14 minute read
Made in America
TOYOTACAMRY LE
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bit is in moments of rawness lurking in the shadows. Noise levels here Hum and Whoosh where they hum and whoosh in its rivals.The heel of your throttle foot can sense an unexpected tingle of engine vibration from the floorboard.Little stuff, yes,but it accumulates.
More obvious is the disappointing grade of the interior: the clunky texturing, the ancient green illumination of the dials at night,the styleless,rectangular shape of the sound-system cluster.While the interior is fairly attractive,the look has become so Ford-ubiquitous that one staffer quipped, “I’m not sure if I’m in a Fusion or an F-150.”
Ergonomically, there are extreme examples of sharp and blunt thinking.Last first:At the center stack’s base,where the other three cars relegate occasional-use bins (sensible, given the location’s eyediverting distance from the road),the Fusion locates the ventilation controls.And ensuring your eyes will be kept from the road even longer,those controls are manipulated by nearly flush buttons.However,what could function better than the folding rear seat? From the open truck, easy-reach levers trigger springs to slap either of the split rear seatback’s horizontal by remote control. Voilà! A flat cargo floor in about the time it takes to read “pop,pop.”Brilliant.
Our topline SEL V-6 base priced at a Camry-like $22,360,though you can select a lesser V-6-equipped S or SE if you’re looking to eke into the Sonata’s subterranean price range.The trouble is,those pesky Hyundai standard features scramble any efforts at simple comparison (for instance,the Fusion doesn’t offer stability control at any price, and ABS is an option on price-leader models). Maybe Alan Greenspan could figure this out,but our tea leaves are saying the Fusion’s a bargain.
Will it also be Dearborn’s Phoenix of sedans? As it sits,it could be.But there’s a shadow hanging over it in the form of a question: Can Ford shake its habit of presenting a promising car to the world and then forgetting to develop it? The Camry and Accord didn’t become the category’s gold and platinum standards by appearing once and never improving.
Walton, reflecting on our comparisonwinning Accord’s performance, says it somehow feels the most adult here in terms of poise on its toes.Not as sporty as the Ford,nor as squishy as the Toyota,but it’s a good compromise. The Accord doesn’t triumph here just because its porridge is just right,however.Not only does the interior rocket ahead in quality,it’s in another orbit in style.Stepping from the Toyota,Ford,or Hyundai into the Accord is like checking out of the Monterey Best Western and into the Lodge at Pebble Beach.
And the standard extends to the Honda’s granitelike structure,too,which serves as an imperturbable basis for a taut yet absorbent suspension.On dimpled pavement,it can seem double-espresso busy as it nervously reads every cranny of road,but somehow the most objectionable spikes in the texture are unfailingly blotted out before they reach your desk.
Behind the wheel,the Accord is nimble, but not devoid of awkwardness.Walton: “There’s a nonlinearity in the steering’s response.”Entering a corner you feel “an initial delay,then a gain as the tires grip,and finally a caboose feeling to the rear end.” Likewise,two drivers scorned the brakes as hair-triggered, jerking regardless of how calculated and gentle the pedal touch.
Perhaps the Accord’s sorest point is middling grip displayed during our stopping tests—149 feet from 60 mph.“One forty nine?”was heard over the walkie-talkies. “You’ve got to be kidding.”Here the finger points to the modestly sized Michelin Energy MXV4s,then back again at Honda for not asking Bibendum for grippier tires. However, the combination of their eager wheelspin—and the car’s 240 bubbling horsepower—took the Accord to 60 mph in a group-best 6.6 seconds.
At a price of $29,850,our EX V-6 version, with “NAVi”, was overequipped for this meeting (most notably,its nav system),and we knew this going in.A last-minute snafu resulted in the correct and revised,fourmore-horsepower 2006 version not quite reaching our doorstep in time. A better price comparison would be the reasonablytrimmed LX V6 at $25,650 (possessing a typical roster of popular features, but substituting drum for rear disc brakes).All of which highlights an unavoidable conundrum:the Accord's sticker premium.
Are they worth it? Depends on your investment portfolio,but for the extra cost of a fancy option package elsewhere, the Accord delivers a driver’s sedan without peer in its category in construction and taste.Our advice? Break the piggy.Tip over the couch.Find those nickels to make up the difference.
Which brings us back to our 47-year-old in the bathroom mirror.And a second lightbulb that’s now appeared above his noggin reading:A Wonder Bread sedan can be not only a friend.It can be a relationship. ■
■■ ■ ■ ■ 1ST PLACE 2005 HONDAACCORDEX V-6
Hey, Bob, do we stock this with the bulk items or in fashion apparel?
■■ ■ ■ ■ 2ND PLACE 2006 FORDFUSION SEL V-6
The register in sporting goods is now open.
■■ ■ ■ ■ 3RD PLACE 2006 HYUNDAI SONATA GLS V-6
There’s now a plain-wrap choice that saves $$$.
■ ■ ■ ■ ■ 4TH PLACE 2005 TOYOTA CAMRY LE V-6
The proven reliability you know in an even more convenient package!
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT Front engine, FWD Front engine, FWD Front engine, FWD Front engine, FWD ENGINE TYPE V-6, alum block/heads V-6, alum block/heads V-6, alum block/heads V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl SOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 181.1 cu in / 2967 cc 182.9 cu in / 2997 cc 204.0 cu in / 3342 cc 182.8 cu in / 2995 cc COMPRESSION RATIO 10.0:1 10.0:1 10.4:1 10.5:1 POWER (SAE NET) 221 hp @ 6250 rpm 240 hp @ 6250 rpm 235 hp @ 6000 rpm 190 hp @ 5800 rpm TORQUE (SAE NET) 205 lb-ft @ 4800 rpm 212 lb-ft @ 5000 rpm 226 lb-ft @ 3500 rpm 197 lb-ft @ 4400 rpm REDLINE 6550 rpm 6800 rpm 6500 rpm 6200 rpm WEIGHT TO POWER 15.6 lb/hp 14.1 lb/hp 15.1 lb/hp 17.9 lb/hp TRANSMISSION 6-speed automatic 5-speed automatic 5-speed automatic 5-speed automatic AXLE/FINAL DRIVE RATIOS 2.93:1 / 2.55:1 3.42:1 / 2.60:1 3.36:1 / 2.80:1 2.65:1 / 1.93:1 SUSPENSION, FRONT; REAR Control arms, coil springs, Control arms, coil springs, Control arms, coil springs, Struts, coil springs, anti-roll bar; multilink anti-roll bar: multilink, anti-roll bar; multilink, anti-roll bar; multilink, coil springs, anti-roll bar coil springs, anti-roll bar coil springs, anti-roll bar coil springs, anti-roll bar STEERING RATIO 16.0:1 15.0:1 16.9:1 15.8:1 TURNS LOCK-T0-LOCK 2.5 2.9 3.3 3.2 BRAKES, F;R 11.8-in vented disc; 11.1-in vented disc; 11.8-in vented disc; 10.8-in vented disc; 11.0-in disc, ABS 10.2-in disc, ABS 11.2-in disc, ABS 10.5-in disc, ABS
WHEELS TIRES, F;R
17 x 7.0, cast alum 16 x 6.5, cast alum 16 x 6.5, cast alum 15 x 6.5, steel P225/50R17 93V M+S P205/60R16 91V M+S P215/60R16 94V M+S; P205/65R15 92T; Michelin Pilot HX MXM4 Michelin Energy MXV4 S8 Michelin Energy MXV4 S8 Bridgestone Potenza RE92
DIMENSIONS WHEELBASE
107.4 in 107.9 in 107.4 in 107.1 in TRACK, F/R 61.6 / 61.3 in 61.1 / 61.2 in 62.0 / 61.4 in 60.8 / 60.4 in LENGTH x WIDTH x HEIGHT 190.2 x 72.2 x 57.2 in 189.5 x 71.5 x 57.1 in 188.9 x 72.1 x 58.0 in 189.2 x 70.7 x 58.7 in TURNING CIRCLE 40.0 ft 36.1 ft 35.8 ft 34.8 ft CURB WEIGHT 3449 lb 3377 lb 3543 lb 3392 lb WEIGHT DISTRIBUTION 61 / 39 % 62 / 38 % 63 / 37 % 61 /39 % SEATING CAPACITY 5 5 5 5 HEADROOM, F/R 38.7 / 37.8 in 38.3 / 36.8 in 40.1 / 38.2 in 39.2 / 38.3 in LEGROOM, F/R 42.3 / 37.0 in 42.6 / 36.8 in 43.7 / 37.4 in 41.5 / 37.8 in SHOULDER ROOM, F/R 57.4 / 55.6 in 56.9 / 56.1 in 57.4 / 56.9 in 57.5 / 56.7 in CARGO VOLUME 15.8 cu ft 14.0 cu ft 16.3 cu ft 16.7 cu ft
TEST DATA
ACCELERATION TO MPH 0-30 2.4 sec 2.5 sec 2.3 sec 2.4 sec 0-40 3.9 3.6 3.6 3.7 0-50 5.3 5.0 5.2 5.3 0-60 7.2 6.6 6.8 7.2 0-70 9.5 8.6 8.9 7.3 0-80 12.1 11.4 11.5 9.7 0-90 15.4 14.2 14.4 12.8 0-100 19.4 17.5 17.5 16.0 PASSING, 45-65 MPH 3.7 3.2 3.4 3.9 QUARTER MILE 15.5 sec @ 90.3 mph 15.1 sec @ 93.1 mph 15.2 sec @ 92.5 mph 15.6 sec @ 89.3 mph BRAKING, 60-0 MPH 137 ft 149 ft 134 ft 144 ft 600-FOOT SLALOM 63.7 mph avg 60.3 mph avg 61.2 mph avg 60.7 mph avg LATERAL ACCELERATION 0.80 g avg 0.75 g avg 0.76 g avg 0.78 g avg MT FIGURE EIGHT 28.0 sec @ 0.59 g avg 29.0 sec @ 0.56 g avg 28.64 sec @ 0.57 g avg 28.3 sec @ 0.58 g avg TOP-GEAR REVS @ 60 MPH 1900 rpm 1800 rpm 1950 rpm 2050 rpm
CONSUMER INFO
BASE PRICE $22,360 $29,850 $21,495 $23,320 PRICE AS TESTED $25,135 $29,850 $22,395 $24,651 STABILITY/TRACTION CONTROL No/yes No/yes Yes/yes Yes/yes AIRBAGS Dual front, front side, f/r curtain Dual front, front side, f/r curtain Dual front, front side, f/r curtain Dual front, front side , f/r curtain BASIC WARRANTY 3 yrs / 36,000 miles 3 yrs / 36,000 miles 5 yrs / 60,000 miles 3 yrs / 36,000 miles POWERTRAIN WARRANTY 3 yrs / 36,000 miles 3 yrs / 36,000 miles 10 yrs / 100,000 miles 5 yrs / 60,000 miles ROADSIDE ASSIST PERIOD 3 yrs / 36,000 miles Optional 5 yrs / unlimited Optional FUEL CAPACITY 18.0 gal 17.1 gal 17.7 gal 18.5 gal EPA CITY/HWY FUEL ECON 21 / 29 mpg 21 / 30 mpg 20 / 30 mpg 20 / 28 mpg MT FUEL ECON 19.1 mpg 22.2 mpg 19.6 mpg 21.8 mpg RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular Unleaded premium
■ words bob nagy ■ photographs john kiewicz
A mini minivan that defies tradition and redefines practicality
special delivery
IN A WORLD where paradigms shift with the speed of an SMG gearbox and tomorrow’s vision becomes yesterday’s news just as quickly,it takes guts to step out onto the automotive equivalent of a narrow ledge.Hardly surprising,then,to find the firm that brought us the rotary engine— twice, no less—again pushing the envelope of convention.Its latest leap of faith is the Mazda5.
Mazda has dubbed this space station (a micro-minivan by form) a multi-activity vehicle in the hope of distancing it from garden-variety soccer-mom specials.The Mazda5 complements unique-in-class 2+2+2 flexible seating with free-spirited style and high-value pricing,the better to generate buzz among the iPod crowd.
Sport or upline Touring, the Mazda5 shares basic platform elements with the Mazda3.Key changes include a wheelbase stretch from 103.9 to 108.3 inches, a redesigned floorpan that creates theaterlike elevation for the second- and third-row seats,and a 6.5-inch roofline hike.That bit of geometric twiddling yields 142 cubic feet of interior volume,enough to earn this cheeky,not-so-little upstart formal status as a midsize station wagon.
The Mazda5’s interior skews as young as its sheetmetal,although a bounty of hard, black plastic trim, and aluminum-look accent bits creates a high-contrast glarefest in bright sun. Better news when it comes to gauge legibility, switchgear placement, and the comfort level of its supportive front buckets,smartly wrapped in stylish,two-tone fabric.Rounding out the mix is an extensive feature set.Even at $17,995,the Sport boasts air-conditioning, power windows/locks/mirrors, cruise control, tilt/telescoping steering column, wheel-mounted audio controls, keyless remote,and AM/FM/CD audio plus safety touches like deformable pedals, front, front-side, and side-curtain airbags.The Touring,which opens at $19,510,adds a rear spoiler,side sills,a power moonroof, and six-disc CD changer, plus optional
DVD navigation and rear-seat entertainment systems.
Two more key Mazda5 assets are easy entry and outstanding versatility.It starts with low-effort,sliding rear-side doors that open four inches wider than those on an MPV.Step in,and adult-scale second-row buckets provide four inches of fore/aft travel, plus a one-touch mechanism that simplifies access to the third-tier 50/50-split bench. The rear perches are best occupied by kids, although adults hung back there with few complaints, save for the lack of reading lights and HVAC vents.Dipping the seatbacks bumps cargo room from around seven cubic feet to a generous 44.That figure almost doubles when the second row is put to sleep and yields a 63-inch-long flat floor. The large, composite-skin liftgate makes loading everything from bikes to boogie boards a breeze,and it extends high enough to shelter an upright six-footer.
Mazda5 motivation comes from the same high-energy 2.3-liter DOHC four used in the Mazda3s.Here,however,it’s forced to contend with an additional 500-pound weight penalty.An ECM remap lets torque peak at 3500 instead of 4500 rpm,but total output dips from 150 to 148 pound-feet. Pony count also slips, from 160 to 157, while still arriving at 6500 revs.The net effect is a palpable—albeit liveable—ding in the zoom-zoom index, whether the engine is paired with the standard fivespeed manual transmission or optional four-speed manumatic.On the upside,the former duo earns solid 22/27 mpg city/highway EPA ratings.
Driving dynamics and ride compliance of this unconventional troop carrier still have Mazda written all over them. The underlying chassis bits,ABS,and electrohydraulic power steering system are recalibrated for a demanding duty cycle and feel equally capable of challenging rushhour traffic or a twisty two-lane.Despite the Mazda5’s added height, enthusiastic cornering elicits little body roll,and grippy 205/50VR17 all-season tires on alloy rims keep the Mazda well grounded.
Although alien to America,the versatile vanlet segment is approaching a sevenfigure scale worldwide.Mazda’s looking for its newest team member to account for about 10,000-15,000 of those units annually right here. Acceptance among young, active lifestylers—including current Mazda3 owners who just want more capability—will be key in determining the Mazda5’s success in the U.S.But with gas prices creeping toward $3 a gallon,and the ability to get a well-equipped 5 out the door for around $20 grand,its multifaceted appeal could end up extending well beyond the primary targets. ■
2006 MAZDA5
BASE PRICE VEHICLE LAYOUT
ENGINE
$17,995-19,510 Front engine, FWD, 6-pass, 4-door minivan 2 .3L/157 hp/148 lb-ft DOHC 16-valve I-4
TRANSMISSIONS
5-speed man; 4-speed auto
CURB WEIGHT
3350-3400 lb (mfr) WHEELBASE 108.3 in LENGTH x WIDTH x HEIGHT 181.3 x 69.5 x 64.2 in 0-60 MPH 9.0 sec (MT est, auto) EPA CITY/HWY FUEL ECON 21-22/26-27 mpg ON SALE IN U.S. Currently
2005
Mopar Dodge SRT-4
Small Kid, Big Punch
WHO IS Dodge kidding? One drive in a Neon-based SRT-4,and you’ll know the advertised 230 horsepower is an underrated sham.Pull the trigger on a turbocharged SRT-4,and it spins its front hoops harder than a nitrouspowered Vegas roulette wheel.For SRT-4 owners who desire even more torque steer,Mopar Performance offers a wealth of bolt-ons that up the SRT-4’s 2.4-liter I-4 by 10 horsepower (Stage I),35 horsepower (Stage II), or even 120 horsepower (Stage III).
Super Street,one of MT’s sister magazines,recently finished a buildup on an SRT-4 that makes use of a combination of aftermarket parts and hardware from Mopar Performance.“In the slalom, you need to drive it like a Viper— small throttle adjustments make for large results,”notes test-driver Chris Walton.The tuner SRT-4 is brutish for a four-banger,yet it’s far from Mopar’s most powerful Stage III setup.
The Super Street editors went with Mopar’s Stage I system,which incorporates larger fuel injectors matched with a reprogrammed computer.The ECU calibration delivers increased wide-open- and part-throttle boost,improved turbo response,a “boost hold” feature during wide-open throttle shifts,revised ignition timing,and a revised first-gear boost map for harder launches.Adding to the power mix is an Injen cold-air intake kit,while a Mopar Performance 2.5-inch mandrelbent exhaust system sports fourinch-diameter tips.Power is routed through an ACT heavy-duty clutch mated to an ACT lightweight flywheel.
Helping put the power to the pavement is a Mopar performance front differential and a set of Kumho Ecsta V700 tires mounted on lightweight Work Emotion CR 17x7.0-inch alloys,plus Mopar Performance adjustable coil-over shocks.During acceleration testing,the Kumhos squealed as the DOHC I-4 produced copious wheelspin and strong torque steer. Despite tire smoke,in a quartermile showdown,the Stage I SRT-4 beats a stock SRT-4 by over one second.
When the road turns,the Mopar SRT-4 further increases its distance over a stocker.The tires,coil-overs, and power team to deliver a handling uppercut to its SRT big brother the Dodge Viper—the SRT-4 delivers a 71.9-mph run versus the Viper’s 70.4.When it’s time to trim speed,the SRT-4 does so with authority thanks to Wilwood four-piston calipers that clamp 11-inch rotors.
The Super Street SRT-4 also features the requisite slathering of body stickers.The C-Wings carbonfiber hood,decklid,and rear spoiler are as much about weight savings (carving off a combined 23 pounds) as they are about having the proper pimp-daddy coolness factor—the SRT-4’s ultralow ride height further conspired to have us high centered in numerous driveways.Time to raise up the coil-overs. ■
