Motoring June 2008

Small is cool

Real-deal good times in Toyota Yaris, Chryco 300 and Mazda CX-7

By Kevin Ransom

One of the hottest auto-industry topics in the United States in May was that more and more car buyers were still showing a preference for smaller, more fuel-efficient cars in the wake of yet another spike in gasoline prices. In mid-to-late May, media outlets were reporting a national average was $3.80 a gallon, with some regions reporting prices of over $4 a gallon.

The SUV / muscle car / pick-up truck segments are not going to just die off, of course. More well-moneyed buyers will continue to comprise the core market for those vehicles. But for the middle-income masses, the price of gas is definitely driving an ever-more-dominant shift in buying preferences toward the econo models – or, at least, to vehicles that get more than 20 miles a gallon.

Despite the fact that this might not be the burning issue in the Gulf as it is here in the US, we are still observing the changes to the mindset of the community and various Gulf governments. We saw the Volt make an impact at the last Dubai motor show, of course, but overall the bigger vehicles that were the stock in trade in the Gulf years back are not the linchpins of the industry they once were.

Although American carmakers have smartly brought appealing small cars to market in recent years, like the Chevy Aveo and Ford Focus, the Japanese carmakers have always been leaders in this segment, with the likes of the Toyota Corolla, Honda Civic, etc. But even the Japanese knew that they could “go smaller” and tap into a sizeable demand for cars that were even more fuel-efficient and less expensive than those venerable models.

Toyota Yaris

Here’s a case in point – a vehicle that is highly successful here and you like it in the Gulf too. It’s the Toyota Yaris, an entry-level subcompact that has an EPA fuel-efficiency rating of 29 MPG city /36 MPG highway for the manual transmission models and 35/29 for the automatic. Yaris is also EPA-certified as an Ultra-Low Emission vehicle (ULEV II), and, in the US, it’s priced $4,000-to-$5,000 less than the Corolla, depending on the trim level. Indeed, Toyota touts it as the most affordable passenger car in its model lineup.

The Yaris is available in four-door Sedan and three-door Liftback models, and for 2008, Yaris adds the sportier Liftback S edition, which offers a bevy of appealing features for the sport-minded, such as color-keyed front and rear under-bumper spoilers, amber illuminated tachometer, sport seat fabric, a leather-wrapped steering wheel and shift knob, rear window defroster, etc.

But the S is a pricier addition to the Yaris line, so we suspect that more of those who make up the Yaris customer base – those who are most attracted to a lower cost of ownership – will opt for the Sedan or regular Liftback.

That’s not to say that the Yaris is a dull econo-box. Toyota designers have employed some some very contemporary exterior styling touches and have crafted a stylish cabin as well.

For example, the Yaris Liftback boasts a solid, 21st century mono-form shape with minimalistic overhangs. It has a more assertive posture, and the integrated bumpers and headlamps and color-keyed door handles and mirrors also contribute to the Yaris’s more contempo visage. And out back, the rear styling features prominent taillights.

Meanwhile, the Yaris Sedan –which is the model I drove – boasts its own styling cues, as opposed to just being a four-door version of the liftback. In the front, these include distinct body lines that are dovetailed into an aerodynamic hood and windshield. It does share a “T” face grille with the Liftback, however, emphasizing Toyota’s heritage. Designers decided to eliminate outer moldings from the windshield and door glass in order to improve aerodynamics and minimise wind noise. And in the rear, a wide trunk opening is also framed by prominent tail lamps.

Suspension and handling are always something that small-car buyers want to know about, and the Yaris’ has a rigid but lightweight frame that judiciously incorporates high-tensile steel that adds strength but keeps weight down. The rigidity of the platform freed up designers to tune the suspension that in turn enables quick driver response while also delivering a smoother ride, for a small vehicle. They also employed damping materials in key locations in order to minimise noise, vibration and harshness.

Additionally, the Yaris employs an L-arm MacPherson strut front suspension that includes a 0.9-inch stabiliser bar, while the rear suspension uses a hydroformed torsion beam axle to provide anti-roll stabilization. In short, designers have given the Yaris a suspension and steering characteristics that make it easy to handle in various situations, from higher-speed freeway motoring to those emergency passing situations.

As for the engine, it’s not a powerhouse, but no one would expect that in a sub-compact. That said, since the car is so light, the Yaris’s 1.5L 106 hp four-cylinder provides plenty of punch for a car this size. The Sedan and Liftback both come with standard five-speed manual transmission, while an optional four-speed automatic tranny is also available. The automatic features uphill/downhill shift logic to reduce gear “hunting”, to ensure smooth performance when driving on hills.

Bottom Line: The Yaris delivers Toyota’s famed quality, a lower sticker price, solid handling and ride quality, and a fuel efficiency that is being more coveted with each passing month. As a result, I have a feeling the Yaris is going to see some upticks in sales volumes.


Chrysler 300

Chrysler went through a slimming-down recently, announcing that several of its models were being discontinued, as a way of cutting costs and minimising duplication.

But none of those cuts impacted the Chrysler 300, which remains untouchable when ANY discussions of cuts takes place: The 300 remains the company’s gorgeous, high-profile flagship, four years after it rolled out to a chorus of hosannas sung by everyone from Lee Iacocca to Snoop Dogg to just about every auto reviewer on five continents.

The 300 is indeed a beauty, with just enough edgy styling and engine brawn to make it a flagship that appeals to multiple demographic groups – from young professionals to urban hipsters to those who crave luxury but are disinclined to lay out the cash required for a Lexus or Mercedes.

For 2008, Cryco has loaded up the 300 with various premium features and a slight freshening of the body design. Those changes include new shapes for the front and rear fascias and tail-lamps and a new rear deck lid that integrates an SRT-inspired spoiler and a re-positioned (high-mounted) stop light. For the most part, though, the 300’s signature styling cues remain – the long hood, the short deck and striking, almost predatory profile .

There are some interior changes for the ‘08 edition as well – a new instrument panel and centre console design that have been given added prominence with highlighted satin silver bezels. In addition, the cabin has been made more comfy / convenient with the “soft-touch” surfaces on arm rests and door panels, and a newly-designed and re-positioned cruise-control stalk. Spiffy new cabin options added for ‘08 is the light-emitting diode (LED) lighting in the front cup holders and front- and rear-door map pockets .

The ‘08 300 line-up offers three powertrain options. First, the the rear-wheel-drive Chrysler 300 LX is powered by a a 2.7L V-6 engine that delivers 178 hp @ 5500 rpm and 190 lb-ft of torque @ 4000. Next, the RWD and AWD Chrysler 300 Touring and Chrysler 300 Limited models come with a 3.5L High Output V-6 engine that kicks out 250 hp @ 6400 rpm and 250 lb-ft of torque @ 3800 rpm.

Finally, the Chrysler 300C RWD and AWD models get their power from the muscular 5.7L HEMI V8 engine that unleashes 340 ponies @ 5000 rpm and 390 lb-ft of torque @ 4000. According to Chrysler, this pavement-gobbling HEMI-powered 300C can go from zero to 60 mph in just 6.3 seconds. This HEMI plant is also quipped with a Multi-displacement System (MDS) – a feature that switches off fuel consumption in four of the cylinders in situations where full V8 power is not needed – which can improve fuel economy by as as much as 20 per cent. HEMI’S “Fuel Saver Mode” display, located on the 300’s Electronic Vehicle Information Center, informs drivers when they are in four-cylinder mode, which in turn tells them it’s time to ease up on the accelerator.

Also available on the ’08 300 are such available entertainment and communications features as a Boston Acoustics eight-speaker 5.1 Matrix Surround Sound system, SIRIUS Backseat TV and MyGIG Multimedia Infotainment System with optional navigation. And for safety’s sake, seat-mounted air bags have been added up front, along with front and rear side-curtain air bags.

And the Walter P. Chrysler Executive Series long-wheelbase package on the Chrysler 300 Touring models (RWD/AWD) adds six inches to the standard wheelbase and includes eight-way power front passenger seat, heated front seats, express-up/down power front windows, uniquely calibrated ESP, longer electrical wiring harness and a Walter P. Chrysler Executive Series badge

My test model handled like a dream, due in part to an almost ideal 50-50 weight distribution, the front independent short- and long-arm suspension, and the rear five-link independent suspension. The Electronic Stability Program with Brake Assist and All-speed Traction Control System leave nothing to chance on wet surfaces or when the system senses that car might be ready to slide out of control or lose traction in those situations where you might be gunning it too hard. And optional all-wheel-drive models feature excellent cornering balance under all driving conditions and improved traction in snow and wet-weather conditions
But, for a moment, let’s get back to the 300’s mind-boggling array of available entertainment technology features:

• The optional factory-installed SIRIUS Satellite Radio delivers more than 130 channels of radio programming.

• A new, larger 6.5-inch full-screen DVD-based Navigation System using Global Positioning System (GPS) provides easy trip routing and turn-by-turn route guidance through voice recognition and touch screen.

• The touch-screen MyGIG system is an audio, entertainment and hands-free communication system that is powered by a 20-gigabyte hard drive with optional navigation capability.

• The Rear-seat DVD Video Entertainment System (VES) is located under the center console armrest cover to provide easy access to rear-seat passengers.

• SIRIUS Backseat TV offers three channels of popular G-rated children’s TV programmes.

• And the UConnect Hands-free Communication System uses Bluetooth technology to provide voice-activated wireless cellular communication.

Let’s face it – that ‘s a LOT of entertainment technology for an automobile. Hell, it’s more entertainment technology than I have in my HOME.
Indeed, if I bought a 300, I just might consider moving into it. And living there. For a while, anyway.

Mazda CX-7

As the crossover sport-ute segment becomes more and more competitive, manufacturers have broken the segment into sub-sets, better to lure those with special needs or desires. One of those sub-sets has become the “performance-crossover” vehicle – one that is stylish, sporty and boasts brawny engines and nifty handling – while still satisfying the need for some extra cargo space.

One such performance-crossover vehicle is the Mazda CX-7. The exterior styling is handsome, with some sweeping, nicely sculpted lines. And due to its 244-horsepower, 2.3L turbocharged engine, the CX-7 really hustles, whether on the freeway or out in the twisties.

Mazda execs have noted that one demographic for the CX-7 might be “adventurous couples seeking a new challenge and driven by the urge for discovery.” And its combination of storage and seating flexibility, admirable performance and attractive styling does seem to beckon to that demographic.

The CX-7 comes in three trim levels – the Sport, Touring and Grand Touring. I road-tested the higher-end Grand Touring edition, which is handsomely appointed with a bevy of high-line features.

When designing the CX-7, Mazda engineers sought to combine what they referred to as “dynamic movement, speedy shapes, and a bold presence” that also tapped into Mazda’s heritage as a maker of nimble sports cars. For example, the 66-degree windshield angle is more windswept than that of many sportscars. These design elements continue from the A-pillars to the hood to the front fascia. The prominent front fenders are also striking.

A side view of the CX-7 reveals a more aggressive belt line, a shapely roof line and beefy fender arches. In the rear, rounded tail lamps and bigger dual exhaust outlets also hint at its performance capabilities and sporty character.

And let’s talk about the plant that delivers that power. Purring under the hood of the CX-7 is a version of the turbocharged and intercooled 2.3L four-cylinder direct-injection gasoline engine that’s similar to the one that powers the MAZDASPEED3. In the CX-7, this MZR 2.3 DISI (Direct Injection Spark Ignition) turbo-charged engine delivers its exuberent 244 horsepower at 5,000 rpm. And for 2008, the CX-7’s engine has been re-programmed and fitted with a new catalyst – which now means that premium fuel is only recommended, instead of being required.

Key elements of this engine are the aluminum block and head construction, which includes forged internal components — like the crankshaft and connecting rods — in order to increase durability. The balance shafts are designed to minimise noise and vibration, while a hefty air-to-air intercooler and direct fuel injection work in concert to lower the temperatures inside the cylinder. This works by shifting the gasoline’s liquid-to-vapour process from the intake manifold to the cylinder. The engine employs a high compression ratio of 9.5:1, which increases the low- and mid-range torque by about 10 percent over conventional turbo engines. The turbocharger is standard on the CX-7.

Goosing the throttle in the CX-7 delivers an acceleration boost common to engines with larger displacements – but it does so without the extra weight of those larger plants.

The MZR 2.3 DISI turbo engine’s torque peaks at a low 2,500 rpm when 258 lb-ft of torque is available. But it’s tuned so that this beefier torque feel starts at about 2,000 rpm, and maintains at least 99 percent of the maximum torque all the way to 5,000 rpm, which is when the peak horsepower is delivered.

The sporty sensibility carries over to the cabin, where the instrument panel consists of a unique ‘double-roof’ structure: That is, a small ‘roof’ that hangs over the meter cluster is positioned just in front of a larger ‘roof’ that extends across the entire instrument panel. The interior’s other handsome appointments are the three-dial instrument cluster, a easily accessible console (which supports the shifter), the three-spoke steering wheel, the contoured front bucket seats and higher-end fit and finish.

Plus, the steering wheel and shift knob are wrapped in quality leather that Mazda says has been specially contoured for “optimum tactile feel,” and the ventilation dials, glove box door knob and door armrests all have a premium look to them

But, let’s not overlook the cargo-hauling function that is one of the crossover vehicle’s primary reason for being. The CX-7 can comfortably seat five, and the rear seat splits and folds 60:40 to increase cargo-hauling options. With the rear seats in use, the cargo floor-length is 39-inches – enough room for three full-size golf bags. One nice feature is that the reversible trunk board is made of plastic, which allows you to carry soiled or oil-stained items or rags without staining the carpet.

As stated, Mazda set out to design a crossover sport-ute that provides sufficient cargo-carrying space, but would also appeal to those who appreciate performance and stylish design. With the CX-7, it has definitely succeeded.