Archives for May 2013

Review: 2013 Nissan Altima

May 29, 2013 by Tom Williams 1 Comment

It seems like ages ago, but in the not too distant past, Nissan had virtually no presence in the mainstream family sedan market. Stuck between the strong selling Sentra and high-end Maxima was the forgettable Nissan Stanza, a car that failed to resonate with buyers. Meanwhile, the Honda Accord and Toyota Camry had already established themselves as the cars to beat. Twenty years ago, Nissan had enough, and introduced the Altima, a legitimate player with a lot to prove. How the times have changed. 2013 marks the introduction of a new, fifth generation Altima, which is currently Nissan’s best-selling car, and one of the best selling cars in the USA.

Taking a look at the Altima’s sheetmetal, it’s clear Nissan went conservative with the redesign. Yes, it’s curvy, even elegant at some angles, and with ample chrome trim it is apparent a more upscale look was desired. The Altima is pleasant to look at, and offends no one. And that works for the huge audience the Altima appeals to. The tradeoff is a completely forgettable car. It’s sort of like listening to Micheal Buble. Yes, he has a fantastic voice, sings the American Standards as good as anyone, and I enjoy his music while I’m listening to it. But if I’m not exposed to his music, I’m not thinking about it. I’m not replaying his songs in my head, or dying to hear his song again. So it is with the Altima. Nice enough to look at, classy enough to show your neighbors, but leaves absolutely no lasting impression at all.

The Garage reviewed the fourth generation Altima in 2010, and we had no qualms about the interior. The new design inside is warmer, more inviting, and more thoughtful than the old car, which is good considering you’ll be spending the bulk of your time inside than out. It’s clear Nissan spent a lot of energy designing a thoughtful, easy to live with, and easy to use cabin. Even our feature laden test car’s controls were simple and intuitive. Comfortable and roomy, the Altima strikes all the right notes. While some critics have moaned about rear seat room, the reality is the Altima has all the room the average family could possibly need. In sum, the Altima’s interior is just right for a trip to the grocery store or a long distance drive.

In the engine room, the Altima offers updated versions of its previous engines. The base engine is a 2.5L four, rated at 182hp. Although some of the Altima’s competition has abandoned the option of a V-6, the Accord and Camry continue to offer one, and so does the Altima. Here, a 3.5L V-6 makes 270hp. Both engines are paired to an updated CVT (Continuously Variable Transmission). No manual is offered. While our last time out with an Altima had the powerful V-6, this time around we had the four cylinder, which makes sense-it is estimated 90% of all Altimas sold have the four. Which I am pleased to say is quite a refined engine, and for this car, and the typical Altima buyer, is all they really need. However, the Altima has a few feathers in its cap worth mentioning when equipped with the four. Nissan claims 0-60mph in 7.1 seconds, which is plenty quick for a four cylinder in this size. But, when you take in consideration the car’s EPA ratings of 27/38 MPG city/highway, the results are impressive. That sprint to 60 was once the territory of Porsche 944’s and Mazda RX-7’s. Now it’s a family sedan that can sip 38 MPG on the highway.

Yes, it is Nissan’s XTronic CVT that helps make it all happen. And the numbers look great, but mash the pedal to the carpet, and the buzz-killing engine drone sucks all the fun out of the equation. Again, another reality check is needed here. Most Altima owners are not going to floor it. They will drive gently through town, merge seamlessly into highway traffic, and likely never push the engine hard enough to even notice the ‘motorboat’ effect that is the curse of the CVT. And I would be fine with that, but the trouble is, the Altima’s handling is absolutely superb. Steering, brakes, chassis, the whole package is, well, exemplary for this class of car. Put a six-speed manual in this car and the Altima becomes quite the package for the family man with a knack for driving fun. Sadly, the vast majority of Altima owners will never appreciate just how well this car can handle.

The Altima is available as a sedan or coupe, but the coupe is a continuation of the fourth generation car. The four cylinder sedan is offered in Base, S, SV, or SL trim. Our car was the 2.5 SV, the most popular Altima. With a base price of $24,100USD, standard equipment is generous. All 2.5 Altima SV’s come standard with 17″ alloys, power driver’s seat, SiriusXM satellite radio, Bluetooth, RearView monitor, dual zone auto climate control, iPod integration, push button start and chrome exhaust tips. Our test car added the Convenience Package (moonroof, auto dimming rearview mirror with HomeLink, fog lights, and LED turn indicators), floor mats, and navigation. All in, our Altima totaled $27,005, including destination. Overall, a competitive price for a car with sought after features, but nothing that is remarkable.

With the fifth generation Altima, you get a clear sense of what Nissan wanted. To their exterior/interior designers, the message must have been “Listen, we have a good thing going here, let’s not take any risks and screw this up.” And that leaves us with a pretty vanilla car, judging by appearance only. Yet, to the engineers, a different message: “The last Altima was good. Make it better.” The beauty of the Altima lies within it. The engineers were let loose to make the impossible possible. An extremely efficient car that can seat five, sprint from 0-60mph in just a click over seven seconds, and deliver 38MPG. All in supreme comfort with all the amenities of a modern luxury car. The magic of the Altima is not what you see, but what you feel.

There is a glimmer of hope for us enthusiasts. Nissan has prepared an Altima for the Australian V8 Supercar race series. The chassis is so well sorted it deserves to be raced. Surely, an Altima SR could be in the works. For that matter, a NISMO Altima? Take the V-6 with a hot cam and a reprogrammed ECU with a manual, and Nissan has a bargain-priced Audi S4. NISMO, Nissan, are you listening?

2014 Fiat 500L Arrives in US in June

May 27, 2013 by Tom Williams Leave a Comment

Most any Italian car fan in North America had to be excited about the return of Fiat to these shores, and here at The Garage we could hardly contain our excitement. The Fiat 500 adds Italian style and flair in our subcompact car market that’s been missing for some time. However, the car’s tiny footprint meant limited interior and cargo space. With the Fiat 500L, those concerns are addressed while still maintaining the spirit off the 500. This is a formula that has worked for decades with Fiat, and with the added versatility of an extra two doors and added space, Fiat should certainly be in a position to broaden their appeal here in North America.

The 2014 Fiat 500L will go on sale in the US in June, 2013, with a starting price of $19,100USD. All 500L’s share the same drivetrain, a 1.4L four cylinder turbo rated at 160hp. Buyers can choose from a six-speed manual or six-speed dual clutch transmission. All 500Ls are front-wheel drive only; all-wheel drive is not an option at this time. The 500L is offered in four trim levels, detailed below. Prices do not include $800 destination charges.

Fiat 500L Pop: $19,100

The entry level 500L Pop offers standard equipment we’ve come to expect from most cars, namely air conditioning, power windows and locks, and cruise control. Add to that list a six speaker stereo, trip computer, Bluetooth, and a 5″ touchscreen with UConnect.

Fiat 500L Easy: $20,195

Adds 16″ alloy wheels, deep-tint rear glass, leather steering wheel and shift knob, body color mirror caps, center console with armrest and premium audio. With a buyer-friendly price and equipment most buyers desire, I expect the 500L Easy to account for the majority of sales.

Fiat 500L Trekking: $21,195

The 500L Trekking (pictured below) doesn’t provide any additional creature comforts over the 500L Easy, as the changes here are mostly cosmetic. Featuring 17″ alloys, foglights, two-piece front and rear fascias and a lot of grey trim, the 500L Trekking ‘s mission seems to hope to appeal to outdoorsy, active lifestyle types, even if it doesn’t offer any additional utility from any other 500L.

Fiat 500L Lounge: $24,195

The 500L Lounge (pictured at top) picks up where the Easy left off, adding upscale touches like chrome trim, leather seats, heated power front seats, automatic dual-zone climate control, and an auto dimming rear view mirror. Step up to the Lounge though, and the six-speed manual is not available.

But wait, there’s more. In an interesting marketing/sales twist, Fiat is offering all 500Ls in Easy, Trekking and Lounge trims with the $1,700 Premier Package at no charge for the first year of production. Included are a larger 6.5″ touchscreen, ParkSense rear parking assist, back-up camera, and navigation. Stay tuned to The Garage for a review of the 500L as soon as one becomes available to us!

Review: 2014 Mazda6

May 20, 2013 by Tom Williams 4 Comments

The life of a car guy isn’t always easy or as satisfying as one might think. Most of you know what I mean. You spend your free time reading, thinking about cars, taking care of your own car-just Something associated with cars. And if you keep this up long enough, your family, neighbors, and co-workers are bound to catch on to your curious affliction. You know what happens next-they are going to ask your opinion of what car they should buy. And in North America, every year hundreds of thousands of car guys are asked that same question, yet almost no one ever follows our advice. While I do not have concrete proof to back this up, something tells me that if these people were taking the advice of car guys, the Mazda6 would surely be selling in greater numbers than they do.

So, what’s going on here? Your neighbor Joe leans over the fence, and tells you he’s looking for a nice, mid-size family car, and what do you recommend?. You pause for a moment, think, and respond, as a car guy, recommend the Mazda6. And you roll off what you’ve read in the car magazines, that it is engaging, fun to drive, offers crisp handling and steering. Meanwhile, Joe’s eyes are glazing over, and he doesn’t hear a word you’re saying, because in reality Joe already made up his mind. He’s buying a Toyota Camry, he just wanted approval from the neighborhood car guy. Joe may as well have asked where he should go for Italian for dinner. You tell him about the small Italian restaurant downtown, where the chef makes the pasta fresh everyday, buys farm fresh produce, and then he goes to eat at Olive Garden.

Such has been the maddening problem with the Mazda6, held as one of the most respected mid-size cars available from the auto enthusiast community, yet one that is constantly overlooked by the general buying public. And Mazda has been struggling to find the right answer. While past 6’s have been praised for their handling and fun to drive capabilities, some critics blamed the 6 as being a size too small to go toe to toe with the Accord and Camry. In its 2009 redesign, the last generation 6 grew up in size, yet the sales figures just were not there. I even heard from a Mazda rep that sales of the last 6 never met what the company thought they could sell.

With the all-new Mazda6, you get the feeling Mazda took a step back and figured they couldn’t beat Honda and Toyota by imitation. Instead, they have gone the opposite direction-build on the virtues of the 6 and upon its reputation, and see what that brings. Mazda’s smaller role in the mid-size car business actually works to its benefit, in that style-wise, Mazda can take far more risks without the fear of offending long-time customers. And let’s face it, if Mazda buyers expect a fun to drive car, it should be exciting to look at as well. Even on our base model test car finished in a somber Meteor Gray, there is no way you can miss the deep-dish front spoiler, pronounced grill opening flanked with aggressive-looking headlights that taper back to flowing fender lines for a much softer, elegant look than the front end suggests. Taken as such, the Mazda6 may sound like a disjointed design, but in person, it all blends very well. Style is subjective, but in my opinion, the Mazda6 sits at the top of its class, alongside the Kia Optima and Ford Fusion.

Step inside the Mazda6 and its position as the driver’s car of mid-size sedans is confirmed. Slip into the bucket seat and it is immediately clear that Mazda understands that a driver’s car is all about creating an environment that is driver-centric. It sounds simple enough, but in some mid-size sedans you get the sense the driver is just a passenger with the seat with the steering wheel in front of him. Not here. All controls are clear, easy to use, and within short reach. The meaty, just-right sized steering is a pleasure to hold, and would be at home in any German sport sedan. The same can be said of the beautifully executed gauge cluster. Our base Mazda6 may have been low on frills, but provided a distraction-free driving environment. No, there are not four dozen cupholders, or stowage space for six smartphones, tablets and game consoles, but this isn’t a minivan. That said, the Mazda has a roomy cabin with plenty of room for the family.

Presently, the only engine available in the Mazda6 is a new 2.5L four cylinder, rated at 184hp. Our base model test car featured a delightful six-speed manual. A six-speed automatic is an option, but in higher trim levels the automatic is your only choice. Interestingly, in Canada the manual is available on all trim levels. The 6 has always been known as a car with decent pep, and the new car is no different. However, when it came to gas mileage, the 6 always fell short of the competition-a major no-no when fuel consumption ranks fairly high on most shopper’s list of priorities. Mazda has finally addressed the issue with its SkyActiv technology, and the proof is in the numbers. EPA fuel economy estimates are 25/37 MPG city and highway, respectively, which is an impressive figure. While the powerful but thirsty V-6 is no longer on the menu, Mazda plans to add a 2.2L turbo diesel to North America. Until now, Volkswagen has been the sole provider of diesel powered family cars here, and the addition of a diesel Mazda6 should be interesting.

In North America the Mazda6 is available only as a four door sedan, while foreign markets continue to offer the 6 as a wagon. Trim levels in the US start with the base Sport, Touring, and top-spec Grand Touring. Standard equipment on our Mazda6 Sport included 17″ alloys, dual exhaust, LED taillights, six-speaker audio with USB port, and remote keyless entry. In other words, a pretty basic car, but very attractively priced at $21,675USD, including delivery. Of course, features most purveyors of family cars desire like satellite radio, navigation, and other luxury goods are available on higher trim levels. Yet I took delight in the simplicity of our Mazda6, and marveled that such a well-composed, enjoyable car with this much usable space could be had at this price. Short on content, maybe, but at no time did I ever feel I was driving a cheap car. The high standard of quality and driving pleasure make the Mazda6 Sport an outrageous bargain.

And to all the car guys out there, I sympathize. You passionately tell your neighbor Joe this is the family sedan he wants, for all the reasons we’ve just shared. And without fail, he shows up the next day, proud of his new Toyota Camry. You politely decline his offer of dinner at Olive Garden, instead opting for the small Italian restaurant in town. And you take the long way home. The reality of the mid-size car war is the Accord/Camry/Altima is they constantly try to appeal to as many people as possible, yet live in terminal fear of offending anyone. The result are near perfect cars that offer practically nothing in terms of personality, or character, the very thing that draws us to cars. The new Mazda6 is a success because Mazda realized they weren’t going to build a Camry killer, but more importantly, is that they didn’t want to.

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Camping World Truck Series test day at Canadian Motorsport Park

May 10, 2013 by Gary Grant Leave a Comment

I’ve been so busy over at Wheels.ca that I didn’t get around to posting this here. Of course I actually loaded the pics, I just didn’t get around to adding any words.

So, a couple of weeks ago, the NASCAR Camping World Truck Series folks and a gaggle of media types invaded the brand spanking new events centre at Canadian Tire Motorsport Park. Fresh off his boot to the nuts incident, Nelson Piquet Jr. was on hand as an “impartial” test driver to lay down some baselines for the teams when they arrive on Labour Day weekend.

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Review: 2013 Honda Accord Sport

May 7, 2013 by Tom Williams Leave a Comment

Car journalists are an odd bunch. As a group, we tend to get excited about cars that, to be honest, have a very limited appeal to mainstream car buyers. I confess, I get weak in the knees when I think about the 556hp V-8 powered Cadillac CTS-V station wagon paired with a six-speed manual transmission with sinister black painted alloys hiding bright yellow Brembo brake calipers. As awesome such a car like that may be, I imagine there are few takers. At the opposite end of the spectrum lies the Honda Accord, a pillar of the mid-size car community, and a perennial top-selling car in North America. While it may not stoke the fire of lust that lies within every car nut, the reality is the Honda Accord, by virtue of its long history, tenure, and respect by the people who lay down their hard earned cash, is one of the most important cars built today. And when a new Accord appears, it is a big deal.

With the Accord now entering its ninth generation though, there have been clouds surrounding the seemingly unstoppable juggernaut that was Honda. For a company that built its reputation on ingenious engineering, it seemed like the fire had gone out. Fun cars like the Prelude, Del Sol and the frantic S2000 vanished. The Honda faithful held out hope the hybrid CRZ would be a modern reincarnation of the well-loved CRX. It wasn’t. The Insight, Honda’s answer to the almighty Toyota Prius has been a sales disaster. The ungainly looking Accord Crosstour left critics scratching their heads. So yes, the automotive media was already wondering about Honda, and then came the 2012 Civic. Boring to look at, boring to drive, and a completely uninspired cabin added up to a car that made the press go mad, with the ultimate crushing blow of Consumer Reports no longer recommending the Civic. The unthinkable had happened.

So, what to expect of the latest Accord? The good news is the Accord is actually a couple inches shorter of the last generation, which had grown in size to the large Acura Legend sedans of the 1990’s. No polarizing looks to be seen here, as we are reminded the Accord is meant to appeal to the widest variety of car buyers possible. Overall it is a clean, tidy package, much better proportioned than the outgoing model. The aggressively styled headlight clusters and honeycomb lower grill opening at the front end of the Accord lends its most distinctive, sportiest look. Our test car was the Accord Sport, which adds handsome 18″ alloys, a rear spoiler and chrome dual exhaust were all nice touches, but only the most ardent Honda buff would be able to spot the difference.

Honda is well-known for user-friendly interiors, and the latest Accord maintains that tradition. Like Accords before it, this is a car with a simple, straight forward driver interface, a car you can simply get in, start up and drive away with nary taking a moment to survey the controls. Everything is where one would expect. Large, easy to read gauges and buttons mean you will likely never need to crack open the owner’s manual. Of course, fit and finish are exceptional. The quality of materials are about what you would expect for this class of car. While not uncomfortable, I always felt like I was sitting on the Accord’s seat rather than in it-the ideal driving position seemed to elude me no matter what I tried. Despite its slightly smaller footprint, the Accord still boasts a roomy cabin with a generous back seat, topped off with a good sized trunk.

Accord buyers have a choice of four and six cylinder engines, as before. The new Accord receives a new inline four cylinder engine displacing 2.4 liters, rated at 185hp. With a less-restrictive dual exhaust, our Accord Sport gets a slight power boost to 189hp. With generous power, the Accord is also frugal on gas, with an EPA rating of 26/35 MPG city/highway. A six-speed manual or a Continuously Variable Transmission are available. Most enthusiasts intensely dislike CVTs with their dreaded droning, motorboat behavior that sucks the joy of driving for the sake of one more mile per gallon. Honda engineers have, by some miracle, developed a CVT that makes you forget it is a CVT in most driving situations. While I commend Honda for this, I am struggling with my perception of Honda-an engineering, innovative car company. Yet a competent CVT and a direct injected engine are just coming out now? Honda once led the way, now they are just catching up to what the competition has had available for awhile now.

The good news is the new four cylinder is typical Honda-silky smooth. The dual exhaust on our Accord Sport makes some nice noises on start up, and with 0-60mph coming in the mid-seven second range, this is really all the engine most Accord buyers need. While some of the Accord’s competition has stopped offering six cylinder engines altogether, Honda still offers one in the form of a 3.5L V-6 rated at 278hp, with a six-speed automatic. With 0-60mph times in the low six second range, the Accord V-6 is one seriously quick family sedan. The Accord makes no pretensions about being a sport sedan, and it never has. That said, the latest Accord offers one of the crispest handling of mid-size family sedans out there today, but never at the expense of passenger comfort. It’s a fine balance, and Honda got it just right.

The 2013 Honda Accord is available in both sedan and coupe body styles. The familiar LX and EX trims are here, but Honda has added Sport and Touring trims as well. The Accord Sport is available only with the four cylinder engine, and is slotted between the LX and EX. In addition to the dual exhaust, 18″ alloys, and rear spoiler, a leather wrapped steering wheel, Bluetooth, Pandora radio interface, SMS text messaging functionality, dual auto climate control, power driver’s seat and rear view camera all come standard. Including delivery, our Accord Sport totaled $24,980USD. One gets the feeling Honda seeks a slightly younger audience with the Accord Sport, but for the price of entry, I feel like Honda missed the boat. The sound quality from the four-speaker stereo is poor. Scion targets young buyers, and they knew from the start a killer audio system is mandatory. Worse, satellite radio is not available. Nor is navigation. Or a sunroof. If you want these features in your Accord, you have to go less sporty. And while a power driver’s seat is nice if I share the car with multiple drivers, but my passenger and I would certainly appreciate heated seats instead, which are not available on the Accord Sport. In fact, no factory options are available on the Accord Sport.

If this review seems harsh, it was not meant to be. In truth, this is one of the best Accords we have seen in a long time, and shows us Honda has not lost the script. The competition for the Accord is the most intense it has ever been. The usual suspects like the Camry and Altima now square off against established cars like the Kia Optima, Hyundai Sonata, VW Passat and Ford Fusion. Yet beginning its ninth generation, this Accord holds true to the core values first seen when the very first Accord rolled off the line in 1976-well engineered, thoughtful design, reliable, dependable, economical, and a little more fun and rewarding to drive than the rest. Thirty seven years later, it is a great relief we can honestly say Honda still knows, and respects what made the Accord great then still holds true today.

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