM PDT
A favorite of the vehicles I drove last year, the Chevy Corvette Stingray is easily one of the best performance bargains on the market. And I'm not alone in thinking so.
FAST FACTS |
| Engine: 6.2-liter V8 with 460 HP and 460 lb-ft of torque. Transmission: Eight-speed automatic. Fuel economy: 16 MPG City, 29 MPG Highway. Price: Starts at $54,995 after destination charges. |
Even after winning the 2014 North American Car of the Year, the folks at Chevrolet weren't about to pat themselves on the back and spend a few years resting on their laurels. No, for 2015, significant improvements are being made to the Stingray in only its second year on the market. New are enhancements to the rev matching precision of the seven-speed manual transmission, the addition of an optional performance data recorder and an all-new eight-speed automatic.
Dubbed the Hydra-Matic 8L90, the eight-speed is an in-house GM design that replaces the old six-speed in the Stingray and will even find its way into the upcoming Corvette Z06, which means the 8L90 needs to be able to handle upwards of 650 lb-ft of torque. More than that, the new eight-speed also needs to be flexible enough for use in pick-up trucks and SUVs as well as sports cars and must be able to fit into the same physical space as the old six-gear transmission.
More Gears, Lighter Weight
By using clever packaging, Chevrolet claims to have succeeded with all these demands. Add in abundant use of aluminum and magnesium and the new eight-speed transmission actually weighs in at eight pounds less than the outgoing six. Equipped with four gearsets and five clutches, the overall ratio for the new-eight speed automatic expands to 7.0, featuring a shorter first gear (for better acceleration) and taller final gear (for improved fuel economy).
SEE ALSO: 2014 Chevrolet Corvette Stingray Z51 Track Test
This adds up to a 0 to 60 MPH time of 3.7 seconds according to Chevrolet which is 0.1 seconds faster than the old six-speed automatic and the current seven-speed manual. Quarter-mile times have also been shaved by 0.1 seconds, now listed at 11.9 seconds. Furthermore, wide-open throttle upshifts are said to be executed up to 0.08 seconds quicker than those done by the dual-clutch transmission in the Porsche 911.
All of these facts and figures are impressive, but how does the new eight-speed automatic perform in the real world? To find out, Chevrolet brought us to the company's proving grounds in Milford, MI to test the 2015 Stingray on the track and the street.
Real World Testing
With the threat of a Michigan monsoon looming overhead, we rushed out to the Milford Road Course (MRC) to put the 2015 Chevrolet Corvette through its paces. For those unfamiliar, the MRC is 2.9-mile racetrack built inside a 2.0-mile oval. Designed to mimic many of the best aspects of tracks around the world, MRC features hills, dips, chicanes, blind corners and even a near vertical "toilet bowl" 180-degree corner.
To begin my first lap, I did what any red-blooded car lover would do when given the keys to a brand new Corvette; I mashed the accelerator pedal. Instantly the car leapt forward in a V8 snarling furry. There is no hesitation or torque converter delay with the new eight-speed automatic – just instant response. As I accelerated toward the first corner at well over 100 MPH, upshifts were firing off lightning quick, just as advertised.
SEE ALSO: 2014 Chevrolet Corvette Stingray Convertible Review - Video
As I approached the first corner, standing on the brakes, the engine begins to do near redline, rev-matching downshifts. True I'm running in "Track" mode, but there is no other input from me. The car just acts like it's supposed to on a track, firing through the gears as needed. I run another five shaky laps trying to figure out the undulating, challenging course. During this time I'm anything but smooth, but the transmission is only caught out in the wrong gear twice and both times for less than a second.
Let the Transmission Handle the Shifting
Needless to say the new eight-speed automatic works at the track, but this should come with a caveat – don't touch the paddles. The software engineering has been so well sorted out that the computer is calling for gears in advance to the driver actually needing them, so when the change occurs it's at the exact right moment. Since this is a "regular" automatic, using the paddle shifters to "manually" select a gear is followed by a lengthy delay.
It's the one thing a conventional automatic cannot match compared to a dual clutch transmission (DCT), the response time from a driver's input to the physical gear change. Sure the new eight-speed can change gears lightning quick, but a DCT has already pre-loaded the next gear and can react to a new input much faster. I will say that response time does feel quicker from the Corvette's eight-speed automatic than the eight-speed autos I've recently sampled, including in the Jaguar F-Type.
Efficient on the Street
Almost as if Chevrolet had paid off Mother Nature, the rain held off until the exact moment we finished our track drive. With a very wet street drive looming ahead of me, I decide it's time to see just how efficient the 3,298 lbs. Corvette can be if driven softly during a mix of country back-roads and the freeway. After a short 19 mile drive, the Corvette reports an observed fuel economy average of 28.6 MPG. That is nearly as high as the 2015 Corvette automatics official highway rating of 29 MPG (the city rating is much lower at 16 MPG).
The reason behind this is two parts. First, the Corvette defaults into "Touring" mode upon start-up and all official fuel economy testing has been done in this setting. During my drive, the Corvette remained in the more efficient Eco mode the whole time, padding my numbers slightly. As well, Chevrolet engineers feel with a bit more tuning, the Corvette Stingray eight-speed could easily achieve 30+ MPG highway during testing. I'd expect to see the official ratings to increase in the next year or two.
The Verdict
Chevrolet has not reinvented the automatic transmission, but what the company has done is taken a great car with a good transmission and made it better. With more performance and better real world fuel economy, there isn't much to complain about with the new Hydra-Matic 8L90 automatic. If it were my money though, I'd still equip my 2015 Stingray with the more engaging seven-speed manual. But if an automatic is a must, thankfully the Corvette now has a really good one.
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