Feb 08
2014 Lexus IS F Review
Posted in: Today's ChiliThe 2014 Lexus IS F is an anachronism. Latest – and potentially last – in a line of performance sedans, its 416 HP, 5.0-liter V8 engine and Fuji racetrack tuned … Continue reading
Dec 22
Lexus LS 460 F SPORT Review
Posted in: Today's ChiliYou may not have heard of the Lexus F SPORT brand, but the Japanese luxury car company thinks models like the LS 460 F SPORT will change that. Taking every … Continue reading
May 27
2014 Lexus IS Prototype Test Drive
Posted in: Today's ChiliLexus has come a long way since the days of the buffed-up Toyota luxo-barge, and the 2014 Lexus IS is arguably the best illustration of that. True, the new 3-Series rival may not have the same wealth of outlandish madness as the LFA sportscar (though it does borrow some of the $375k limited-edition’s cabin features) or the brutish luxury of the LS, but the striking design and eager pricing make for a freshly competitive car. Lexus brought us out to the Michigan International Speedway to see how the 2014 IS ticks.
Design
Distinctive, striking, and divisive: Lexus gives the 2014 IS the most extreme treatment of its L-finesse design language we’ve seen on a sedan to-date. The company’s designers describe the styling ethos as a combination of “intriguing elegance” and “incisive simplicity” which, in this case, means a sweeping, creasing riot of curves and surfaces that don’t ape BMW reserve or Cadillac crispness.
The enormous, pinched hourglass grille – Lexus refers to it as a “spindle” – is the most obvious flourish, starting low on the front edge of the hood and dipping deeply into where you’d traditionally find a separate front spoiler. With its chrome edging it’s certainly distinctive but, like many other elements of the new IS’ design, it works much better in person than in photos, which rob it off some of the three-dimensional complexity you get in the metal.
The F Sport spec pack – an option on the IS 250 and IS 350 – trades the standard grille bars for honeycomb mesh, and the IS looks all the better for it. Either way, though, the shape of the grille and how it cuts down to the front of the car makes the IS look lower and “sucked down” to the asphalt, emphasizing the broad, low stance.
Face-on, you also get the impact of the new car’s daytime running lights, which rather than being integrated into the main light clusters as we’ve seen on other cars, are split out into tick-style flourishes underneath. It’s an effect that looks particularly good in the darker finishes, like the nebula gray or matador red.
From that point back it’s a pleasing collection of sweeping lines and creases, including a strong shoulder-line – pinching up neatly into the rear door window – and a sharply rising twist that begins as the front doors end and pulls up all the way to the wrap-around rear lights. Get the lighting right, and they reflect and shine in particularly pleasing ways, giving the flanks a silkiness that the old IS didn’t get near.
Engines and Performance
You only get two engine options in the 2014 IS, and neither of them are new. The 2.5-liter V6 and 3.5-liter V6 from the old car are carried over, though now there’s no manual option (which Lexus admits only around 1-percent of IS buyers every actually specified).
Instead, you get either the standard 6-speed auto, or – an option on the IS 350 – an 8-speed auto that was previously found on the IS F. Each slots paddle shifters behind the chunky steering wheel, or the ratios can be flicked through by jabbing at the stubby stick in the center. Of course, you can also leave the 2014 IS in auto mode.
With 204HP and 184 lb-ft of torque, the IS 250 sits roughly on a par for power with the naturally-aspirated 2.5-liter Cadillac ATS (the entry-level BMW 320i does better in torque but falls behind in horsepower). Official numbers are 7.7s 0-60mph for the RWD model (8.3s for the AWD) and it doesn’t feel the most spritely “performance sedan” we’ve driven. The 6-speed gearbox is solid in its changes, but not especially eager.
Far better is the IS 350 which steps up to 306HP, particularly if you’re running that through the 8-speed ‘box. Lexus’ quotes 5.6s for your 0-60mph run, and behind the wheel we can believe it, with the car eager to thrum through the gears with a pleasingly throaty growl from the engine. Lexus knows that good sound makes for more enjoyable driving, too, with the F Sport package piping a little more of the under-the-hood audio into the cabin.
Lexus claims to have done special things with the 2014 IS’ suspension and handling, and – thanks to some side-by-side comparison with the outgoing 2013 car – it’s clear that’s no empty boast. The power-assisted steering is noticeably meatier, and we were able to throw the new car around corners with more confidence than its predecessor. Among the changes are a more solidly constructed chassis, and that platform makes for more predictable handling.
That’s not to say the new IS is only happy if you’re thrashing it. At more appropriate speeds it’s smooth and stable, with no bump or shudder; rear seat passengers reported an altogether comfortable ride. The F Sport variant unsurprisingly tightens things up with an eye on more aggressive driving, but it’s still capable of wafting if you’re designated driver.
It’s worth noting that the cars we were testing were prototypes; we’ll revisit the IS when production models are available.
Interior
Lexus made its name, in part, by throwing just about everything its rivals would leave optional into the standard mix. The IS isn’t quite so comprehensive – the LS, after all, starts at over $70k – but you still get a good amount of baseline equipment.
Dual-zone climate control, keyless entry, a power moonroof, Bluetooth audio, and HD Radio are standard, along with “NuLuxe” faux-leather. If you want the real hide, you’ll have to step up to the Luxury Package which also throws in wood trim accents, rain-sensing wipers, auto-dimming mirrors, electric memory seats, and a blind-spot monitor with rear cross-traffic alert. A more affordable Premium Pacgae adds heating/ventilation to the NuLuxe seats.
There’s also the Navigation Package, with a 7-inch color display, backup camera, voice command, and Lexus Enform, the company’s internet-connected hub complete with Bing search, Pandora streaming, Facebook Places, Yelp integration, and navigation. A Mark Levinson Audio Package ($3,225) adds a 15-speaker A/V system to that, with a 1,500W Class-D amp, subwoofer, and machined aluminum controls. It certainly sounds impressive, though the standard-fit audio system is no slouch on its own.
Sit inside, and the tiered dashboard layout is packed with controls but reasonable straightforward to familiarize yourself with. A navigation control in the center console scrolls through the main 7-inch LCD, and only the analog clock reminds you of Lexus’ more staid history. The meaty steering wheel feels great – though it’s peppered with buttons – and the seats are comfortable and sit lower in the car than before, leaving you feeling sportily cocooned.
Step up to the F Sport package, however, and the 2014 IS’ real interior glitz appears. The sports seats get more ample bolstering and hold you nicely in the corners, though they’re still NuLuxe rather than proper leather (albeit with heating as standard). Most exciting is the moving instrumentation, borrowed from the LFA: press a button and the combo speedometer/tachometer slides across to reveal a 4.2-inch LCD with secondary information, such as fuel economy. Press it again, and it slides back to dominate the binnacle with no distractions.
Again, compared to the outgoing car, the new IS is a marked improvement. The seats hug you more closely – a boon during more outlandish cornering – while, in the back, the seats in both regular and F Sport trim are comfortable, and – a first for Lexus – can be dropped down with a 60/40 split for accommodating bigger items of luggage.
Wrap-Up
The 2014 IS kicks off at $35,950 for the IS 250 RWD, and $39,465 for the IS 350. AWD is a roughly $2,500 upgrade, while the more appealing F Sport package is $3,000. That’s about $3k more than the cheapest – though less powerful – 3-Series, and around $1,500 more than the entry-level ATS, the 2014 IS’ most obvious competitors.
It’s likely to be aesthetics, not specifications, that prompt most decisions about the new IS, however. Opinions of those we’ve talked to are split; some, like us, appreciate how Lexus has opted for something that’s distinctive, though others prefer the more mainstream good looks of BMW’s car. As we said, though, it’s undoubtedly a car that looks better in real life than on the screen.
For that matter, it’s also a car that benefits hugely from the larger engine option. Where the IS 250 is solid, the IS 350′s extra grunt gives it some much-needed sparkle. If you can afford the F Sport package then we’d say it’s well worth it, with the worked-over suspension particularly benefiting. That’s not a cheap car by any means, but it’s the spec level that’s most fitting to the no-holds-barred design and capable chassis.
2014 Lexus IS Prototype Test Drive is written by Vincent Nguyen & originally posted on SlashGear.
© 2005 – 2012, SlashGear. All right reserved.
May 12
Mazda6 Review
Posted in: Today's ChiliThe Mazda6 is the epitome of the ugly duckling finding its unexpected swan. Anonymous in its first two generations, Mazda threw its Kodo design language at the third-gen version and ended up with one of the most distinctive four-doors around. Meanwhile, with the EV specter hanging over most car firms, Mazda remains a hybrid hold-out, maintaining there’s still plenty to squeeze out of existing technology before we look to batteries. Does the Mazda6 deliver? Read on for our full review.
Design
If the old Mazda6 was a generic sedan sketched out by a child’s hand, the new model is a riot of detailing. Up front, the grille has grown once more, pushing forward and deepening to give the car an aggressive, searching snout that’s picked out with slips of chrome. The almond lights of the second-gen car have become tauter, more like snake’s eyes, with daytime running lights running in crisp LED sweeps under the halogens.
That Kodo wing, as Mazda calls it, bracketing the underside of the grille and leading into the lights, begins the haunch-line of the car, which starts with muscular wheel arches at the front and then slides into a twin-creased side line that ends at the slightly tapered rear. As the first of those creases dips into the rear door, the shoulder line rises to notch away the side glass, the rear windows of which are smoked as standard on all but the entry-level cars.
Finally, there’s another chrome whisker across the trunk, with the rear light clusters deeply set into the bodywork, and an integral lip-spoiler in the lid. It looks particularly good from the front or rear three-quarters, where Mazda’s sweeping movement lines along the sides have a touch of the Infiniti or Jaguar about them. Although the effect is most impressive on the four-door, Mazda’s 5-door load-carrier, the Mazda6 Tourer manages to look distinctive too, pulling the rear side glass out to end in a crease of chrome trim, while the falling roof line and angled back glass make for a car that’s still sporty in appearance, albeit sacrificing a little internal space in the process.
Mazda fits 17-inch alloy wheels as standard, though the Sport model – as we had on test – gets 19-inch versions with twisted spokes. Similarly there are front fogs standard across the range, part of an ambitious package of no-cost perks that belie the sticker price. The daytime running lights are standard, as are the halogens and heated door mirrors; our Sport model threw in bi-Xenon headlights and power mirrors, among other things.
Engines and Performance
Four engines are on offer in the UK, split between petrol and diesel, with a choice of 6-speed manual or auto transmissions. The entry-level Mazda6 SE has a choice of 2.0l 145ps petrol or 2.2l 150ps diesel, both manual; if you want the auto box options on those you need to step up to the SE-L. At the top is the Mazda6 Sport, with a choice of four combinations: either the 2.0l 165ps manual, the 2.2l 150ps diesel manual, the 2.2l 175ps diesel manual, or the 2.2l 175ps diesel automatic.
The US, however, only gets a single engine option: a 2.5l 184HP petrol offered with either the 6-speed manual or automatic gearboxes. The manual is rated for 25mpg (US) in the city or 37mpg (US) on the highway; the auto transmission bumps both of those by a point. Only the Sport sedan is offered of the four-doors, though there’s also the Touring and the Grand Touring (the latter adding in some extras as standard); since we tested a UK car, we haven’t tried the US-specific engine.
As you might expect, the 2.0l 165ps petrol manual in the Sport version is the most instantly aggressive. Mazda quotes a 9.1s 0-62mph time and a top speed of 134mph, and though the car is among the largest in its class – 4.87m long and 1.84m wide for the four-door – there’s more high-tensile steel and other lightweight materials used inside to keep the heft down.
Mazda calls all this fettling SKYACTIV, launching it in the CX-5 SUV, and indeed the Mazda6 builds on the same MacPherson struts and multilink rear suspension, putting its power down through the front wheels. It’s not an MX-5, certainly, but neither does it wallow or slump around corners, and even in the Tourer model it’s possible to forget there are three seats and a decent scale load area behind you as you tackle corners with alacrity.
It’s the diesel engines that suit the car most, however, the 2.2l 175ps manual we spent most time with pitching its mid-range torque right into the sweet spot for overtaking at speed in fifth gear, as well as dawdling through city traffic in fourth. While diesels may traditionally lack some of the upfront verve of their gas counterparts, in actual fact the 2.2l in the Mazda6 shaves the 0-62mph dash down to just 7.9s. Even the under-tuned 150ps version does it 0.1s faster than the slightly more powerful petrol plant. In practice, of course, this is a sizable car intended for more sensible use, but it’s hard not to be impressed by the degree of enthusiasm the big Mazda can muster.
One thing you won’t find on the options sheet is a hybrid powerplant. Mazda tells us it still isn’t convinced that big batteries and electric motors are the way forward for eco-friendly cars, looking instead to engine refinement with a few tech sprinkles to keep things competitive. So, the big diesel is rated for up to 62mpg (Euro) combined – we saw a consistent 44mpg (Euro) in mixed driving from the manual version, topping out in the mid-50s on extended trips – with 119 g/km of CO2 emissions. The top-spec petrol version is more thirsty, with a quoted 47.9mpg (Euro) combined consumption and 135 g/km CO2. Opt for the smallest diesel, though, and you can trim CO2 output to an impressively meager 108 g/km.
Even though Mazda has bypassed big batteries, that’s not to say there aren’t some small ones inside the Mazda6. i-ELOOP addresses an issue most drivers probably don’t even realize is there: the cost on engine power required to drive all a car’s electronics. The audio system, HVAC, power steering and such are usually run off an alternator clamped to the engine, sapping anything up to 10-percent of its output; with i-ELOOP, the same regenerative braking principles hybrids use to convert shedding speed to battery power is turned, in the Mazda6, into a temporary source for the car’s electronics.
It’s actually a big capacitor, not a battery, but in practice it’s basically transparent to the driver (unless you cycle through to the relevant graphic in the instrument binnacle). As you decelerate, the i-ELOOP system is charged up; it can then run the electrics for around a minute, good for what Mazda claims is around a 10-percent boost in fuel economy overall. It works in hand with Mazda’s i-stop automatic engine shut-down, which temporarily cuts off the engine while you’re paused in traffic, but keeps the music playing and the climate control blowing without draining your regular battery.
Interior
Mazda’s track record in making sports car interiors puts the driver in the right place in the Mazda6, particularly in the leather-clad environs of the Sport model (SE and SE-L make do with cloth seats as standard), though it’s not the most imaginative dashboard we’ve sat behind. The sat-nav touchscreen sits on top of the HVAC controls, the stack broken up with a swathe line – thankfully not fake wood – studded with vents, and all the controls feel sturdy and resilient, but there’s not much in the way of excitement or superlative-design to be found.
The murky, underwhelming clock and HVAC display of the CX-5 has been spruced up some for the Mazda6, and we can’t argue with the tactile knobs and buttons. Similarly, the wheel is nicely sized (and leather-wrapped across the range) with Mazda sensibly deciding not to follow rivals and scattershot it with buttons and shortcuts. Instead, you get cruise control on the right and A/V on the left, along with a voice-command button we’ll cover in the next section.
There are plenty of storage nooks, including a deep center armrest up front and sizable door pockets, while in the back there’s room for three adults. Despite the sweeping roofline there’s plenty of headroom, too, the seats being slung low enough to accommodate those six feet tall in comfort. The stylishly rising waistline – along with the tinted windows of the Sport variant – can make things a little difficult to see out of for younger passengers, however. Still, the contoured seats do a good job of holding people in place, even if the driver is getting a little carried away with the SKYACTIV handling, and though firm with the Sports suspension, the ride front and back is not uncomfortable even on longer road-trips.
Those trips can be accompanied by a reasonable amount of luggage, too, thanks to a capacious rear. Seats up – they split 60/40, and can only be dropped down from inside the trunk for security reasons – there are 483l to play with, versus 506l in the Tourer (which expands to 1,632l when both the Tourer’s seats are down). The opening itself is wide and relatively low, though can conveniently be opened from the key.
Technology
Mazda is keen to position itself as a tech-first company, and so the Mazda6 comes with most of the options boxes ticked, particularly if you specify the SE-L or Sport variants. Across the range you get cruise control; electric windows all round; a 5.8-inch color touchscreen atop a radio/single-slot CD player; Bluetooth for hands-free and streaming; both an aux-in and USB input for audio, hidden in the central armrest; and air-conditioning.
Our Sport tester, however, cranks that up even further, with dual-zone climate control and keyless entry; parking sensors front and rear, along with a reversing camera; rain-sensing wipers and an auto-dimming rear mirror; power adjustment and three-stage heating for the front seats (with two memory positions for the driver’s side); and a Bose surround sound audio system with a total of eleven speakers and dynamic noise compensation using a microphone hidden in the cabin.
That’s a fair amount of gadgetry, and there are a few different ways to control it, some it has to be said better than others. As well as the touchscreen sat on top of the dashboard – which has a few knobs and buttons around it, for jumping into navigation, audio, and phone, and controlling volume and tuning, there’s a multifunction dial next to the parking brake which along with rotating can be pushed in four directions and pressed in to select. That’s surrounded by another cluster of shortcut buttons – again, for audio, phone, navigation, and setup, as well as two back-keys – in the hope that you’ll not reach out and tap at the touchscreen when driving.
Mazda6 Technology Review:
For the basics, like adjusting volume or whipping through radio channels, the dial works well, but things get a little more complex if you try to do everything with it. What would normally require you to simply stab at the screen to change or select can demand some adroit maneuvering with the dial, to make sure you’re first highlighting the right section and only then scrolling through it.
It’s worth taking the time to get familiar with it, though, as there’s plenty you can do with the Mazda’s standard-fit entertainment system. The radio supports the usual presets and digital tuning, but we spent most time using Bluetooth to stream from our smartphone: both local tracks and streaming services like Spotify worked perfectly, and we were able to control playback using the Mazda6′s steering wheel mounted controls along with see artist, track, and album information on the display, together with phone battery status.
USB and aux-in playback works much in the same way, and there’s a thoughtful notch cut out for you to snake a cable out of the center armrest so you can use the device while still having somewhere to rest your elbow. Up to seven Bluetooth device pairings can be stored, with multipoint for having more than one active simultaneously, and the Mazda6 automatically resumes Spotify playback when you bring your phone back into the car, and pauses/resumes either side of a call.
The Bose speaker system holds up to scrutiny too, filling the car with loud, clear audio that sounds fantastic. Bose includes its optional center-point audio processing, which adjusts the various speaker settings to remove some of the directionality of the music and make it sound harmonious no matter where you’re speaking (rather than, say, louder from whichever speaker you’re closest to). It’s better suited to some musical types than others, we have to say; classical and pop benefited, with a more even quality to the audio, but rap and R’n’B lost some of their punchiness. Luckily it’s easy to switch on and off in the settings.
In the phone page, you can optionally download your phonebook to the car’s internal storage, for easier dialing of contacts, and set a number of speed dial favorites. However, the Mazda6 can also suck out your phone’s text messages, reading them out to you so that you needn’t take your hands of the wheel or your eyes off the road. We had no problems being heard on calls, even competing with 70mph road noise.
Unfortunately, the same speech clarity can’t be said for the voice control system. For the basics, hitting the button on the steering wheel and asking for a phone number works as you’d expect, but when you factor in the optional TomTom-powered navigation system, it becomes more frustrating. In theory, drivers should be able to say an address and have a list of search results shown on-screen, from which they can select by calling out the list number of the right option. In practice, most of the time we struggled to get the system to recognize the address we intended and, coupled with the lengthy pauses before search results were returned, we generally resorted to manually searching using the on-screen keyboard.
It’s a shame, because the TomTom system itself works well. If you’re familiar with one of the company’s standalone PNDs then the interface in the Mazda6 should present few surprises, with comprehensive mapping data, live traffic updates, automatic re-routing based on hold-ups further along your journey, and a huge database of points-of-interest. A range of voices and on-screen icons are available for guidance, with instructions cutting into music playback as the track temporarily fades in volume.
Pricing
In the UK, the Mazda6 kicks off at £19,595 for the SE saloon with the 2.0l petrol engine, or £21,795 for the 2.2l diesel. The cheapest Tourer is the £22,545 SE 2.2l diesel. The 2.2l diesel Sport saloon we spent most time with begins at £25,495; you’ll pay a £1,200 premium for the auto gearbox.
As for the US version, the Sport sedan begins at $20,880 (pre-destination charges and other fees), while the Touring is from $24,495. The Grand Touring – which makes the Bose audio system, TomTom navigation, keyless entry, and other features usually part of the Touring “Technology Package” standard – begins at $29,495.
That makes the Mazda6 a little more expensive out of the gate than, say, a Ford Mondeo, but it also comes with a higher degree of standard specifications.
Wrap-Up
The old Mazda6 was, not to put too fine a point on it, forgettable. Seats and an engine in a box on some wheels. That the new Mazda6 surges off the forecourt with such eye-catching styling and on-road polish makes it a huge advance, and it’s one that in most areas punches above its price.
Curvaceous, swooping design makes the car distinctive and handsome, a welcome diversion from the Germanic crispness that seems to have proliferated among Volkswagen, GM, Ford and others. Only the somewhat frustrating usability of the in-cabin tech and the slightly less-than-gaping luggage opening (unless you opt for the Tourer) mar the experience. Meanwhile the driving experience is enough to make you forget you’re in a not-insubstantial four-door; we’d opt for the diesel engine and manual gearbox, if given the choice, which pairs decent economy with solid performance to match the capable chassis.
Mazda6 Review is written by Chris Davies & originally posted on SlashGear.
© 2005 – 2012, SlashGear. All right reserved.
Mar 13
Mitsubishi i-MiEV Review
Posted in: Today's ChiliElectric cars generally settle into one of two camps: the outlandish, like Renault’s Twizy, or the discrete, like Nissan’s Note. The Mitsubishi i-MiEV, however, straddles both. Its “space jelly-bean” looks are certainly eye-catching, but they’re also borrowed wholesale from the regular gas-powered version available in Japan and Europe, rather than an EV flourish for its own sake. The i-MiEV is also one of the US’ cheapest EVs, though with prices starting at $21,625 (after tax incentives) it still commands a premium over more traditionally fuelled cars. Can the i-MiEV’s frugal charms win us over? Read on for the full SlashGear review.
Design and Interior
It’s not quite a Twizy, but the i-MiEV is certainly no wall-flower when it comes to Mitsubishi’s aesthetic. The tall, narrow body was intended for snapping down cramped Tokyo side-streets, but it makes for a car that catches more than its fair share of glances while you’re driving. Whether they’re admiring or bemused is unclear.
You still get four doors, however, and four seats inside – the rear seats fold down individually, boosting the trunk’s compact 13.2 cubic feet of storage to a more useful 50.4 cubit feet – with room for adults front and back. It’s an upright ride with plenty of headroom, though the limited width can mean those in the back sit closer together than usual. Despite the price, the only leather you’ll find inside is wrapping the steering wheel and shifter knob; the seats are sturdy fabric, instead, and adjusted manually not electrically.
Mitsubishi i-MiEV walkthrough:
Given the ostentatious exterior, we’d half expected the sort of swooping, LED-encrusted dashboard that would make a concept car jealous. In fact, the i-MiEV’s interior is surprisingly sober. The plastic top dash panels match the purplish-brown seat fabric for color, with a bulbous central stack topped with a sizeable LCD display above the HVAC controls and finally the gear shifter at the bottom. The latter looks like it could’ve been pulled from any automatic car, with the usual park, neutral, drive, and reverse options, as well as an “Eco” mode a notch away.
In the minimalistic driver’s instrument binnacle the view is dominated by a center gage with a digital speedo in the middle, flanked by a simple indicator which shows how economical or profligate you are with your current driving style. A smaller display on the left shows battery level and current gear; range in miles is shown in another screen on the other side. Jabbing at a small plastic button in the binnacle flips over to distance traveled since your last charge.
It’s functional, for the most part. The plastics in general are somewhat flimsy to the touch, though you at least get air-con, power windows and mirrors, and remote central locking as standard. There’s also a heated seat, on the driver’s side only, which Mitsubishi recommends using instead of cranking up the HVAC on a cold morning, since it’s more power-frugal; alternatively, you can turn on the HVAC (to the last used settings) remotely from the keyfob while the i-MiEV is still plugged into the mains. The touchscreen audio system, complete with Bluetooth streaming/hands-free, a reversing camera, and navigation is comprehensive, though not the easiest to use.
Engine and Performance
The i-MiEV’s motor pushes out 66HP through the rear wheels via a single-speed gearbox, and manages 145 lb-ft of torque. It’s good for a top speed of 81mph, and though Mitsubishi isn’t especially keen to talk performance figures (0-60mph is a 13s affair), the combination of the 1.3 ton curb weight., low center of gravity, and immediacy of electric motors means acceleration is surprisingly eager. The i-MiEV is certainly at its best around town, where the combination of pep off the starting line and regenerative power topping up the battery show their worth, but that’s not to say it can’t handle the highway.
Mitsubishi i-MiEV driving:
At highway speeds, there’s a fair amount of wind noise, and while you don’t get the familiar thrum of a gas engine, you have the whine of the electric motor instead. Side-winds can lead to some uncomfortable buffeting, too. The suspension – taut, given the batteries the i-MiEV must lug – is firm but not unduly so.
Battery and Range
As with all EVs, the big question mark hanging over the i-MiEV is range. Mitsubishi quotes an EPA MPGe (miles per gallon equivalent) of 126 for city driving, 99 for highway driving, and 112 combined; total EPA range is 62 miles.
That’s assuming ideal circumstances, of course. In practice, you tend to drive with one eye fixed to the range indicator, alert to how your driving style affects how many miles you’ll be able to do. We found the estimates to be reasonably accurate, though weather more than anything is the big decider. Setting out for town on a particularly cold day and, by the time we’d reached our first stop, the gage had dropped considerably more miles than we’d actually traveled. Mitsubishi does include a single out-of-energy rescue per year for the first three years.
Extremes of temperature are known issues for battery performance, and the i-MiEV tackles one of them as standard. All i-MiEV versions have a cooling fan that counteracts the effect of hot days, but its counterpart battery warmer is only standard on the SE “Premium Package” – $2,790 – or as a $175 add-on.
Charging generally depends on how much juice you have to spare. The i-MiEV can power up from either a 120V domestic supply or, if you have access to it, a 240V supply. A 120V portable charging cable is included to satisfy impromptu recharges while on the move, something which we found takes roughly 20- to 22hrs. A “Level 2″ 240V charger cuts that to seven hours, or if you have access to a “Level 3″ public quick-charger you can take the i-MiEV to 80-percent in 30 minutes.
Mitsubishi includes a total of three warranties with the i-MiEV, covering different aspects of the car. Shortest is the 3-year/36,000 mile New Vehicle warranty, followed by a specific 5-year/60,000 mile powertrain warranty. Finally, there’s 8-year/100,000 mile cover for the Li-Ion batteries, which unlike other car companies Mitsubishi sells rather than leases to drivers. Nonetheless, some degree of battery degradation is to be expected (and isn’t covered by the warranty): you should expect to have 80-percent of total capacity left after 5yrs, falling to 70-percent after 10yrs.
Wrap-Up
Most of the issues affecting the i-MiEV are applicable to every all-electric car. The preoccupation with range, balance of equipment versus saving as much power for actually moving, and the lifespan of Li-Ion batteries are to modern EVs what gas consumption, engine oil, and emissions are to traditional cars.
Where the i-MiEV succeeds is in helping make electric travel more affordable. Thanks to federal tax incentives you can have the Mitsubishi for under $22k (before destination and handling); considering only a couple of years ago you’d be looking at twice that for an EV, it shows how far we’ve come in eco-friendly motoring. The i-MiEV is certainly a second car, unless you’re a resolute city dweller, but for low-cost trips around town and room for four in a small footprint, it’s a perky addition to your garage.
Mitsubishi i-MiEV Review is written by Vincent Nguyen & originally posted on SlashGear.
© 2005 – 2012, SlashGear. All right reserved.
Sep 26
BMW X1 Crossover Review (2012)
Posted in: Today's ChiliBMW doesn’t believe that crossover need mean compromise, and the BMW X1 is the “premium compact” it intends to prove that with. Headed to the US for the first time this month, the smallest of BMW’s X-model SUVs has already carved itself a niche in Europe. Can BMW light a fire underneath the crossover segment, and deliver a small SUV that delivers both an elevated driving position and the sort of driving dynamics the German marque is known for?
Design
BMW has based the X1 on the chassis of its 1- and 3-series cars, and the design pulls details from both sedan ranges too, albeit somewhat inflated to suit the SUV silhouette. Up front, BMW’s traditional kidney grille has followed the range trend and grown into a pair of snorting nostrils, flanked by angry headlamps – with LED highlights if you opt for the Xenon package – and new chrome accent strips. The hood is long and broken up with sharp crease-lines, BMW having pushed back the cabin space for a profile that’s sporty from the front three-quarters but can look ungainly when viewed fully side-on.
The profile works better the further toward the rear you get, a strong waistline rising steeply to pinch off the back glass. It’s meant that BMW could keep the roofline higher than is often the case in crossovers, preserving rear seat headroom, without losing the sporting stance.
There’s less black plastic than on earlier, European versions of the X1, pushed down to discretely protect the side-skirts, rear apron and front bumper edge. Slices of matte-finish silver plastic also lighten the effect, meaning the X1 doesn’t feel bottom heavy. Steeply angled rear window glass looks good, compared to the slab-sided finish some rival crossovers suffer, though does eat into interior room.
Engines and Performance
BMW will offer two engine options in the US, in addition to a choice of rear-wheel or all-wheel drive. Entry-level is the 2.8-liter four cylinder, putting out 245 HP and paired with an 8-speed auto gearbox; it will be available as the rear-wheel drive sDrive28i or the all-wheel drive xDrive28i, each offering Auto Stop-Start, Brake Energy Regeneration, and Electric Power Steering. BMW says to expect a 6.2s 0-60mph dash, or 6.3s if you opt for 4X4.
More powerful is the 3.0-liter six cylinder, producing 306 HP through a six-speed auto gearbox and found in the xDrive35i. That has all-wheel drive as standard and all the electronic gizmos of the 28i models, bar the Auto Stop-Start. BMW’s 4X4 system can shuttle power between the front and rear wheels, depending on road conditions and how fast you take the corners. The 3.0-liter manages a 5.3s 0-60mph run.
BMW put us behind the wheel of the X1 xDrive28i, and it cuts a good line between sure-footed and swift. High-speed cruising in eighth gear is as comfortable as you’d hope for from a luxury marque, but the X1 isn’t afraid of sportier driving either. The eight-speed ‘box is eager to step through its selection of gears, dropping down rapidly when you plant your right foot, while the car’s sedan underpinnings held true. There’s little in the way of body roll, and we never found ourselves forced to back off out of a shortage of grip. Happily the brakes are well matched too, dragging the X1 to a stop with the minimum of fuss.
Despite the potential for action, the X1 is also able to post some respectable economy figures. With a steady foot we came within a digit or two of the official 26mpg combined figure (BMW quotes 22mpg for city and 33mpg for highway driving) in the 2.8-liter AWD; expect 2mpg more in combined and city driving for the rear-wheel drive version with the same engine. Unsurprisingly, the 3.0-liter is a thirstier beast, posting 21mpg combined (18mpg city and 27mpg highway).
Interior
Inside, BMW has all the soft-touch plastics and pleasing details you’d expect for a $31k+ crossover. The center console, angled slightly toward the driver, is topped by a large LCD, with the HVAC, entertainment and other controls arranged into straightforward sections stacked underneath. The three-spoke wheel has a number of easily-reached buttons for controlling music, phone, and other features.
Leather seats – available in multiple colors, ranging from sober blacks to eye-catching red – are a $1,450 option, and are paired with a leather-wrapped wheel in BMW’s Sport Line trim. The stubby silver-finished gearstick can be tapped side-to-side to force gear-changes, if you’re unhappy with the X1′s selection, and sits in front of BMW’s now-traditional iDrive control wheel. One option that particularly grew on us is BMW ConnectedDrive, which includes the company’s take on augmented reality, projecting speed and other information up onto the dashboard.
As for interior space, that high roofline means rear headroom is fine for adults, and the rear seats fold 40:20:40 for maximum flexibility in loading. That’s important, as we couldn’t fit a full set of golf clubs into the trunk of the X1 without dropping at least one rear seat down. If your cargo is a smaller than that, then there are plenty of hidden cubbies under the rear floor.
Pricing
The crossover SUV market is increasingly crowded, and there are plenty of sub-$30k options for those wanting a loftier driving position. In contrast, the X1 range starts at $31,545 for the entry-level sDrive 28i, rising to $33,245 for the xDrive 28i; if you want the Sport Line package it’s an extra $1,900, or $3,000 for the M Sport Line package.
The X1 xDrive 35i, meanwhile, starts at $39,345, with Sport Line priced at the same $1,900 but the M Sport Line package slightly cheaper at $3,500. That M Sport Line package, incidentally, throws in a lower chassis and tauter suspension, as well as modifying the electronics to suit sharper driving.
Wrap-Up
Demand for BMW’s smallest SUV in Europe has obviously been sufficient to convince the Germans that there’s a market for it in North America. The current fashion for crossovers would certainly seem to prove that, and the persistent badge status of BMW vehicles means those with the X1 on their SUV shortlist are unlikely to find the $31k+ price tag too off-putting.
Your money gets you a distinctive and well-built vehicle, but arguably most importantly it’s a car that drives more like a BMW sedan than an SUV. No wallow, no sluggishness around the corners; just taut handling and – particularly with the 8-speed gearbox in the 2.8-liter models – the sort of spirited performance we’d expect from a 3 series not a crossover.
That more advanced gearbox, along with the economy advantages of the smaller engine, make the 28i models our pick of the X1 line-up. The xDrive 28i is the most sure-footed of that pair, but the sDrive 28i is a capable and persuasive option for those wanting some sporting luxury with their premiere driving position.
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BMW X1 Crossover Review (2012) is written by Ewdison Then & originally posted on SlashGear.
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