Suzuki SX4

Review: 2010 Suzuki SX4 SportBack by RoadRace Motorsports

by Drew Phillips (RSS feed) on Oct 25th 2010 at 11:57AM 

The aftermarket put some more heat in Suzuki's hot hatch

2010 Suzuki SX4 SportBack by RoadRace Motorsports - Click above for high-res image gallery

When we think of production vehicles that can double as daily drivers and weekend racers, the Lotus Exige,Mazda MX-5 Miata and Porsche Boxster come to mind. They've got to be light, nimble and handle the rigors of the road along with the demands of the track. That's why we had a little chuckle when a 2010 Suzuki SX4 with "Road Race modifications" came up on our schedule for vehicles to review. When we drove the 2008 SX4 Sport, we found it to have a "sporty feel and rather quick reflexes," but the chassis had fairly low limits and we couldn't imagine the squat hatch being that much fun on track.

Still, we were curious how a hopped-up SX4 would perform, particularly in 2010 MY guise, which adds seven additional horsepower (143 to 150 hp) and a six-speed manual transmission. Suzuki has billed its new five-door as a worthy competitor to the world's best hot hatches, but can it really deliver a world-class combination of practicality and sportiness? With several days of Southern California's back roads marked down on our schedule, we aimed to find out. 

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Gallery:Review: 2010 Suzuki SX4 SportBack by RoadRace Motorsports

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Photos copyright ©2010 Drew Phillips / AOL

Before we get into the nitty-gritty, it might be pertinent to give some background on RoadRace Motorsports, the company that built this SX4 Sport. Based in Southern California, RRM made a name for itself building high performance Mitsubishi models, in particular the Lancer Evolution. In the last few years, RRM has turned its attention to Suzuki, developing a line of performance parts for the SX4 and Kizashi, and building several project cars including this particular hatch. Its parts catalog includes everything from carbon fiber aero parts to turbocharger systems.

The SX4 Sport looks the part, complete with a Vivid Red paint job and an aftermarket stripe kit ($149 from RRM) that even includes a blank roundel for a car number. It's a little too boy racer for street use, but it speaks volumes about RoadRace's confidence in its hotted-up SX4. 

Even without the stripes, the SportBack is quite the looker from the factory. Gone is the roof rack from the SX4 Crossover, while a new front spoiler, side skirts and roof-mounted spoiler round out the exterior mods. The suspension has been lowered 15mm all around and a set of attractive 10-spoke, 17-inch wheels replace the rather bland factory 16-inchers. The result is a racy five-door that wouldn't look (completely) out of place when lined-up alongside Europe's best hot hatches. 



The interior of the SX4 SportBack is by no means luxurious, but provides a no-nonsense environment with a refreshingly simple design. There are hard plastics on the dash and doors, but they don't feel offensive to the touch and manage to still appear fairly attractive. The seats are made of soft cloth and are comfortable, offering nice back support, while the thick steering wheel is comfortable to grip and houses only the most necessary buttons (volume, cruise, etc.). The center stack is laid out in the traditional and intuitive way, with the CD/AM/FM/XM controls above and climate controls below. A no-cost pop-up nav system rises from the top of the dash, and while it doesn't look as fancy as in-dash units, it gets the job done with a simple touchscreen. There are also some nice touches that make the cockpit feel a little more upscale, specifically the aluminum pedals with the Suzuki logo and handsome black gauges with white lettering and red and blue accents.

We expect quite a bit of convenience from a modern hot hatch, and the SX4 SportBack didn't disappoint. There's decent leg room for rear seat passengers, although anyone north of six feet tall probably wouldn't want to commit to a road trip in the back seat. The rear cargo area also offers a good amount of storage space, and the rear seats can fold 60/40 to make room for larger items.

The 2010 SX4 SportBack powers the front wheels with an updated version of its 16-valve DOHC 2.0-liter inline-four producing 150 horsepower and 140 pound-feet torque, up from 143 hp and 136 lb-ft the previous year. It's not a huge increase, but at such modest levels, every little bit helps. Our specially equipped car also came with an open-element air intake ($199), ECU upgrade ($399) and a freer-flowing exhaust, so we're guessing it had a slightly higher output than stock. The majority of the time, the peppy four-pot provided enough motivation to get going in a reasonably quick manner, especially in low speeds around town. The motor builds towards redline without a fall-off in power, although it lacks gusto even on slight inclines, especially below 3,000 rpm.

Also new for 2010 is a six-speed transmission and the option of a CVT with both a console-mounted gear selector and paddle shifters. The extra gear helps improve fuel economy, and the SportBack is rated at 22/30 for the manual and 23/30 for the CVT. Thankfully, our tester was equipped with the standard transmission, which provided nice, accurate shifts, with just the slightest hint of notchiness. Over our time with the car, we found that the SX4 responded better to aggressive shifting, and we actually enjoyed banging from one gear to the next. The only issue we ran into was an overly touchy throttle that made it quite difficult to get the car going smoothly from first gear. 



The Sportback comes equipped with a MacPherson suspension in front with a rear torsion beam out back, and RoadRace Motorsports first order of business was to fit a sport suspension ($499) and a set of ultra-sticky Dunlop Direzza Sport Z1 215/45R17 tires ($528). The result: boatloads of grip. The spunky front-wheel-drive hatch continually surprised us with its ability to tackle even the most challenging corners with ease. Body roll is nearly absent, and a flick of the steering wheel directed the wheels with precision. 

The modified suspension did come with a downside – a big one. The suspension is so stiff that it almost made the SX4 undrivable on even slightly rough roads. Going over bumps would often cause un-elicited grunts and groans, and at one point, the dash-mounted navigation system sprung open over a particularly rough section of road. While we had fun with the car driving up and down the canyons, it made day-to-day tasks nearly unlivable, all of which made us question how well RoadRace balanced the "Road" and the "Race" missions in the SX4.

Putting performance parts on a budget hatch like the SX4 SportBack might have worked in the early '00s, but as tuners and compacts have gotten more refined, drivers are expecting a better balance. Couple that with a base price tag of $17,999 (plus $795 in destination charges) and it's obvious the SX4 will mainly appeal to budget-minded buyers looking for convenience and a dose of sport in their daily driver. The modified suspension on our tester made it impractical as a daily driver, and yet, it's far from a dedicated track toy. 

That said, we can see plenty of buyers picking up a stock SX4 for its endearing qualities that comes straight from the factory. The 2.0-liter engine is spunky if not sporty, and the new transmissions now provide respectable fuel economy. In all honesty, we'd probably suggest buying the SX4 Crossover model instead, as not only does it present a more capable – and unique – ownership proposition with all-wheel drive, it's also inexplicably and substantially cheaper at $15,899. That said, Suzuki has packaged the SportBack with an eye-catching exterior and attractive interior that makes it something of a bargain on appearance alone. But when it comes to modifications, we'd advise swapping on some new rubber and leaving the wrenches tucked away in the drawer.

Nissan Rogue

Review: 2011 Nissan Rogue

by Zach Bowman (RSS feed) on Oct 22nd 2010 at 11:57AM 

A Good Option Among Many Gets a Little Better

2011 Nissan Rogue - Click above for high-res image gallery

We don't envy the hordes of product planners working in the auto world. America's concept of quality transportation seems to shift with the seasons, leaving analysts scrambling to anticipate amorphous market demands while automakers fill barely justifiable voids in their product line. If you need proof, look no further than the scorching hot CUV segment. Buyers have developed a seemingly unquenchable thirst for small, car-based high riders, and nearly every automaker sports at least one tall hatch in their lineup.

Nissan hopped on the small crossover train belately in 2007 when it introduced the Rogue as a 2008 model. The pint-sized 'ute borrowed plenty of styling cues from the likes of the larger Murano and came equipped with an efficient and capable drivetrain built to suit a variety of tastes. But that was three years ago. In order to keep the Rogue as fresh as possible until a full-on next-generation model arrives, the company has rolled out a mildly updated version for 2011. It may not be the front-runner in its class, but the refreshed 2011 Rogue promises to hit all of the same notes that American buyers are singing right now. We spent a week with one to find out.

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Gallery:2011 Nissan Rogue: Review

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Photos copyright ©2010 Zach Bowman / AOL

At first blush, it's clear that the Rogue isn't going to be shattering any boundaries. If you're looking for rule-bending design, you best head across the Nissan showroom to give the Juke a good once over. Instead of trying to rile controversy with its lines, the Rogue simply takes the generic CUV shape and spreads on a light Nissan flavor. While the overall design is slightly rounded, tricks like an upkicked C-Pillar and slightly wrapped headlights give the Rogue a familial flair.

Instead of going hog wild on a completely redesigned fascia for 2011, Nissan's designers simply opted for slight tweaks to the existing mold. Along with a massaged grille, the fascia now wears a subtle crease just below the headlights that's supposed to convey a touch of attitude. Down low, larger fog light openings now wear similar detail work as well.



Nissan is planning to market the Rogue as a more mature alternative to the rash of youth-oriented CUVs currently infiltrating the market, and the company has underscored that commitment by decorating the sides of the vehicle with new chrome strips. We aren't typically huge fans of sticking shiny stuff to the exterior of a vehicle, and this instance doesn't do much to change opinions. The new trim simply doesn't do anything for us, especially given that the rest of the Rogue is largely bling-free with the exception of some similarly tacked-on looking door handles. Fortunately, Nissan has also thrown in a new set of stylish 17-inch, bifurcated five-spoke alloys that give the Rogue's design a pulse. It's amazing what a new set of shoes will do. 

Of course, if buyers in this segment really craved unique design, something tells us we'd see more attractive European sport wagons being driven off of the lot instead of gangly high-riders. Our guess is that the buyer who wanders onto a Nissan lot in search of a Rogue is there for a few reasons: massive amounts of cargo, a tall seating position and a reasonable price. Particularly on the spacial front, the Rogue delivers admirably. There's a total of 58 cubic feet of storage capacity with the rear seats folded flat and Nissan says you can stow something 8.5 feet long out back. 



Up front, the Rogue delivers the same quasi-commanding view of the road as most of the small utility cruisers, and Nissan has made sure to throw in plenty of standard convenience options as well. Our tester came in SV trim, which means the cabin was packed with goodies like power mirrors, a rear-view camera system, satellite radio and six-way power adjustable seats as standard equipment. Bluetooth hands-free calling also comes along for the ride, making for a decently well-rounded tech package given what the Rogue costs.

Unfortunately, the interior pleasantries end there. Thanks to bolts of dark cloth and plenty of soulless black hard plastics throughout, light enters the cabin, never to return again. The Rogue could seriously benefit from an infusion of lighter colors, let alone higher quality materials. Even with the optional sunroof in our tester, the Rogue simply felt dreary from behind the wheel.

The good news is the various switches and knobs have a heavy, solid action seemingly at odds with the inexpensive materials scattered elsewhere. This is particularly true when it comes to the steering wheel – a smallish piece that feels good in your hands, despite being nothing fancy to look at. The wheel is loaded with various switches for controlling everything from cruise control to the hands-free calling system, but their locations are easy to memorize in short order.

Each Rogue ships with a 2.5-liter four-cylinder engine putting out 170 horsepower and 175 pound-feet of torque. The four-pot is bolted to a CVT complete with an overdrive function and the buyer's choice of either front- or all-wheel drive. Our tester came with its engine kicking at the front tires only, and while a high-riding, low-horsepower CVT machine sounds like a perfect recipe for motoring brain damage, the truth is that Rogue is a decently capable little machine. It handles city traffic, dispatches interstate jaunts and lugs around groceries and a couple of passengers without complaint. 



Nissan has the benefit of utilizing one of the better CVT units available, and the 'box feels right at home behind the thrifty little four-cylinder in the Rogue. By putting the engine at the right RPM for whatever situation is at hand, cabin noise is kept to a minimum and there always seems to be more power available than the spec sheet would suggest. Throw in the fact that the EPA says that it's good for 22 mpg city and 28 mpg highway and the Rogue begins to look a little more appetizing. 

The 2011 Rogue also benefits from a fully-independent suspension, which helps give the CUV a more planted feel while tackling interstate clovers or slaloming the light poles at the local mall parking lot. Buyers are more likely to interpret the setup as feeling like a heavier version of their kid's Sentra, but it's nice to know that riding high doesn't necessarily mean giving up behind-the-wheel tomfoolery. 



Perhaps the most surprising part about the Rogue is its price tag. Our mid-range SV model came riding fairly close to the vehicle's $23,220 MSRP, though if you're really on a budget, the Rogue is also available in S trim at $20,810. That's not a lot of coin for what you're getting, but unfortunately for Nissan, this segment is loaded with absolute bargain buys. Vehicles like the Honda CR-V, Toyota RAV4, Hyundai Tucson and Kia Sportage are all excellent choices, many of which carry top-notch warranties and slimmer price tags than Nissan's offering. 

While the 2011 Rogue manages to cover all of the crossover bases, there's very little to differentiate this compact utility from the rest of the crowd. It's nicely sorted suspension and competitive fuel economy are nice selling points to be sure, but they simply aren't enough to give the Rogue an edge over the competition. If Nissan were to give the Rogue a slightly livelier exterior and an interior that doesn't feel like it was designed by someone with photophobia, the 2011 Rogue might be able to carve out a bigger niche for itself. Until then, this high-rider is likely to remain as a backup singer in the CUV rock opera.

Hyundai Sonata Hybrid

Second Drive: 2011 Hyundai Sonata Hybrid

by Zach Bowman (RSS feed) on Oct 18th 2010 at 11:57AM 

Hyundai Aims To Lead The Mid-size Hybrid Pack

2011 Hyundai Sonata Hybrid – Click above for high-res image gallery

At some point, the minds at Hyundai got serious about the company's mid-sized sedan game. Seemingly in a heartbeat, the Korean manufacturer went from being completely under the radar of the average American family sedan buyer to a viable alternative to default buys like the Honda Accord and Toyota Camry. That jump fell solely on the shoulders of the all-new 2011 Sonata, a sedan that has so far delivered the kind of styling, efficiency and low MSRP that sends consumers scrambling for their checkbook. But if you want to go the full distance in this segment, you had better come to the fight packing more than just a competent base model.

That's something you don't need to tell Hyundai. The company has shored up its Sonata line with a potentturbocharged 2.0-liter model designed to tango with V6-equipped competitors as well as the car you see above – a hybrid model that comes loaded with nearly all of the latest and greatest tech to keep fuel consumption at a minimum. Is it enough to put the Sonata Hybrid ahead of the electrified versions of the heavy hitters already prowling the scene? We took the wheel to find out.

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Gallery:2011 Hyundai Sonata Hybrid: Second Drive

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Photos copyright ©2010 Zach Bowman / AOL

The mid-size hybrid segment is a funny little corner of the automotive world. Most of the players at this table are little more than standard sedans that have had their mechanical innards gutted and replaced with mutant internal combustion/electric motor mashups. From their exteriors, there's generally been little to distinguish hybrid from V6 models other than wheel options and maybe a badge or two. But Hyundai has waded into somewhat uncharted waters by offering the hybrid version of the Sonata with bodywork that goes a long way toward separating the car from its siblings.

The keen-eyed out there are likely to pick up on a handful of small details that both add a bit of funky, slightly futuristic styling to the mix and help slim the vehicle's shape as it cuts through the air. Up front, Hyundai's designers and engineers worked together to come up with that slightly agape front fascia. There's more than a little catfish in that hexagonal opening, but it serves the purpose of setting the Sonata Hybrid apart from the rest of the family. (Note, too, that the 'bumper' bar has been subtly altered from the model that debuted at the New York Auto Show). Additionally, LED daytime running lights grace the front headlights and the low-set fog lights now boast a stylish upkick that wraps around the front fascia.



The profile of the 2011 Sonata Hybrid reverts to more well-established tricks of the mid-size hybrid trade, including re-sculpted side skirts and small but effective badges on the front fenders. Hyundai has also graced its hybrid with two unique wheel selections, a smaller 16-inch roller that shouts, "I'll see you at Mac World," and an optional, more attractive 17-inch five-spoke design like the one on our tester.

Move around back, and if you're paying close attention, you'll notice that the rear fascia is slightly squared-off on both sides. Those sharp edges help the Sonata Hybrid achieve its dizzyingly low .25 coefficient of drag. The standard Sonata makes do with a still enviable .28 cD. To complete the futuristic picture, Hyundai has also thrown in reworked taillights that are designed to evoke the image of an atom when lit.



But as different as the exterior of the Sonata Hybrid is from its standard internal-combustion brethren, things have been left largely untouched inside. Buyers will still find the comfortable thrones, attractive dash and heaps of soft-touch goodies layered over almost every surface just like in the base Sonata. One difference between the base Sonata and the hybrid comes in the form of decreased trunk space. While the standard Sonata yields an EPA-rated cargo volume of 16.4 cubic feet, the compact battery pack soaks up a full 5.7 cubes all by itself. But the largest change comes at the instrument cluster, where a helpful full-color LCD screen delivers pertinent information on the vehicle's battery state of charge, fuel economy and an "Eco Score." Likewise, the left instrument bezel has forsaken the standard tachometer in favor of a helpful guide that lets drivers know when the vehicle can be driven in all-electric mode.

And when is that, exactly? Officially, Hyundai says that the Sonata Hybrid can cruise on all-electric go-go at speeds of up to 62 mph, though in our testing we saw electric-only driving at 65 mph under light acceleration downhill. and there was some indication from the company's engineers that the car may be capable of doing even better. How do they do it? Under the hood, Hyundai has converted its 2.4-liter four-cylinder engine to the Atkinson Cycle and added a 40-horsepower electric motor. The duo is good for a combined 206 horsepower and 193 pound-feet of torque, but the real star of the show is the car's battery pack.



Instead of opting for the cheaper nickel-metal hydride cells used in cars like the Ford Fusion Hybrid, Toyota Camry Hybrid and Nissan Altima Hybrid, Hyundai has gone for costlier lithium-polymer cells. The company has crammed a total of 72 cells into the pack, each about the size of a cigar box lid and the weight of a roll of quarters. Throw in all of the necessary electronic wizardry to manage the LiPo goodies and a structure to support them, and you're looking at a battery pack that weighs a relatively svelte 96 pounds.

Hyundai decided to opt for the more expensive battery cells for several reasons, the largest of which is the fact that the lithium-polymer pack weighs considerably less than other materials available right now. In addition, the automaker's engineers note that the cells have no memory, generate less heat than comparable tech and take up less room. Unfortunately, the lithium-polymer tech is also expensive. Hyundai isn't saying how much the company is shelling out for the battery pack in the Sonata Hybrid, but other automakers are looking to use lithium-based cells in their new vehicles, so the automaker is just riding the edge of the technological curve here.

Hyundai says that the Sonata Hybrid is good for 36 miles per gallon in the city and 40 mpg on the highway, and the high-tech battery pack is only a portion of that story. The company's engineers have also rolled in a host of tricks to keep the fuel-economy numbers as high as possible, including what they call an "active air flap" behind that gaping hexagonal inlet in the front fascia. At low speeds, the flap is open to assist in cooling the gas engine, but once the vehicle speeds up, the flap closes to decrease the Sonata Hybrid's coefficient of drag by as much as 10 percent.



In addition, the sedan makes use of an engine clutch that can separate the gasoline engine from the electric motor, helping the hybrid to clip along on electric power even at highway speeds, all without using an ounce of fuel. Hyundai has also made the interesting step of shutting off the gasoline engine entirely when the vehicle decelerates, further conserving fuel and allowing the regenerative brakes to recharge the batteries.

And what does all of that translate into once on the road? During our time behind the wheel, we saw just over 36 mpg in intermittent stop and go driving, though if you're ginger with the accelerator, numbers closer to 40 in combined driving weren't unheard of among the gaggle of writers the company had out to sample the Sonata Hybrid. Just out of morbid curiosity, we spent the last 30 miles of our drive hypermiling the hybrid. When all was said and done, we walked away with a sweaty 60 mpg, further proving that by and large, fuel economy falls on the shoulders of the nut behind the wheel.

When you're not treating the throttle like a hair trigger, the Sonata Hybrid rewards with a surprisingly normal driving experience. The run to 60 mph takes around 9.2 seconds, and thanks to the clutch separating the engine from the electric motor, transitions between internal combustion power and electric go-go are some of the most seamless in the industry. Part of the sensation that you're driving a real vehicle and not some slot-car track escapee comes from the fact that Hyundai opted for the company's proprietary six-speed automatic gearbox instead of a continuously variable transmission. Engineers may have been able to eek out a bit of additional fuel savings had it gone with a CVT, but selecting a conventional cogbox has gone a long way toward making this hybrid a more satisfying craft to pilot.



Impressively, despite the fact that this is Hyundai's first shot at a production hybrid, the electrified Sonata successfully avoids one of the biggest pitfalls of throwing an electric motor into an otherwise solid chassis. The regenerative brakes are progressive and feel just like what we expect stoppers to feel like. There's no danger of having your dental work ripped from your mouth thanks to an overly sensitive second pedal.

But that's not to say that Hyundai hasn't left room to grow in the Sonata Hybrid. Interestingly enough, the company chose to forsake forced-induction in favor of an updated version of its 2.4-liter mill. A little bit less displacement paired with a small turbo would probably help squeeze a few more mpgs out of this equation, but it undoubtedly would have swelled the per-unit cost on a model that's unlikely to make any money to begin with.



Even with that shortcut under its belt, the 2011 Sonata Hybrid is an impressive first showing from Hyundai in the hybrid game. As it sits, the car is eligible for a $1,300 federal tax credit, at least for the first month it's on sale. Hyundai says that buyers can snap up their own Sonata Hybrid starting this December, but unfortunately, the federal tax incentive program for hybrid vehicles is scheduled to dry up at the end of 2010, so interested parties would do well not to dawdle.

Hyundai hasn't yet said how much we can expect to pay for its new hybrid four-door, nor what kind of warranty the model will carry when it does hit dealer lots. Given the company's long history of providing copious content and an industry-beating warranty for reasonable money, we're guessing that neither will be a point of contention when the car goes on sale. Even with those questions left blank, the 2011 Sonata Hybrid has proven itself more than capable of running with the rest of the mid-size hybrids. Is it the best of the breed? We'll need some back-to-back time to know for sure.