Archives for December 2013

Review: 2013 Mitsubishi Lancer SE

December 17, 2013 by Tom Williams 1 Comment

If you’re a car guy, you most likely are fascinated with the ultra-hyper Mitsubishi Lancer EVO. Lord knows I am, and even though it’s been a couple of years since I had the pleasure of driving one, I still have fond memories of carving up Connecticut’s Route 66 on a gorgeous summer’s day. It’s a given the EVO is highly desirable among gearheads and gamers. But, what about the car that beast is actually based on? The car most buyers actually buy? A regular, plain jane, Lancer. It was The Garage’s turn to find out.

The current Lancer has been around since 2008, essentially rendering it a dinosaur against its competition. Fortunately, the Lancer has been blessed with stylish, tasteful looks that defy the test of time. The slight forward leaning of the front end recalls classic BMW’s, and the slanted styling treatment of the head and tail light clusters are distinctive, and add character in an otherwise banal class of cars. The character line ripping up just shy of the door handles on the side profile is also a sporty touch. She may be the oldest design in its class, but she still looks terrific after all these years.

Time has not been so kind to the interior of the Lancer. Given the intensity of the EVO, I was willing to forgive a lot of shortcomings. With the pedestrian Lancer, not so much. It’s disappointing that Mitsubishi was able to craft such an attractive exterior, yet come up with a completely uninspiring interior. All black, all dark, and hard plastics prevail. All controls are easy to decipher and intuitive to use. At 6′ 1″, I had plenty of room and was fairly comfortable, but I’m not sure if I’d pick the Lancer for a long trip. The lack of a telescoping steering wheel was a disappointment, and the trunk size is pathetic. It’s by no means an econo-box cabin from the 1980’s, but the Lancer’s peers offer much more refinement for the same money.

The Lancer is offered with a choice of two engines. Lesser Lancers come equipped with a 2.0L four cylinder rated at 148hp, and is available with a five-speed manual or a CVT. Step up to SE or GT trim, you get a 2.4L four good for 168hp. The GT can also be had with either the manual or CVT, but our test car was an SE, which is all-wheel drive, and can only be had with the CVT. And that’s a shame. Our Lancer packs a lot of horsepower for its class, but the godawful Continuously Variable Transmission sucks the soul out of the car. Passing is slow, and all the rough engine racket that accompanies it makes for a less than pleasant driving experience. Naturally, the Lancer handles well, since she is the basis of the almighty EVO, but this drivetrain takes all the fun out of driving. If you want affordable all-wheel drive fun, Subaru offers its Impreza with a manual tranny.

The Lancer is available in DE, ES, SE and GT trims. Our test car was the all-wheel drive SE. Standard equipment includes side sill extensions, roof rack plug in roof rack accommodation, 16″ alloys, heated seats, SiriusXM satellite radio, HD radio, 6.1″ color touch screen display, rearview camera, and Bluetooth connectivity. Our test car added the Premium Package, which includes a power moonroof, 9 speaker Rockford Fosgate audio, and leather wrapped steering wheel and shift knob. All in, our Lancer has an MSRP of $22,940USD, including destination charges. For what you get, this is a fairly reasonable price.

So where does that leave us? In its favor, the Lancer SE offers all-wheel drive, great looks and desirable features at a fair price. However, the low-rent interior and tiny trunk make a tough case for a car for a small family. While boasting a powerful engine, the CVT seems to make a deliberate effort to sap all of the power. I’ve driven cars with much less power than our Lancer that felt far quicker off the line, and were much more fun to drive. Having driven the EVO, I know how good this chassis is, but with this engine and transmission, all that effort from Mitsubishi’s engineers are completely lost on this car. Swap in a six-speed automatic, you might give up a couple MPG, but in exchange the driving experience would be transformed. Upgrade the interior to modern standards, and Mitsubishi has a home-run with this car, but until that happens, I have a hard time recommending this car to potential buyers.

Review: 2013 Chrysler 200S Convertible

December 13, 2013 by Tom Williams Leave a Comment

I cannot recall the publication, but I certainly remember the article. Jeremy Clarkson, the opinionated and outspoken host of the popular BBC car show ‘Top Gear’ had flown to the US, and the rental car awaiting him was a Chrysler Sebring convertible. He reviewed it. To put it politely, he did not have anything nice to say about the car. He completely trashed it. In car journalist circles, there is a term regarding a review where you “kill a car”. With the Sebring, that’s essentially what Clarkson did. And Chrysler knew it too. Yeah, Clarkson’s biting, scathing review does not account for the fact that Chrysler was undergoing long-term neglect from its parent Cerberus.

As we all know, Chrysler was saved when Fiat came in and bought a substantial share of the Pentastar. The Sebring was a disaster of a car, but time and money constraints required immediate action, and not enough for an entirely new car. Chrysler wisely ditched the Sebring name, and for 2011 introduced the 200 sedan and convertible. Though not all new, the car did undergo a very heavy revision, aimed at addressing the sins of the outgoing car.

For as hard as the media in general has kicked the Sebring around, it was fundamentally not a bad looking car. The reborn 200 retains the basic shape of the outgoing car, but has been thoroughly refreshed and presents itself as a contemporary car. Still, the 200 has a deserved reputation as a favorite among, ahem, a slightly older demographic, as well as a favorite rental car in sunny climates. Not that there is anything wrong with that. Chrysler was well aware of that too, and wisely came out with the 200S, which takes the styling updates of the standard 200 a step further. A black finish grille, black headlight and fog light bezels with 18″ polished and painted alloys are subtle changes that worked to great effect. Our test car came finished in a gorgeous coat of Billet Silver Metallic clear coat. To sum, wherever I went, I didn’t feel like I was giving people the impression that I was driving my Dad’s car.

Inside, the 200 offers a roomy and relaxed cabin. I appreciated little details like crisp LED interior lighting, soft ambient lighting, and the analog clock. White stitching on the seats and silver trim brightened up our all-black interior. It’s easy to get comfortable in the 200. Easy to read gauges, supportive seats and fairly intuitive controls add up for a pleasant experience. Unfortunately, the 6.5″ touch screen color display controlling the audio, communication and nav looks hopelessly outdated, and is a tad clunky in some operations. Chrysler has addressed this in new models like the 300, so I see this as a problem with a solution in sight.

My Chrysler 200S would be my transportation for the annual International Motor Press Association’s two day gathering known as Test Days. On a lovely evening late September, I left my home on the Connecticut coast and headed northward for the bucolic scenery of the Catskill Mountains in New York state. With the top down, heat blowing, and heated seats on with my favorite satellite radio station on, it was time to hit the road. The 200 proved its mission as a relaxed, comfortable, yet competent cruiser. By the time I arrived in Newtown, CT, it was dark, temps dropping, and it was time to hit the interstate. I raised the top, and traveled into the night in quiet comfort. In fact, the top is so well insulated, I question why anyone would want to go with the extra weight and cost of the optional retractable hardtop.

The 200 is available in three trim levels, Touring, Limited, and S. The Touring comes standard with a 2.4L four cylinder rated at 173hp. Optional on the Touring and standard on the Limited and S is a 3.6L V-6, good for 283hp. For 2014, both engines are paired to a six-speed automatic. The V-6 sounds good under hard acceleration, and the car can hustle merging into highway traffic. My drive to the Catskills consists of curving and undulating roads, interstate travel both smooth and rough, and finally off the highway, a 15 mile blast on broad, smooth as glass and sweeping corners on my approach to my hotel. The 200 took it all in stride. This is no sports car, mind you, and it never pretends to be. What Chrysler offers is a confident budget grand tourer.

Our top=spec 200S test car starts with a base price of $32,820USD. Standard equipment includes Bluetooth, power cloth convertible top, power and heated front seats, leather seating surfaces, Boston Acoustics audio with SiriusXM satellite radio, auto climate control and remote and push button start. Our car’s only option was Chrysler’s UConnect with integrated Voice Command and Navigation. Including destination charges, total price rings in at a still respectable $34,610.

While the 200 can hardly be considered cutting edge, it does represent a remarkable value for what you get. Convertibles have a bad rap as compromised cars. You have to sacrifice something for that fun in the sun when it is warm, but not too hot, not too cold. I never got that impression during my week with the 200S. Top up or down, I was able to maintain a comfortable environment in the cabin. Top up or down, there is plenty of room in the trunk for luggage for a weekend getaway. Most modern convertible tops take up a lot of space in the boot, forcing you to keep the top up for the trip. The Chrysler’s trunk is big enough I can keep my luggage in the trunk, and keep the top down. I mean, that’s the point, isn’t it? It also bears mentioning the 200 has a usable rear seat, where real adults can sit without fear of them cursing you under their breath.

In sum, the Chrysler 200S Convertible represents a great value, slick styling, competent performance, with an unexpected level of trunk space and interior roominess not normally associated with convertibles. The lemmings may follow the gospel of Jeremy Clarkson or back off on seeing so many of these things on rental car lots, but the reality is the 200 Convertible no longer deserves all the crap that has been dished out. Chrysler fixed the flaws of the Sebring as best they could, and the car now deserves a second chance.

Review: 2013 Nissan Pathfinder

December 4, 2013 by Tom Williams Leave a Comment

The mid-1980’s saw the rise of the mid-size off-road capable sport utility vehicle, able to tackle rough terrain while carrying a family of four and their gear. It was a great idea. Credit the Jeep Cherokee, followed by the Toyota 4Runner, and then, in 1986, the Nissan Pathfinder. The recipe? Very simple. Take a Nissan Hardbody pickup truck, extend the wheelbase and add a permanent cab. Whammo, instant Pathfinder. Within a couple years the Pathfinder would become a four door, and added all the luxury features you could dream of. But at the heart of it, the Pathfinder was a truck, with serious off-road cred.

Then, in 2000, things got a little strange at Nissan. The Xterra made its debut. The Xterra was a modern incarnation of the original Pathfinder, which had moved upmarket. Still, I wondered why Nissan needed two seriously capable SUV’s of similar size, in addition to the full-size Armada fighting for buyers. My answer came in the form of the all-new, fourth generation Pathfinder. It is not only all new, it is a different kind of vehicle. No longer a proper SUV, the Pathfinder is now a bona fide crossover. Purists and car geeks, you have my permission to sob at the Pathfinder’s transformation. I liken it to people who consider themselves Elton John fans. On the one side, you have fans who prefer ‘Saturday Night’s Alright For Fighting’, and on the other, weepy 1990’s bland ballads. I can’t even think of a song title, they all sound the same. But, that is the case with the Pathfinder-same name, but now speaking directly to an entirely different audience.

Remember, this is a business, and Nissan wants to appeal to as many people as possible. And turning the Pathfinder into a crossover has proven an overnight sales success. Last year, Nissan sold two Pathfinders for every one XTerra. This year? The XTerra sales are flat, but Nissan now sells FIVE Pathfinders for every single Xterra. Sure, the Pathfinder traded in its mojo in order to become kid tested, and mom approved, but Nissan is laughing all the way to the bank.

The Pathfinder now rides upon a platform shared with the Altima and Murano. So, any resemblance to Pathfinders of the past are long gone. Nissan even abandoned the Pathfinder’s trademark rear door handles integrated into the door pillar. What we’re left with is a fairly attractive, unoffensive and utterly forgettable shape. If not for the Nissan grill treatment, it would be impossible for most people to identify what kind of vehicle they are looking at. Our test car, finished in a somber Dark Slate did not help matters. The Pathfinder virtually disappeared in crowded parking lots.

While the original Pathfinder’s cabin offered all the luxury and refinement of an abandoned cabin in the woods, the current Pathfinder is quite the opposite. Three rows of seating, plenty of space make for a versatile and easy to live with interior for families. Fit and finish are impeccable, quality of materials are excellent, and despite offering all the latest technology, the Pathfinder is simple and intuitive to use. However, I cannot help but think whoever at Nissan ordered this particular Pathfinder was feeling down that day. Complimenting the Dark Slate exterior was a Charcoal interior. With no sunroof, and privacy glass surrounding most of the car, the Pathfinder’s interior was, like the exterior, rather somber and serious. White stitching on the comfortable leather seats, faux wood trim and silver trim help to break up the monotony, but the overriding feeling is sitting in the dark.

The new Pathfinder is available with a 3.5L V-6, rated at 260hp, paired to a Continuously Variable Transmission. Buyers can choose either front wheel or all-wheel drive. Our test car was equipped with all-wheel drive. Acceleration from a start was a little lethargic, but then the car seemed to wake up and go. Most people agree that Nissan makes the best CVT’s in the business, and I am one of them. That said, it’s like a restaurant in your town saying they make the best liverwurst. With the Pathfinder’s engine wailing uphill, droning endlessly until quieting down, I am gritting my teeth, knowing damn well you used to be able to buy a Pathfinder with a manual transmission. But that’s me. In the real world, most people either won’t notice or care. Fuel economy figures from the EPA show 19/25 MPG City/Highway. Not bad for a an all-wheel drive car of this size. And Nissan’s argument for putting in a CVT. Around town, the Pathfinder has enough torque the motor boating effect inherent of CVT’s is a non-issue. For a seven passenger crossover, the ride is obviously geared toward comfort, and the Pathfinder proves itself to be a very smooth cruiser. Finally, our Pathfinder had a towing limit of 5,000lbs, which is pretty generous for a crossover.

The Pathfinder can be had in S, SV, SL and Platinum trim levels. Our test car was an all-wheel drive SL. Standard features included 18″ alloys, power driver and passenger front seats, front and rear heated leather seats, push button ignition, three-zone auto climate control, six speaker audio with SiriusXM satellite radio, Bluetooth, 7″ color monitor, RearView Monitor, rear sonar, power lift gate and fog lights. Adding some minor accessories like splash guards, roof rail cross bars, floor mats and the Trailer Tow Package, our Pathfinder rings in at $37,945USD, including destination charges.

As I conclude my review of the Pathfinder, it is with mixed feelings. On the one hand, I am a car guy, and I get emotional about cars. Nissan took the fabled Pathfinder name and applied it to a car that bears absolutely no resemblance to its ancestors. In other words, they sold out. On the other hand, they had no choice but to sell out. The Pathfinder as we knew it had become a dinosaur, and was becoming irrelevant. The Xterra remains for those who demand a true SUV ready tackle anything, and the Murano crossover, stylish as it is, does not offer the practicality and utility offered by the latest Pathfinder. Yes, at the expense of personality and character, the Pathfinder suffered greatly at the hands of Nissan during this transformation, but in doing so, has found itself a new and larger buyer base. And remember, Nissan is in the business of selling as many cars as they can.

As for the Pathfinder faithful who want go-anywhere capability with a luxurious interior to boot? Well, the XTerra is all business and no frills. The Toyota 4Runner Limited offers all the luxury and capability of the Pathfinders of yore, and now owns that market. Nissan, are you listening?

Archives for December 2013

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