The embers of my love affair with the 2009 Dodge Challenger SRT8 first started to glow during a media preview last August when I had the opportunity to fling the Brampton, Ont.,- built retro rod around a race track in New Jersey. With its 6.1-litre Hemi V8, a newly available Tremec six-speed manual transmission borrowed from the Viper, a race bred suspension and uber-effective Brembo brakes, this car truly stirred my emotions.
The relationship warmed up further when I was assigned to evaluate its category during last fall's AJAC TestFest. Again, being able to experience the menacing growl of that big Hemi, feel the rush of power when it was unleashed, even driving it tamely on public roads all combined to reinforce my passion.
So naturally, there was much anticipation when I picked up an intimidating black SRT8 for a week-long road test. As we sometimes discover in relationships based on passion, however, things can quickly grow cold.
The attributes I enjoyed so much during our previous encounters turned into trouble this time. Actually, our reunion started off innocently enough, picking up the gorgeous SRT8 - buffed and polished - at Chrysler's Mississauga office. However, making the two-hour run home later that day turned into a nightmare. The road surface, which had initially been dry, changed to wet and then snow covered. While its sticky, fat, 20-inch performance tires shine on dry roads and can cope adequately enough with a soggy surface, the SRT8 can't handle the white stuff.
Although there were 425 horses eagerly waiting to be unleashed, I had to rein them in to a crawl in order to stay on the road. True, this car comes with the latest electronic gadgetry, including stability control, but it's all useless if the tires can't grip the road.
After driving like I had eggs under the go pedal and trying to respond with the softest of touches to twitches in the car's direction, I did manage to nurse the beast home - well, almost home. There's a very slight grade in the approach to my street. In fact, it has only really grabbed my attention previously when trying to plod those final few metres after a brisk walk.
This night, however, the SRT8, with all its power, couldn't make the snow-dusted grade. I initially made my approach with all support systems engaged as I didn't expect there would be a problem. He slowed for the intersection, then make the turn on to my street nanny kicked in and all engine in its attempt to avoid.
I backed down the street, manual mode and tried again with a lot of wheelspin, according such a howl from the Hemi, I wake every neighbour within and there was little progress.
Finally, I reversed all the main road, which was wet and used an alternate route to get home.
The return run to Mississauga later also included encounter and proved equally challenging. During the intervening day there were times when the roads were true character of the SRT8 with awesome acceleration, stunning and impressive braking, all are the wonderful sounds at the slightest urging.
Despite my initial passion for time spent with it revealed a while I had noticed previously issues resulting from its low greenhouse, the severity of to peer past the blind spots become more apparent.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Mostrando entradas con la etiqueta Stability Control. Mostrar todas las entradas
Mostrando entradas con la etiqueta Stability Control. Mostrar todas las entradas
domingo, 8 de noviembre de 2009
miércoles, 4 de noviembre de 2009
Toyota Corolla 1988 Model
It is a rare day when an auto-scribe gets to test drive a real entry-level model.
As a rule, the testers tend to be mid-range models or better, each of which usually features more than its fair share of optional equipment. In a refreshing change, the Toyota Corolla tester arrived as an entry-level stripper - the base CE with not an option to be found other than its automatic transmission ($1,000).
The CE is a bare-bones sort of car. A couple of days earlier I had been driving a Corolla S - it comes with a minor body kit and a few welcome splashes of colour on the dash and doors along with some fancy blue flecks that are woven into the seat fabric. The CE is, in contrast, fairly described as bland. From its pressed-steel wheels to its beige interior, it can be likened to white bread sans butter.
In this case, it is not such a bad thing as it caters to those shopping on a budget - $15,160 before the optional transmission, freight, PDI and taxes. The downside is that to get two of the more popular features - air conditioning and power locks - requires another $1,905. If you want power windows, well, that adds $3,040.
At this point, the base car becomes somewhat more than entry-level. If there is a saving grace, it is that the enhanced convenience package that brings the air and power windows also includes one of the most important safety features offered today - a very good electronic traction/stability control system.
In the back, the Corolla is all it should be. There is enough room for a pair of adults to sit in comfort and, if you're brave enough to risk the wrath of the teen forced to sit in the middle spot, there's somewhere for the rider to put his feet because the floor is flat. Likewise, the trunk - at 12.3 cubic feet - accommodates a family of four's luggage with space to spare. The 60/40 - split/folding rear seats add the needed versatility.
With 132 horsepower and 128 pound-feet of torque on tap, the Corolla has a decent turn of speed. The 1.8-litre engine, which features variable valve timing on both the intake and exhaust cams, is also a slick operator. The idle is smooth and, when forced to work at the top end of the rev range, it remains commendably quiet. A hand-held stopwatch put the zero-to-100-kilometres-an-hour time at 10.6 seconds, which is on par with most entry-level family cars. Where the engine really shines is its decided lack of thirst for fuel. A week long average of 6.1 litres per 100 km took the sting out of escalating gas prices.
The optional four-speed automatic transmission works well. The shifts are smooth on the way up and fast when the driver demands a kick down to pass a slower vehicle. However, the Corolla deserves a five-speed automatic box.
The extra gear would not only put more authority into the launch, it would relax the highway experience and improve fuel economy. If you don't mind shifting your own gears, the manual box is the better choice. The clutch action is light and progressive, and the gate is nicely defined. It also sharpens the response throttle input and shaves the acceleration time by 0.2 seconds while bettering the automatics' fuel economy.
The Toyota Corolla has been a perennial favourite. While it's true this car does not stand out in any given discipline, it does everything demanded of a family car very nicely. The fact it boasts better than average reliability, enviable quality and excellent resale value underscores its status as one of the entry-level leaders.
Toyota Corolla Specs
Type of vehicle: Front-wheel-drive compact sedan
Engine: 1.8L DOHC four-cylinder
Power: 132 hp 6,000 rpm; 128 lb-ft of torque 4,400 rpm
Transmission: Four-speed automatic
Brakes: Front disc, rear drum with ABS
Tires: P195/65R15
Price: base/as tested: $15,160/$16,160
Destination charge: $1,270
Transport Canada fuel economy L/100 km: 7.6 city, 5.7 hwy.
Standard features:Heated power mirrors, intermittent wipers, manual crank windows, manual door locks, driver's seat manual height adjustment, AM/FM/CD/MP3/WMA audio system with four speakers and auxiliary input jack, cloth seating, tilt steering, outside temperature readout, digital clock, front and rear cup holders, dual glove boxes, front and side seat-mounted air bags, drop-down side curtains, active front head restraints, engine immobilizer, tinted glass, carpeted floor mats, splash guards.
Vancouver B.C. Car Info
vancouvercarinfo.com/
As a rule, the testers tend to be mid-range models or better, each of which usually features more than its fair share of optional equipment. In a refreshing change, the Toyota Corolla tester arrived as an entry-level stripper - the base CE with not an option to be found other than its automatic transmission ($1,000).
The CE is a bare-bones sort of car. A couple of days earlier I had been driving a Corolla S - it comes with a minor body kit and a few welcome splashes of colour on the dash and doors along with some fancy blue flecks that are woven into the seat fabric. The CE is, in contrast, fairly described as bland. From its pressed-steel wheels to its beige interior, it can be likened to white bread sans butter.
In this case, it is not such a bad thing as it caters to those shopping on a budget - $15,160 before the optional transmission, freight, PDI and taxes. The downside is that to get two of the more popular features - air conditioning and power locks - requires another $1,905. If you want power windows, well, that adds $3,040.
At this point, the base car becomes somewhat more than entry-level. If there is a saving grace, it is that the enhanced convenience package that brings the air and power windows also includes one of the most important safety features offered today - a very good electronic traction/stability control system.
In the back, the Corolla is all it should be. There is enough room for a pair of adults to sit in comfort and, if you're brave enough to risk the wrath of the teen forced to sit in the middle spot, there's somewhere for the rider to put his feet because the floor is flat. Likewise, the trunk - at 12.3 cubic feet - accommodates a family of four's luggage with space to spare. The 60/40 - split/folding rear seats add the needed versatility.
With 132 horsepower and 128 pound-feet of torque on tap, the Corolla has a decent turn of speed. The 1.8-litre engine, which features variable valve timing on both the intake and exhaust cams, is also a slick operator. The idle is smooth and, when forced to work at the top end of the rev range, it remains commendably quiet. A hand-held stopwatch put the zero-to-100-kilometres-an-hour time at 10.6 seconds, which is on par with most entry-level family cars. Where the engine really shines is its decided lack of thirst for fuel. A week long average of 6.1 litres per 100 km took the sting out of escalating gas prices.
The optional four-speed automatic transmission works well. The shifts are smooth on the way up and fast when the driver demands a kick down to pass a slower vehicle. However, the Corolla deserves a five-speed automatic box.
The extra gear would not only put more authority into the launch, it would relax the highway experience and improve fuel economy. If you don't mind shifting your own gears, the manual box is the better choice. The clutch action is light and progressive, and the gate is nicely defined. It also sharpens the response throttle input and shaves the acceleration time by 0.2 seconds while bettering the automatics' fuel economy.
The Toyota Corolla has been a perennial favourite. While it's true this car does not stand out in any given discipline, it does everything demanded of a family car very nicely. The fact it boasts better than average reliability, enviable quality and excellent resale value underscores its status as one of the entry-level leaders.
Toyota Corolla Specs
Type of vehicle: Front-wheel-drive compact sedan
Engine: 1.8L DOHC four-cylinder
Power: 132 hp 6,000 rpm; 128 lb-ft of torque 4,400 rpm
Transmission: Four-speed automatic
Brakes: Front disc, rear drum with ABS
Tires: P195/65R15
Price: base/as tested: $15,160/$16,160
Destination charge: $1,270
Transport Canada fuel economy L/100 km: 7.6 city, 5.7 hwy.
Standard features:Heated power mirrors, intermittent wipers, manual crank windows, manual door locks, driver's seat manual height adjustment, AM/FM/CD/MP3/WMA audio system with four speakers and auxiliary input jack, cloth seating, tilt steering, outside temperature readout, digital clock, front and rear cup holders, dual glove boxes, front and side seat-mounted air bags, drop-down side curtains, active front head restraints, engine immobilizer, tinted glass, carpeted floor mats, splash guards.
Vancouver B.C. Car Info
vancouvercarinfo.com/
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