Short Take - 2015 Dodge Dart

Ahh, the Dodge Neon. The automotive equivalent of a caveman, next to the more advanced Japanese set (to say nothing of the equally ancient Chevy Cobalt), it was a decent runabout of a compact car. However, in SRT form, it was the king of the sport compact car segment. What it lacked in the finesse of the Honda Civic Si/VW GTI set, it more than made up for in brute force. Whereas the Si was a high rpm VTEC screamer and the GTI brought a high tech 2.0L turbo, the SRT4 was armed with a large bore, fire spitting 2.4L with a large turbocharger. Like bringing a sledgehammer to a katana blade fight. So American.

But alas, the Neon was too rough-edged a thing to survive for long, popular as it was. Enter the quasi-SUV Dodge Caliber to take up the reins in 2007. But the Caliber came to market at a very weird and hostile time, not to mention it couldn't hold a candle to the quality of its competitors. From 2007 to 2012, the Caliber soldiered on, holding the compact candle for Chrysler while it divorced from Cerberus Capital Management Group (who we're pretty sure abused the company) into the welcoming arms of Fiat. Finally, we thought, here's a chance for Chrysler to finally get the love and tender care it needs to shine. The first product of this marriage would be a compact car based on the excellent platform of the European Alfa-Romeo Guilietta compact, slightly altered for bulky Americans (i.e. wider, longer).

Built on the Compact U.S. Wide (CUSW) platform, the Dart is on the larger side of the compact segment. However, designers did a fine job in differentiating it, not just from the Guilietta, but from pretty much everything else in the segment. If you squint really hard, you can see some elements of the Neon design in the body. From the rising belt line and large windshield in the front 3/4 view to the neat rump and large glass area. Resplendent in black paint and murdered-out black wheels, my tester was, err, murdered out. Tint the windows and you'd have a properly sinister, yet handsome looking compact. The headlights are large, yet (again blacked out) squint into a squashed Dodge cross-hair grille with a gaping maw down below, flanked by brake cooling ducts with integrated fog lights. Around back, the brake lights from Dodge's now signature 'race track' pattern that are unmistakable for anything else but a Dodge. Taken as a whole, the Dart looks purposeful and while not exactly pretty, is a good looking car.

Inside, things get even more interesting. The race track pattern on the tail lights is reflected in a lighted ring around the instrument cluster. The instruments themselves are large and easy read and feature a large LCD between the speedometer and tachometer for trip and vehicle information. The 8.4" UConnect system was large and as user friendly as the automotive press suggests. Bright, clear and with quick response to touch inputs, the system was a joy to use (take note Ford). The seats featured premium black cloth and while the fronts were wide and offered good support, I was a bit surprised at how little space there was in the back. For a compact car than on the larger side of the class, the Dart's backseat was short on legroom, despite having good width for elbows and shoulders. For comparison sake, the Toyota Corolla offers a huge backseat with limo-like legroom. Headroom was on the low side compared to others in the segment, but at least the materials were quality. Everywhere you're likely to place your hand felt decent to the touch, if not plush and luxurious. Occupying the driver's seat, all controls fell readily to hand. Interior wise, the Dart is a huge improvement over the Caliber's Rubbermaid-like cabin and felt like a larger car than it was, which some buyers will appreciate.

Under way, the Dart also drives like a larger car. Powering the front wheels is the 'Tigershark' 2.4L inline four cylinder, mustering 184hp and 172lb-ft of torque through a standard six speed manual transmission (a six speed automatic is optional). On an empty stretch of road, I timed a 0-60mph run from a standstill in a tick over 8 seconds, right in the thick of the compact segment. On the outside, revving the engine gave a somewhat pleasant exhaust note but cresting 4500 rpm the note turned thrashy and coarse. Though the 2.4L will rev willingly, it's not an engine that sounds particularly good doing so (see Honda Civic for that).  On some curvy roads and long sweepers, the Dart's Guilietta-based platform shines though. The strut-front and multilink rear suspension take a set and the Dart hunkers down through the corner. This being the SXT model, the suspension is softer but with a hint of Euro firmness that fought body roll at the limit. Understeer ultimately prevails, but the Dart didn't urge me to push it harder. Opt for the GT model and the suspension is even starchier though ride quality may suffer. Grab it by the nape and the car will play along, but it doesn't have the always-willing-to-play character of the Mazda3. While the Corolla will insist that you DESIST from any shenanigans behind the wheel, the Dart will prove entertaining and willing. However, the Dart is in its element loafing along at 70mph, the suspension doing its best Dodge Charger impression, soaking up bumps and giving a big-car ride. The steering is quick but was at times lifeless with little feedback on how far I was pushing the Dart. The six speed manual had long throws and I'd sometimes catch 4th when downshifting to 2nd. 

While the Dart's driving dynamics aren't top of the class, it will satisfy the technogeek with it's veritable list of standard and optional equipment. I can't say enough about the user friendly nature of the UConnect system and the availability of things like heated seats, satellite radio, rearview camera, Bluetooth, navigation and heated steering wheel. My black SXT tester came standard with the 2.4L/six speed manual and from there, was equipped with the Blacktop Package (black 18" wheels, black fog lamp surrounds, black exterior mirrors),8.4-Inch Touch Screen UConnect Group (Illuminated Instrument Panel Surround, iPod® Control, Remote USB Port as well as the aforementioned 8.4 touchscreen) and elements from the Rallye Appearance Group (Active Grille Shutters, black Crosshair grille with black surround, dual rear exhaust with bright tips, fog lamps, leather-wrapped steering wheel, touring suspension, rear stabilizer bar, underbody aerodynamic treatment). As tested price is $21,128 (including $995 destination). As value or money, the Dart ix excellent for the price. It's a decent drive and includes a plethora of technology that nowadays is essential for any modern car buyer. If you're looking for a driver's car, you could do worse (ahem, Hyundai Elantra) but as an all around daily driver, the Dodge Dart is a great choice. Mopar fans clamoring for a return of the SRT4 will have to wait till 2017.

Hat tip to Doug for helping to make this review possible!

Short Test - 2013 Subaru BRZ

Subaru. Rear wheel drive.

Two things that shouldn't go together right?

Not anymore though. In Toyota's quest to become a more sporting, emotional brand and create exciting new cars (and under direct marching orders from Toyota CEO, Akio Toyoda) the Toyota GT86/Scion FR-S was birthed. However, it took the industrial strength of Fuji Heavy Industries (parent company of Subaru and partly owned by Toyota) to bring this amazing car to fruition.

Not that they were particularly thrilled with the concept at first.

And why would they? Ever since Subaru developed their signature all-wheel-drive vehicles, that's all they've been known for, with the sportiest of them being the turbocharged WRX rally monsters. So you can imagine the shock they got when Toyota approached them with a rear wheel drive project to be shared between the two automakers.In any case, enthusiasts can rejoice for now we have two, affordable rear wheel drive coupes on the market. Today's focus will be on the Subaru BRZ.

It's a small car, this BRZ. Its Impreza cousin is slightly bigger in comparison with a far roomier cabin (though to be fair, the Impreza was designed to have a people-sized back seat). Despite this, the long hood, short deck and wheels-to-the-corners proportions betray the BRZ's true nature. It is unmistakably sporty looking, especially in Subaru's signature WR Pearl Blue paint. As far as body panels go, the BRZ may look identical to its Toyota/Scion counterpart, but Subaru goes its own way, A trapezoidal grille give it familial ties to its AWD brethren and signature "Hawk Eye" HID headlights give a slightly more upscale look compared with the FR-S. Underneath, the 17" dark wheels shod with summer tires are mounted to a rigid chassis comprised of MacPherson struts with offset springs up front and a double wishbone set up at the rear. A Torsen limited slip differential comes standard as well as an anti-roll bar that ties both front struts together.

The cabin is distinctly driver oriented and my 5 foot 10 inch frame was snug but comfortable in the driver's seat, manually adjustable in six directions. It wasn't difficult to find a comfortable driving position and, once found, everything fell right to hand. The seating position is low slung, but the BRZ is blessed with excellent vision in all directions. The shifter for the Aisin six speed automatic with manual shift gate was well placed for quick shifts when manual control was needed and the simplistic steering wheel (devoid of any secondary controls) is fitted with shift paddles if you don't feel like touching the shifter. The gauge cluster puts special emphasis on the tachometer being front and center, the speedometer and fuel/coolant ancillary readouts flanking left and right. Climate controls were no-nonsense knobs just ahead of the shifter and below the standard infotainment system. Navigation is standard fare and the 6 inch touchscreen is simple and easily manipulated with quick responses and logical layout. This is a 2 + 2 car but with my seat positioned for driving, a look back in rear gave no indication of rear passengers having any legs to speak of. I suppose a car seat could fit, but getting it in would be a challenge. Subaru does say that with the rear seats folded, an owner who uses his BRZ for track days can fit four racing wheels with mounted tires, plus all necessary tools behind the front seats. With the trunk itself being modest in size I'll give them the benefit of the doubt.

What's the BRZ like to drive? Well anyone who's ever driven a Mazda Miata will be at home. Powered by a 200hp 2.0L boxer four cylinder (chosen for its ability to be placed low in the chassis), the svelte 2700lb car does have sprightly acceleration but 151lb-ft torque isn't eye-popping by any measure. A six speed manual transmission is standard and any enthusiast worth his heel-and-toe measure would be stupid to pay the extra $1100 for the automatic. Don't get me wrong, the Aisin slushbox is quick enough to answer manual shift calls and for someone who doesn't do track days is quite suitable in the daily grind. Puttering around airport B roads, the automatic does earn its keep in dulling gear changes and always reaching for the highest gear when you're not caning it. Slotting into Sport mode does quicken throttle response and forces gears to be held for longer periods than normal. When you really get frisky however, nothing beats having a manual at your behest. The ride itself is firm, befitting the BRZ's role but not too uncomfortable (you'll feel severe road irregularities) and the steering is very responsive. Directional changes are just a flick away from center and the car will eagerly dart into corners.

My passenger (the car's owner) was along for the ride but wasn't quite knowledgeable about the BRZ's abilities. First, I explained, there's a reason why the car feels low, wide and stable. Subaru's engineers were able to place most of the weight  low and rearwards, particularly the flat four engine. This results in excellent balance and a low center of gravity, giving the car great dynamic handling qualities. Secondly, power is modest. It's enough to enjoy the car's easily approachable limits but not so over the top to as to overwhelm the driver and the car's target audience. Third, this being a light ,rear wheel drive chassis plays into the former two reasons: drifting. Mind you, flick the BRZ into a corner and the nose will plow into safe understeer if your entry is sloppy, but goose the throttle mid-corner (make sure the Sport VSC button behind the shifter is depressed, which throttles the nanny stability and traction control systems back a touch) and the tail will predictably drift out in a safe and controllable manner. Being a flight student, the passenger understood the importance of CG limits and how easily controllable a vehicle can be once weight is positioned optimally. Frankly, he was having the time of his life.

Flicking the BRZ into yet another corner, the nose instantly follows steering wheel input and the 17 inch tires find grip. Push harder and the rear gradually steps out just enough to get the tail out before the lawyer systems reel you back in by applying differential brakes and simultaneously cutting power. Depressing the left most button behind the shifter for three seconds will turn all nanny systems off, allowing you to do lurid drifts to your heart's content (wasn't quite able to do this within the short time allowed). I was also amazed at the feel coming through the steering, this being an EPAS (Electrical Power Assist Steering) system. Usually these types of steering offer various tunes for either quickness or heaviness depending on the application, but are almost entirely silent on communicating what the front wheels are doing. The Subaru's steering is magnificent. Through a series of left-right transitions, steering was direct and there was very little roll and dive. Pick a pebble at the apex of a turn and not only can you nail it every time, but feel it through your hands..


My Miata comparison is no mistake. Having driven one at an autocross event a few years ago, the BRZ instantly reminded me of my time in Mazda's little roadster. However, the Subaru is smaller, lighter and more direct in its motions. It isn't about gobs of power or tonnes of grip (though surely, owners will want to enhance those aspects through forced induction and larger grippier tires) but about lightness, flickability and very neutral handling: the same basic goodness Mazda bakes into the Miata. The 2.0L flat four isn't the nicest sounding engine, but a dose of induction noise piped through the firewall at high revs is pleasing enough and gives just a hint of WRX sounds. The BRZ is a grin inducing car and after my short test,my colleagues couldn't help but notice the stupidly huge smile on my face.

Subaru also followed along Miata lines in terms of price. As tested, this particular 2013 BRZ Premium stickers for $27,444 (including $770 destination) off the lot, but you can get a bare bones Premium for just over $25,000 and it will still come with a good array of standard equipment. Step up to the Limited for an additional $2000 and you get foglights, HID headlights with LED accents and a rear wing. Finally, an affordable and genuinely fun-to-drive RWD sports coupe has made it to market and from an unlikely source. Not that its point of origin matters, but the BRZ will do wonders for Subaru by bringing in a new type of customer to their showrooms and, as the FR-S/GT86, begin a renaissance of Toyota sports cars.

Now about that Supra revival Mr Toyoda....


Special thanks to Santiago and Orlando!

Review - 2012 Ford Focus SEL

2012 Ford Focus SEL

Americans are a whiny bunch.

While Europe basked in the glow of sporty, upscale and beautifully created Ford sheet metal, we in the good ol' United States of 'Murrkha have had to soldier on with Ford cars that were, in a word, uninspiring. After the design breakthrough that was the 2000 Ford Focus, a car that practically transformed the compact car segment at the time with fresh design, great ride/handling characteristics and a subtle upscale flair, Ford pretty much did what Detroit has been accused of doing: let its products languish with no significant freshening or redesign that captured consumers' attention. To make matters worse, Europe had a brand new Focus in 2005 that spawned numerous performance models (ST, RS) while Americans had to deal with a facelifted version of the first generation Focus that lost the eye-catching 5 door hatch but gained a very frumpy looking 2 door coupe (losing the well regarded SVT version in the process). The Europeans laughed yet again.

Cry no more Americans.

Ford (or rather its new CEO, Alan Mullaly) has heard your cries and pledged that American and European models would now be aligned in both development and production under the 'One Ford' mantel. This basically means that the same Ford cars that Europeans get will be the same models shipped over for us here in the States, with minor alterations for safety and emissions purposes. The first product of this philosophy was the sub-compact Fiesta, which featured Ford's distinctive 'Kinetic' design language. A series of trapezoidal shapes with flowing curves and dimensions, gives the little Fiesta an upscale look and inside, Ford has jacked up the quality as much as can be had in a $15k car. The next round in Ford's salvo was the Focus and is the subject of today's test.

The compact segment is a fiercely fought battleground between manufacturers. The Asians (particularly Honda and Toyota) have long ruled this part of the market with cars that were rock solid in quality and reliability while American counterparts did little more than provide a presence, if not competition. The recent spike in gas prices have literally forced manufacturers to react with products that provide every bit the efficiency and features that suddenly cash-strapped customers want in their vehicles. Downsizing is the new trend and Ford has capitalized on this by introducing a Focus that blows the previous (American) model out of the water in terms of styling, features, handling and quality.

 

The 'Kinetic' design theme of the Focus is instant at first glance. While the front end may come off as a bit busy with the plastic 'fangs' that bisect the large trapezoidal grill, the rest of the design is quite pleasing and sporty. Here, the 5 door hatch is the more dynamic looking of the two available body styles, the sedan being the frumpier, basic version (no wonder the new ST model is based on the hatchback). This particular SEL model comes with attractive 16" wheels, fog lamps and a hatch mounted read spoiler for a further sporting appearance. Inside, Ford has upped its game with a design that is at once futuristic and refined in appearance. The steering comes readily to hand with tilt, telescopic capability and the seats, while not powered, are easy to adjust for a comfortable position. The driver's is faced with gauges that feature the principal tachometer and speedometer with an information screen in between both that is customizable via a 4 way controller on the left side of the steering wheel. Various aspects of the car can be called up, such as fuel economy, engine diagnostics, trip information as well as navigation prompts (when equipped as such) and audio information.

Driver's Instrument Panel

Bluetooth (both phone and streaming audio) comes with the SEL package as well as Ford's SYNC voice control and a 6 speaker sound system. Inputs for Auxiliary and USB are provided in the center storage behind twin cupholders. The interior materials are first rate for the class, although some of the harder plastic did make its presence known in areas where hands aren't likely to go. All in all, the cabin was quite airy and spacious, the seats were comfortable and there was good rear seat leg room, so long as the front occupants aren't taller than 6 ft. The rear seats do fold down to expand the rear cargo area and, this being hatch, is cavernous. The center console also has a small touchscreen LCD allows control of the sound system and provide other information such as temperature and time.

Center dashboard

All Focuses (Foci?), save for the sporty ST, are equipped with a naturally aspirated 2.0L Ti-VCT direct injected inline four cylinder, rated at 160hp and 146lb-ft of torque. Power can be routed through either a 6 speed manual or, in this case, Ford's new Powershift 6 speed, dual clutch automatic transmission to the front wheels. The suspension consists of McPherson struts up front and a multi-link 'Control Blade' setup at the rear, an evolution of the system that made the original focus such a hoot to drive.

2.0L Ti-VCT direct injected inline four cylinder engine

Out on the road, the Focus revealed why it is often a best seller in its category. The ride/handling balance was BMW-like in that around town, the suspension did its best to soak up any surface irregularities while the dampers quelled body roll in turns. Some impact harshness did make its way through but rarely was the chassis overly upset that occupants were jostled around. Through an empty stretch of road, the 2.0L motor provided adequate acceleration while the electric power assist steering (EPAS) gave decent heft and adequate feel to the driver. Despite not having the handling package of upper Titanium models (18" wheels, stiffer and subtly lower suspension), the SEL proved to be very playful and eager when the driver gets on it. Out on the highway, the Focus is a great long distance cruiser, the seats being supportive and the steering tracking dead straight with little need to correction. The Focus is an excellent package and a sterling value when equipped with the SEL package, marred only by one thing which, to be fair, most of the public may not notice: the transmission.

Powershift 6 speed dual clutch transmission

Ford's Powershift dual dry-clutch six speed transmission is an attempt to add sophistication to the driving experience while enhancing fuel economy. It's hard not to compare the driving experience to Volkswagen's brilliant DSG but it's German counterpart does a phenomenally better job at swapping cogs in both manual and auto mode. The Focus transmission suffers from too much lurching and hesitation, whether in auto or manual modes and can often be caught flat-footed when negotiating a corner and a downshift is requested to power out. To Ford's credit, numerous software reprogramming was done as a running refit to all Focus vehicles and they've responded well to quelling the transmission's inadequacies but it still has a long way to go to match VW's DSG. I also found the rocker switch on the upper neck of the gear lever to be quite odd. Why not just add paddles on the steering wheel? Or just have a dedicated notch for the transmission stalk to slip into for the driver to do manual shifting? Like I said, most of the driving public may not notice this but around town, this was a constant nuisance to me. Slipping into Sport did wake up the transmission by holding gears longer and improving shift times a bit but it does hurt fuel economy. Naturally, the transmission is tuned to reach for the highest gear whenever possible and with EPA ratings of 26 city/37 highway, it's hard to fault the results. But trying to up the tempo when it was time to play was frustrating. Over the time I had access to the Focus, I got so used to leaving it in Sport that when it was time to do a highway run, I noticed the engine buzzing away at over 3000 rpm at 80mph and wondered if something broke. It was only after my eyes glanced down at the instrument panel that I realized the transmission was left in Sport. Shifting it back to Drive quelled the noise noticeably and settled the car down. Out on the open highway, the Focus proves to be an able long distance cruiser, providing a ride that is noticeably firmer than a Corolla or Elantra but not overly harsh. That's a European ride for ya.

The other notable talking point in the Focus, ironically, involves SYNC. The voice control system works well enough that most commands are accepted but say a wrong command and the nice lady in the dashboard will give you a lecture in how to speak properly. And she will not. Shut. Up. That said, it's refreshing to have hard buttons and knobs to play with such that you don't really need to interact with her (having a front passenger to aid with adjusting climate control and radio tuning helped immensely here). To be fair, SYNC is supposed to help the driver keep his eyes on the road and it does that job well enough for simple commands like radio tuning or Bluetooth calls. When you ask nicely that is.

For 2013, the SEL trim is no longer offered, having been replaced by either optioning the base SE or going for the fully loaded Titanium model. However, the SEL makes a great buy on the used car market with an excellent equipment package. From a base hatchback 2013 Focus that goes for $19200, the SE can be optioned similarly to around $22000 (including destination). In general the Ford Focus is a solid, excellent package and a breath of fresh air for the segment. It rivals the Mazda3 in the fun-to-drive factor while giving the Volkswagen Golf, Toyota Corolla and Chevy Cruze a run for their money in terms of quality and practicality.

Rejoice America, rejoice.