Mitsubishi has a problem with its current lineup. Unless you're looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn't been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.
Mitsubishi knows having just two competitive vehicles to choose from isn't enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn't step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.
If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge's "We Are Family." There's no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the "good genes" after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name "Outlander" with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.
Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi's corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.
2011 Mitsubishi Outlander Sport SE AWC side view2011 Mitsubishi Outlander Sport SE AWC front view2011 Mitsubishi Outlander Sport SE AWC rear view
Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you'll also get a nice view of what's going on behind the Outlander Sport thanks to the back-up camera that's bundled with the $2,000 nav system.
Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you're on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.
Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.
If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It's like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.
What's not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you're looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport's favor.
If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE's base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it's made even more so once you raise the hood.
Pull the lever and prop up the sheet metal and you'll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.
The Outlander Sport isn't fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).
It's not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually "shifted" via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.
2011 Mitsubishi Outlander Sport rear 3/4 view
The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what's essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.
Those problems aren't enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi's third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That's peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand's sales. That's remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.
Showing posts with label featured. Show all posts
Showing posts with label featured. Show all posts
Monday, March 28, 2011
Review: 2011 Mitsubishi Outlander Sport SE AWC
2011 Mitsubishi Outlander Sport SE AWC
2011 Mitsubishi Outlander Sport SE AWC - Click above for high-res image gallery
Mitsubishi has a problem with its current lineup. Unless you're looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn't been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.
Mitsubishi knows having just two competitive vehicles to choose from isn't enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn't step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.
If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge's "We Are Family." There's no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the "good genes" after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name "Outlander" with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.
Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi's corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.
Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you'll also get a nice view of what's going on behind the Outlander Sport thanks to the back-up camera that's bundled with the $2,000 nav system.
Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you're on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.
2011 Mitsubishi Outlander Sport SE AWC interior2011 Mitsubishi Outlander Sport SE AWC front seats2011 Mitsubishi Outlander Sport SE AWC paddle shifter2011 Mitsubishi Outlander Sport SE AWC tachometer
Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.
If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It's like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.
What's not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you're looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport's favor.
If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE's base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it's made even more so once you raise the hood.
Pull the lever and prop up the sheet metal and you'll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.
2011 Mitsubishi Outlander Sport SE AWC engine
The Outlander Sport isn't fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).
It's not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually "shifted" via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.
2011 Mitsubishi Outlander Sport rear 3/4 view
The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what's essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.
Those problems aren't enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi's third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That's peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand's sales. That's remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.
2011 Mitsubishi Outlander Sport SE AWC - Click above for high-res image gallery
Mitsubishi has a problem with its current lineup. Unless you're looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn't been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.
Mitsubishi knows having just two competitive vehicles to choose from isn't enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn't step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.
If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge's "We Are Family." There's no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the "good genes" after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name "Outlander" with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.
Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi's corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.
Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you'll also get a nice view of what's going on behind the Outlander Sport thanks to the back-up camera that's bundled with the $2,000 nav system.
Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you're on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.
2011 Mitsubishi Outlander Sport SE AWC interior2011 Mitsubishi Outlander Sport SE AWC front seats2011 Mitsubishi Outlander Sport SE AWC paddle shifter2011 Mitsubishi Outlander Sport SE AWC tachometer
Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.
If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It's like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.
What's not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you're looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport's favor.
If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE's base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it's made even more so once you raise the hood.
Pull the lever and prop up the sheet metal and you'll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.
2011 Mitsubishi Outlander Sport SE AWC engine
The Outlander Sport isn't fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).
It's not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually "shifted" via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.
2011 Mitsubishi Outlander Sport rear 3/4 view
The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what's essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.
Those problems aren't enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi's third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That's peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand's sales. That's remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.
Wednesday, February 16, 2011
First Drive: 2012 Nissan GT-R
Invincible. According to Webster's, the word means "incapable of being conquered, overcome or subdued." The adjective is often used to describe something so superior that it's nearly impossible to overthrow. Want to know what invincibility feels like? Strap yourself into the driver's seat of the 2012 Nissan GT-R, and then press the start button.
Just three years after successfully launching its flagship performance vehicle on our shores, the engineers at Nissan have introduced a subtly but completely reworked supercar. The engine has more power, the suspension has been revised, the wheels are lighter, the seats have been redesigned, the brakes are bigger, the chassis is stiffer and the aerodynamics have been reconfigured to improve cooling and provide more downforce. This isn't a manufacturer's token "mid-cycle refresh" to boost sales; these are changes that improve the overall drivability and performance of the GT-R so significantly that most will be inclined to consider it nothing short of a second-generation rebirth.
For starters, how does 0-60 in 2.88 seconds sound?
This story really started three years ago this April. That was when we first drove the then-all-new 2009 Nissan GT-R, the spiritual descendant of a long lineage of epic Nissan Skyline sports cars.
Its performance was mind-boggling at the time. Under the hood was a twin-turbocharged 3.8-liter V6 developing 480 horsepower and 430 pound-feet of torque. Mated to a standard six-speed sequential dual-clutch rear transaxle, power was sent to the ground through the automaker's ATTESSA E-TS all-wheel-drive system. Nissan didn't officially quote performance figures at the time, but most publications clocked the GT-R's sprint to 60 mph in a scant 3.5 seconds. Quick on the street, it was even more capable on the track. Succinctly delivering this point, its Nürburgring time of just 7:38 put it ahead of the famed Porsche 911 Turbo and Mercedes-Benz SLR McLaren.
As good as the sports car was, the GT-R's chief vehicle engineer, Kazutoshi Mizuno, never considered the car "done." In fact, Mizuno promised the "real GT-R" would arrive in a few years.
Today, I find myself sitting in a meeting room at the Carlton Hotel in Atascadero, California, smack in the middle of the state's central coast. Mizuno is explaining to a handful of journalists the changes that Nissan made to the GT-R for the 2012 model year. Like a proud father (and with every bit as much boast), he goes over each of the vehicle's upgraded subsystems methodically. The details are impressive.
While the GT-R has aged very well, Nissan refuses to let its flagship supercar fall from the front of the pack. Pursuing that sole objective, the automaker has made minor changes each year. And, with the exception of the launch control debacle and a series of not-so-insignificant price increases, enthusiasts have welcomed these tweaks that have continued to improve the coupe's performance envelope. However, none of the revisions have been as significant as the changes for 2012.
Beginning with the exterior, Nissan has improved the GT-R's aerodynamics by reducing overall drag and increasing downforce. The front fascia has been enlarged and the grille openings altered slightly to reroute air precisely around the vehicle. As Mizuno explains, air forced through the front intake is channeled through the radiators and intercooler before being released into the back of the brakes for cooling. Airflow that normally would have spilled over the hood has been redirected to the sides. Not only does this improve air volume through the radiator and front brakes, but the overall coefficient of drag is down to .268 (last year, it was .272) and downforce on both axles has been increased by 10 percent. From the outside, the new front fascia is visually distinguished by its double rectifier fins and integrated white LED running lights.
In the back, the diffuser has been extended and resculpted to improve airflow over the exhaust components (plus, it also serves to lower air resistance). The new rear fascia outlet and slots on the lower rear fenders are both engineered to help pull air from the rear wheel wells to improve brake cooling. More visible to the naked eye are the new vents behind the rear wheels and the larger diameter exhaust tips, which are purely cosmetic.
The seven-spoke forged alloy wheels found on 2009-2011 Nissan GT-R models have been replaced in 2012 with new ten-spoke forged alloys that are reportedly more rigid and slightly lighter than their predecessors, coming in at 26.4 pounds each. Knurling inside the 20-inch wheels has been modified to help keep the tires from slipping during extreme acceleration or braking, and the finish on the wheels has also been slightly darkened. While predecessors were fitted with rubber from different manufacturers, tires for all 2012 models are specially constructed Dunlop SP Sport Maxx GT 600 DSST CTT ultra high-performance run-flats (filled with nitrogen). The fronts are size 255/40ZRF20 while the rear tires are 285/35ZRF20. If Godzilla is forced to endure colder climes, customers may also order all-season run-flat tires as part of the Cold Weather Package.
Stiffening of the chassis has been accomplished by adopting a carbon composite strut support bar in the engine bay (connected just behind the front strut towers). The dampers are now fitted with aluminum free pistons, and the front caster and rear geometry have been altered to slightly lower the roll center height.
In addition to the aforementioned increased airflow to the brakes, the coupe's standard Brembo monobloc six-piston front calipers clamp down on slightly larger 15.4-inch rotors (up from 15-inches), while the rear four-piston calipers and rotors are carried over from last year. The system utilizes a full-floating cross-drilled two-piece rotor with special low-steel high-stiffness brake pads.
Saving the go-fast news for last, Mizuno explains how his team of engineers made several significant changes to the VR38DETT twin-turbocharged 3.8-liter six-cylinder engine. To increase power, boost pressure was increased and modifications were made to both the valve timing and mixture. The intake and exhaust system was also opened up to improve breathing. The result is a big jump in output, now 530 horsepower and 448 pound-feet of torque. The torque curve has also been widened, with peak twist now available from 3,200 rpm all the way up to 6,000 rpm. And it's not a coincidence that the horsepower rating is identical to the Porsche 911 Turbo S. And, if you are one of those debating between a Nissan Leaf and a Nissan GT-R, fuel economy for the 2012 model is up to 16 mpg city / 23 mpg highway (the 2011 was rated 15 mpg city / 21 mpg highway).
The engineering team also tweaked and massaged the GT-R's dual-clutch six-speed transmission. Most of the work focused on eliminating the brutal shock of engagement during periods of maximum stress (leaving more than a few early owners with shattered gearboxes). According to Mizuno, software remapping upgraded the vehicle's so-called "clutch control" to deliver launches that were quicker, yet less traumatic to the mechanicals. That said, owners of the 2012 model are offered "launch control" with a 4,000-rpm launch, with one caveat: The software will allow only four sequential runs back-to-back. After that, the car must be driven one-and-a-half miles to reset the system (the pause is said to allow the system time to cool down). The last minor change: The transmission's lethargic "snow mode" has been replaced with a "fuel economy mode" for wishful eco-boosting hypermilers. Suuuuurrrre.
In a rare move for Nissan, the automaker has released performance figures (well, at least Muzuno has). Thanks to the increased power and torque, and the subtle mapping tweaks to the dual-clutch transmission's software, the 2012 GT-R will crack 60 mph in 3.0 seconds. Its top speed is now 197 miles per hour (up from its predecessor's 193 mph). The evening before we arrived, Nissan engineers were at the track trying to improve the already impressive acceleration number. Their best was a reported 0-60 sprint in just 2.88 seconds. It may be difficult to repeat, but the lesson learned is don't mess with the GT-R.
Nissan dropped trim levels last year, but two will be offered in 2012. All models receive new carbon fiber accents on the center console and re-sculpted sport bucket seats. Standard models are labeled GT-R "Premium" – they come loaded with everything including navigation, heated seats and the Bose audio package. A new-for-this-market GT-R "Black Edition" (the dark blue vehicle in our gallery) features red-trimmed Recaro seats with accenting red and black interior trim and a dark headliner. To further differentiate it from its Premium sibling, the wheels on the Black Edition coupes are unique six-spoke forged-aluminum Rays (wrapped in the same tires as found on the Premium models). In addition to the standard exterior colors (Solid Red, Gun Metallic and Pearl White), Nissan has added Deep Blue Pearl and Jet Black to the color palette for 2012. A sixth color, the four-stage metallic Super Silver, is still offered in limited volumes.
While the 2009 Nissan GT-R arrived with an aggressive base price of just $69,850 three years ago, the 2012 Nissan GT-R commands a significantly thicker wallet. The Premium model is priced at $90,950. The sole option is the Cold Weather Package (with Dunlop SP Sport 7010 all-season run-flat tires and a 30/70 coolant/water mix). The Black Edition models have a base price of $96,100.
After an early breakfast with Mizuno, a convoy of GT-Rs left Atascadero for the three-hour back road drive to Buttonwillow Raceway, just west of Bakersfield. Our scenic route took us to the Pacific coast at Morro Bay, then back over the hills to Buttonwillow via California Highway 58. Settled into the new front seats (noted for their additional bolstering and firmer cushions), the ride was comfortable without being awkwardly harsh. The brakes are strong and squeak-free, and the steering is nicely weighed. The sound level within the cabin is loud, attributed to the noise from the performance tires. Visibility to the rear quarters is challenging and the transmission still makes an unpolished rattling noise at crawling speeds (somehow, it doesn't seem to affect gearbox operation). The reality is that none of those irritants would have deterred us from driving all the way to the Atlantic coast, had that been the assignment.
When driven with temper and patience, the powertrain quickly shifts through its gears to maximize fuel economy. Again, no worries from the driver's seat as instant acceleration is but a quarter-throw of the accelerator pedal away. The GT-R is much, much more enjoyable when driven hard.
A simple three-finger salute is required to activate "Launch Control" mode. The easy one-handed operation refers to the process of lifting the trio of console-mounted switches from their standard neutral resting position into "R-Mode" (simply hold them for two seconds). Press the brake firmly with one foot and floor the accelerator with the other. Once the engine speed levels off at 4,000 rpm, situate your skull against the head restraint and side-step the brake pedal. The tire-shredding act feels a bit childish after a dozen or so times, but it never gets old. Watch a demonstration of it in action in our Short Cut video above.
Spending the afternoon on Buttonwillow's West Loop reinforced favorable memories of the GT-R's competency, and its voracious appetite for devouring a road circuit. It's not easy to hide a curb weight of 3,829 pounds (identical to last year), but Nissan's flagship overcomes the handicap with savage power and all-wheel-drive grip. Speeds are fast, easily passing triple digits on each of the short straights. I personally have been fortunate to run dozens of cars on this exact track over the past decade, but none have propelled me with such velocity.
Nissan thoughtfully provided us with some 2011 models to compare against the 2012 GT-R. It offered excellent back-to-back driving impressions, but it also almost cost me some pride. After grabbing a random key at the start of the session, I drove the new model first. It seemed nearly unflappable at speed on the circuit. Any slight error in trajectory was easily corrected with the steering wheel or accelerator pedal. Lifting mid-corner would bring the tail around, and Nissan's ATTESA E-TS all-wheel drive worked full-throttle miracles on the exits. I tried the identical moves in the 2011 model and ran out of track (dropping the two outside wheels in the mud) with frustrating understeer exiting the Sweeper. It doesn't take an expert to notice the 2012 upgrades to both power and handling.
As it was before, the 2012 GT-R is still faster around the track when driven in manual mode (with the column-mounted paddle shifters). With all settings in "R" mode, the dual-clutch gearbox does a decent job grabbing the next higher gear when coming out of a corner, but it still lacks the anticipation needed to be in the thick of the torque band and get a jump on the exit. Subjectively speaking, Porsche's PDK (a seven-speed dual-clutch gearbox) still feels faster and seems to deliver more effective neck-snapping shifts in performance mode.
The brutality of this particular road circuit took its toll. The GT-R's upgraded brakes were overly taxed at the limit. More than once I found myself at the end of a straight coming up on 120 mph, pressing the brakes as hard as I could (according to the multi-function digital display, they were maxed at 100 percent), yet I couldn't activate the ABS. The tire's rubber compound afforded plenty of stick but the street-compound brake pad material just couldn't deliver the friction against the expansive rotor surface at the limit. Pro Tip: Those who track the GT-R will need to invest in some race-compound brake pads.
Nearly three years ago, we reviewed Godzilla and concluded that the fresh young two-door coupe delivered "robot-like mechanized perfection," yet it lacked the subtle qualities that help to create a bond between man and machine. Its individuality has improved with the arrival of the 2012 model. Now in its fourth year, the GT-R has matured and aged well. Emerging after an extensive list of focused upgrades and refinements, the sports car demonstrates poise, confidence, authority and continues to show no signs of fear. We'd go so far as to argue the GT-R finally possesses something that it lacked in the past: character.
Just three years after successfully launching its flagship performance vehicle on our shores, the engineers at Nissan have introduced a subtly but completely reworked supercar. The engine has more power, the suspension has been revised, the wheels are lighter, the seats have been redesigned, the brakes are bigger, the chassis is stiffer and the aerodynamics have been reconfigured to improve cooling and provide more downforce. This isn't a manufacturer's token "mid-cycle refresh" to boost sales; these are changes that improve the overall drivability and performance of the GT-R so significantly that most will be inclined to consider it nothing short of a second-generation rebirth.
For starters, how does 0-60 in 2.88 seconds sound?
This story really started three years ago this April. That was when we first drove the then-all-new 2009 Nissan GT-R, the spiritual descendant of a long lineage of epic Nissan Skyline sports cars.
Its performance was mind-boggling at the time. Under the hood was a twin-turbocharged 3.8-liter V6 developing 480 horsepower and 430 pound-feet of torque. Mated to a standard six-speed sequential dual-clutch rear transaxle, power was sent to the ground through the automaker's ATTESSA E-TS all-wheel-drive system. Nissan didn't officially quote performance figures at the time, but most publications clocked the GT-R's sprint to 60 mph in a scant 3.5 seconds. Quick on the street, it was even more capable on the track. Succinctly delivering this point, its Nürburgring time of just 7:38 put it ahead of the famed Porsche 911 Turbo and Mercedes-Benz SLR McLaren.
As good as the sports car was, the GT-R's chief vehicle engineer, Kazutoshi Mizuno, never considered the car "done." In fact, Mizuno promised the "real GT-R" would arrive in a few years.
Today, I find myself sitting in a meeting room at the Carlton Hotel in Atascadero, California, smack in the middle of the state's central coast. Mizuno is explaining to a handful of journalists the changes that Nissan made to the GT-R for the 2012 model year. Like a proud father (and with every bit as much boast), he goes over each of the vehicle's upgraded subsystems methodically. The details are impressive.
While the GT-R has aged very well, Nissan refuses to let its flagship supercar fall from the front of the pack. Pursuing that sole objective, the automaker has made minor changes each year. And, with the exception of the launch control debacle and a series of not-so-insignificant price increases, enthusiasts have welcomed these tweaks that have continued to improve the coupe's performance envelope. However, none of the revisions have been as significant as the changes for 2012.
Beginning with the exterior, Nissan has improved the GT-R's aerodynamics by reducing overall drag and increasing downforce. The front fascia has been enlarged and the grille openings altered slightly to reroute air precisely around the vehicle. As Mizuno explains, air forced through the front intake is channeled through the radiators and intercooler before being released into the back of the brakes for cooling. Airflow that normally would have spilled over the hood has been redirected to the sides. Not only does this improve air volume through the radiator and front brakes, but the overall coefficient of drag is down to .268 (last year, it was .272) and downforce on both axles has been increased by 10 percent. From the outside, the new front fascia is visually distinguished by its double rectifier fins and integrated white LED running lights.
In the back, the diffuser has been extended and resculpted to improve airflow over the exhaust components (plus, it also serves to lower air resistance). The new rear fascia outlet and slots on the lower rear fenders are both engineered to help pull air from the rear wheel wells to improve brake cooling. More visible to the naked eye are the new vents behind the rear wheels and the larger diameter exhaust tips, which are purely cosmetic.
The seven-spoke forged alloy wheels found on 2009-2011 Nissan GT-R models have been replaced in 2012 with new ten-spoke forged alloys that are reportedly more rigid and slightly lighter than their predecessors, coming in at 26.4 pounds each. Knurling inside the 20-inch wheels has been modified to help keep the tires from slipping during extreme acceleration or braking, and the finish on the wheels has also been slightly darkened. While predecessors were fitted with rubber from different manufacturers, tires for all 2012 models are specially constructed Dunlop SP Sport Maxx GT 600 DSST CTT ultra high-performance run-flats (filled with nitrogen). The fronts are size 255/40ZRF20 while the rear tires are 285/35ZRF20. If Godzilla is forced to endure colder climes, customers may also order all-season run-flat tires as part of the Cold Weather Package.
Stiffening of the chassis has been accomplished by adopting a carbon composite strut support bar in the engine bay (connected just behind the front strut towers). The dampers are now fitted with aluminum free pistons, and the front caster and rear geometry have been altered to slightly lower the roll center height.
In addition to the aforementioned increased airflow to the brakes, the coupe's standard Brembo monobloc six-piston front calipers clamp down on slightly larger 15.4-inch rotors (up from 15-inches), while the rear four-piston calipers and rotors are carried over from last year. The system utilizes a full-floating cross-drilled two-piece rotor with special low-steel high-stiffness brake pads.
Saving the go-fast news for last, Mizuno explains how his team of engineers made several significant changes to the VR38DETT twin-turbocharged 3.8-liter six-cylinder engine. To increase power, boost pressure was increased and modifications were made to both the valve timing and mixture. The intake and exhaust system was also opened up to improve breathing. The result is a big jump in output, now 530 horsepower and 448 pound-feet of torque. The torque curve has also been widened, with peak twist now available from 3,200 rpm all the way up to 6,000 rpm. And it's not a coincidence that the horsepower rating is identical to the Porsche 911 Turbo S. And, if you are one of those debating between a Nissan Leaf and a Nissan GT-R, fuel economy for the 2012 model is up to 16 mpg city / 23 mpg highway (the 2011 was rated 15 mpg city / 21 mpg highway).
The engineering team also tweaked and massaged the GT-R's dual-clutch six-speed transmission. Most of the work focused on eliminating the brutal shock of engagement during periods of maximum stress (leaving more than a few early owners with shattered gearboxes). According to Mizuno, software remapping upgraded the vehicle's so-called "clutch control" to deliver launches that were quicker, yet less traumatic to the mechanicals. That said, owners of the 2012 model are offered "launch control" with a 4,000-rpm launch, with one caveat: The software will allow only four sequential runs back-to-back. After that, the car must be driven one-and-a-half miles to reset the system (the pause is said to allow the system time to cool down). The last minor change: The transmission's lethargic "snow mode" has been replaced with a "fuel economy mode" for wishful eco-boosting hypermilers. Suuuuurrrre.
In a rare move for Nissan, the automaker has released performance figures (well, at least Muzuno has). Thanks to the increased power and torque, and the subtle mapping tweaks to the dual-clutch transmission's software, the 2012 GT-R will crack 60 mph in 3.0 seconds. Its top speed is now 197 miles per hour (up from its predecessor's 193 mph). The evening before we arrived, Nissan engineers were at the track trying to improve the already impressive acceleration number. Their best was a reported 0-60 sprint in just 2.88 seconds. It may be difficult to repeat, but the lesson learned is don't mess with the GT-R.
Nissan dropped trim levels last year, but two will be offered in 2012. All models receive new carbon fiber accents on the center console and re-sculpted sport bucket seats. Standard models are labeled GT-R "Premium" – they come loaded with everything including navigation, heated seats and the Bose audio package. A new-for-this-market GT-R "Black Edition" (the dark blue vehicle in our gallery) features red-trimmed Recaro seats with accenting red and black interior trim and a dark headliner. To further differentiate it from its Premium sibling, the wheels on the Black Edition coupes are unique six-spoke forged-aluminum Rays (wrapped in the same tires as found on the Premium models). In addition to the standard exterior colors (Solid Red, Gun Metallic and Pearl White), Nissan has added Deep Blue Pearl and Jet Black to the color palette for 2012. A sixth color, the four-stage metallic Super Silver, is still offered in limited volumes.
While the 2009 Nissan GT-R arrived with an aggressive base price of just $69,850 three years ago, the 2012 Nissan GT-R commands a significantly thicker wallet. The Premium model is priced at $90,950. The sole option is the Cold Weather Package (with Dunlop SP Sport 7010 all-season run-flat tires and a 30/70 coolant/water mix). The Black Edition models have a base price of $96,100.
After an early breakfast with Mizuno, a convoy of GT-Rs left Atascadero for the three-hour back road drive to Buttonwillow Raceway, just west of Bakersfield. Our scenic route took us to the Pacific coast at Morro Bay, then back over the hills to Buttonwillow via California Highway 58. Settled into the new front seats (noted for their additional bolstering and firmer cushions), the ride was comfortable without being awkwardly harsh. The brakes are strong and squeak-free, and the steering is nicely weighed. The sound level within the cabin is loud, attributed to the noise from the performance tires. Visibility to the rear quarters is challenging and the transmission still makes an unpolished rattling noise at crawling speeds (somehow, it doesn't seem to affect gearbox operation). The reality is that none of those irritants would have deterred us from driving all the way to the Atlantic coast, had that been the assignment.
When driven with temper and patience, the powertrain quickly shifts through its gears to maximize fuel economy. Again, no worries from the driver's seat as instant acceleration is but a quarter-throw of the accelerator pedal away. The GT-R is much, much more enjoyable when driven hard.
A simple three-finger salute is required to activate "Launch Control" mode. The easy one-handed operation refers to the process of lifting the trio of console-mounted switches from their standard neutral resting position into "R-Mode" (simply hold them for two seconds). Press the brake firmly with one foot and floor the accelerator with the other. Once the engine speed levels off at 4,000 rpm, situate your skull against the head restraint and side-step the brake pedal. The tire-shredding act feels a bit childish after a dozen or so times, but it never gets old. Watch a demonstration of it in action in our Short Cut video above.
Spending the afternoon on Buttonwillow's West Loop reinforced favorable memories of the GT-R's competency, and its voracious appetite for devouring a road circuit. It's not easy to hide a curb weight of 3,829 pounds (identical to last year), but Nissan's flagship overcomes the handicap with savage power and all-wheel-drive grip. Speeds are fast, easily passing triple digits on each of the short straights. I personally have been fortunate to run dozens of cars on this exact track over the past decade, but none have propelled me with such velocity.
Nissan thoughtfully provided us with some 2011 models to compare against the 2012 GT-R. It offered excellent back-to-back driving impressions, but it also almost cost me some pride. After grabbing a random key at the start of the session, I drove the new model first. It seemed nearly unflappable at speed on the circuit. Any slight error in trajectory was easily corrected with the steering wheel or accelerator pedal. Lifting mid-corner would bring the tail around, and Nissan's ATTESA E-TS all-wheel drive worked full-throttle miracles on the exits. I tried the identical moves in the 2011 model and ran out of track (dropping the two outside wheels in the mud) with frustrating understeer exiting the Sweeper. It doesn't take an expert to notice the 2012 upgrades to both power and handling.
As it was before, the 2012 GT-R is still faster around the track when driven in manual mode (with the column-mounted paddle shifters). With all settings in "R" mode, the dual-clutch gearbox does a decent job grabbing the next higher gear when coming out of a corner, but it still lacks the anticipation needed to be in the thick of the torque band and get a jump on the exit. Subjectively speaking, Porsche's PDK (a seven-speed dual-clutch gearbox) still feels faster and seems to deliver more effective neck-snapping shifts in performance mode.
The brutality of this particular road circuit took its toll. The GT-R's upgraded brakes were overly taxed at the limit. More than once I found myself at the end of a straight coming up on 120 mph, pressing the brakes as hard as I could (according to the multi-function digital display, they were maxed at 100 percent), yet I couldn't activate the ABS. The tire's rubber compound afforded plenty of stick but the street-compound brake pad material just couldn't deliver the friction against the expansive rotor surface at the limit. Pro Tip: Those who track the GT-R will need to invest in some race-compound brake pads.
Nearly three years ago, we reviewed Godzilla and concluded that the fresh young two-door coupe delivered "robot-like mechanized perfection," yet it lacked the subtle qualities that help to create a bond between man and machine. Its individuality has improved with the arrival of the 2012 model. Now in its fourth year, the GT-R has matured and aged well. Emerging after an extensive list of focused upgrades and refinements, the sports car demonstrates poise, confidence, authority and continues to show no signs of fear. We'd go so far as to argue the GT-R finally possesses something that it lacked in the past: character.
Monday, February 14, 2011
Review: 2011 Ford Explorer Limited
They call it a reboot. It happens all the time in Hollywood when a movie franchise falls flat. After a blockbuster wears out its audience with a string of lesser sequels, the studio starts over, retelling the story from an entirely new angle.
The best example is Batman. The combination of Michael Keaton and director Tim Burton produced critical acclaim and big box office numbers for the first two Caped Crusader films in 1989 and 1992. Then came a new director, Joel Schumacher, who just about killed the franchise with Batman Forever in 1995 and Batman & Robin in 1997. Eight years passed before someone in Hollywood realized the Dark Knight's name could still fill theater seats, and the franchise was rebooted in 2005 with the dark and gritty Batman Begins.
The totally redesigned 2011 Ford Explorer is the Blue Oval's Batman Begins. Ford's most famous sport utility vehicle has desperately needed a reboot ever since the Firestone tire recall in 2000 made it Rollover Enemy Number One. Rising gas prices haven't helped either, but the tire debacle hurt the brand badly, with the Explorer going from this country's third best-selling vehicle in 2000 with 445,157 sold to just over 60,000 bought in 2010. But just like Batman, the Explorer name had value that Ford couldn't let go to waste. And so the 2011 Explorer is the sport utility story retold by Ford from an entirely new angle. The question is whether or not the Explorer's name can still put butts in seats.
Continue reading...
Gallery: 2011 Ford Explorer Limited 4WD: Review
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
Photos copyright ©2011 John Neff / AOL
The new SUV story that Ford is telling is truly different from the original because the new Explorer isn't an SUV at all – it's a crossover utility vehicle. Whereas prior Explorers could trace their lineage all the way back to the body-on-frame Ranger pickup, the new Explorer uses a unibody platform derived from Volvo and Ford sedans, albeit heavily modified to withstand some light off-roading.
Underneath its skin, the 2011 model is most closely related to Ford's other three-row crossovers, the Flex and Lincoln MKT, and it's now being built alongside Taurus and Lincoln MKS sedans at Ford's Chicago Assembly plant. The curious thing is that the Explorer is still called an SUV in Ford's new story. Despite it technically being a crossover, the Explorer gets lumped in with the Expedition and Escape (also technically a crossover) in Ford's portfolio of SUVs. The Edge and Flex, meanwhile, are Ford's official CUVs.
2011 Ford Explorer Limited side view2011 Ford Explorer Limited front view2011 Ford Explorer Limited rear view
What the new Explorer looks like, however, is a Taurus station wagon with a lift kit. Many of the Explorer's new design cues are lifted straight from Ford's large sedan, like its Remington shaver grille sporting a familiar pair of perforated crossbars. The two vehicles also share some surface sculpting, which is most evident on the sides where both feature the same indented door panels and dimpled sheetmetal behind the rear wheels. Ford designers haven't totally broken with the past, however, as some original Explorer elements remain. The B- and D-pillars, for instance, are blacked-out just like they've been on every Explorer since 1991. Ford's designers also made the new Explorer's A-pillar disappear, which further reduces visual bulk and makes the roof look like it's balancing on the strong, thick C-pillars.
Dimensionally, the new Explorer is similar to the one it replaces – a little smaller here, a little bigger there. It's longer, lower and significantly wider than the 2010 model and has more headroom for all passengers. There's a little less legroom for the driver, front passenger and people riding in the very back, but passengers in the middle seats are treated to almost three more inches of legroom. And while overall cargo capacity with all of the seats folded and/or stowed is down from 84 cubic feet to 81, the new model's extra inches of length were put to good use behind the third row of seats, where luggage space has grown from 14 to 21 cubic feet.
2011 Ford Explorer Limited interior2011 Ford Explorer Limited front seats2011 Ford Explorer Limited third row2011 Ford Explorer Limited rear cargo area
Our Limited 4WD tester proved to be comfortably roomy for passengers sitting up front and in the second row of seats, the latter of which were optional dual buckets ($750) with a second-row console ($100). While they do sacrifice a seat compared to the standard 60/40 split bench, the buckets make the third row less claustrophobic and give passengers in the way-back some extra knee room for their inboard legs. It's still not as comfortable as a minivan's most aft seating, but the Explorer's third row is one of the most comfortable in its class.
Our tester also came equipped with the top shelf Rapid Spec 302A package ($4,810) that, in addition to such niceties as Active Park Assist (useful in a vehicle this size), Adaptive Cruise Control, Blind Spot Monitoring System, rain sensing wipers, HID projector headlamps, a power liftgate, luxury seating package (heated, cooled, 10-way adjustable front seats) and voice-activated navigation with SIRIUS Travel Link, included an impressive power-folding 50/50 split third row. Check it out in the Autoblog Short Cuts video below.
Being the most expensive model with all-wheel drive and all the trimmings, this Explorer's $44,610 price tag ($39,190 base MSRP) did include Ford's controversial MyFord Touch system. We say 'controversial' because it's a love-it-or-hate-it infotainment system. You either love it for its forward-thinking user interface, excellent graphics and industry-leading features, or you hate it because it's a distraction, difficult to learn and slow to respond to inputs. Consumer Reports doesn't like it very much and the Autoblog team is split down the middle, though we universally dislike the stereo and climate controls that come with the separate upgraded Sony sound system.
In addition to nice things like a rear subwoofer, 12 speakers and 390 watts of power, the Sony system also replaces the lower part of your center dash with a completely smooth, glossy black panel of touch sensitive controls for the climate system and a single rotary knob for the stereo controls. With no contours, it's very difficult to perform simple tasks like finding the controls to change fan speed or turning on the rear defroster. Unfortunately, the Sony system is standard on Limited models.
2011 Ford Explorer Limited MyFord Touch2011 Ford Explorer Limited Sony stereo system
What's also standard is Ford's 3.5-liter TiVCT V6 engine. It's the only drivetrain available at launch, though will soon be joined by a high-tech 2.0-liter turbocharged EcoBoost four-cylinder. For now, however, the 3.5-liter is all one needs thanks to respectable power figures like 290 horsepower at 6,500 rpm and 255 pound-feet of torque at 4,000 rpm. The EcoBoost four-cylinder will have less power (237 hp at 5,500 rpm and 250 lb.-ft. from 1,750 rpm), but should easily beat the 3.5-liter's EPA fuel economy figures of 17 miles per gallon city, 23 mpg highway and 19 combined. Not opting for all-wheel drive will improve those numbers to 17 city, 25 highway and 20 combined, though we managed to achieve an average of 20.4 mpg over the course of a week with our Explorer Limited 4WD.
An engine is only as good as the parts to which it's mated, and fortunately the rest of the Explorer's mechanicals are equally up to moving and stopping this 4,752-pound vehicle without drama. The six-speed automatic transmission shifts smoothly and intelligently, making manual gear selection via the gearshift lever's rocker switch somewhat superfluous. The brakes are confidence-inspiring with a firm pedal feel, addressing one of the long-standing complaints we've had with Ford vehicles on this platform for the last couple of years. And the steering is yet another incremental improvement for Ford's electronic power-assisted rack-and-pinion system, which continues to feel more natural with each iteration. Combined, these elements do their work without being noticed, which is exactly what the busy mom or dad who's behind the wheel wants.
2011 Ford Explorer Limited engine
What they also want are class-leading technology and safety features, and Ford is happy to oblige. Our Explorer Limited 4WD featured common items like a blind sport warning system, rear view camera and electronic stability control system with traction control, but also included unique features like the industry's first second-row inflatable seat belts. Next up is Curve Control, a new system that can sense when the driver is taking a turn too fast, as on a highway entrance or exit ramp, and reduce engine torque and independently apply braking to each of the four wheels to keep the Explorer on its intended arc. The most trick piece of new tech, however, and the one which we used the most, was Ford's new Terrain Management system.
Controlled by a knob right behind the gearshift lever, Terrain Management offers Explorer owners four selectable modes for the all-wheel-drive system: Normal, Mud and Ruts, Sand and Snow. Each of these situation-specific modes will individually adjust the engine, throttle, transmission, traction and stability control systems for that particular environment. We got caught in a nasty snow storm between Detroit and Cleveland while driving the Explorer and were able to at least put Snow mode to the test.
2011 Ford Explorer Limited Terrain Management System
We weren't able to feel any of those adjustments from behind the wheel during our hours of driving through inclement weather, which is a credit to the system's calibration, but we know it works if for no other reason than we're still here to write this review. We also noticed that the Explorer could generally accelerate quicker and cruise faster in the snow than the traffic around it, which could have been the Terrain Management's Snow mode doing its job or just our false sense of security from turning a knob on the dash until a snow flake lit up – a real danger for any well-marketed all-wheel-drive system. Terrain Management also includes Hill Descent Control, though we never found a big enough hill in Ohio to test this system's ability to slow down the Explorer with the assist of engine braking.
What we do have in Ohio is plenty of flat, straight roads on which to evaluate a vehicle's ride, and the Explorer offers a fine compromise between controlled and comfy. The longish 112.6-inch wheelbase, big 20-inch aluminum wheels and general immensity of the Explorer are able by their nature to handle bumps in the road without the vehicle becoming unsettled, while the shocks and springs themselves actually feel firm when being loaded up in a turn. With momentum in all directions under control, the Explorer actually drives like a smaller vehicle, though looking out of that high, expansive hood will never let you forget its size.
2011 Ford Explorer Limited headlight2011 Ford Explorer Limited grille2011 Ford Explorer Limited wheel2011 Ford Explorer Limited taillight
Some 20 years after America met the first Explorer, size is the main thing that's holding this latest model back from ever achieving the big box office numbers of its predecessors. That kind of money is reserved for much smaller vehicles these days. In fact, the top ten best-selling vehicles of 2010 included only one utility vehicle, the much smaller Honda CR-V, which nearly slid off the list at number nine. The CR-V sold just over 200,000 units last year, or less than half what the Explorer sold at its height of popularity back in 2000. Clearly, this size vehicle can't be a blockbuster anymore (unless it's got a bed in the back).
That doesn't mean, however, that the 2011 Ford Explorer can't be a huge success. Batman Begins was a huge success, even though the 1989 original earned a lot more money. Michael Keaton's original cost $48 million to make and earned $411 million worldwide, while the Christian Bale reboot cost $150 million and made $373 million. Nobody would argue the reboot was a bad idea, because that's not what reboots are about. They're about getting back to making a great product, which is exactly what Ford has done with the 2011 Explorer.
2011 Ford Explorer Limited rear 3/4 view
Bonus Fun Fact: The original Batman remained the highest grossing caped crusader film until the reboot's sequel, The Dark Knight, arrived in 2008. That film rediscovered the sweet spot with a little help from Heath Ledger's Joker and knocked the first film from its pedestal grossing over one... billion... dollars. If our little analogy holds true, Ford may have the utility vehicle to end all utility vehicles up its sleeve for this new Explorer's encore.
The best example is Batman. The combination of Michael Keaton and director Tim Burton produced critical acclaim and big box office numbers for the first two Caped Crusader films in 1989 and 1992. Then came a new director, Joel Schumacher, who just about killed the franchise with Batman Forever in 1995 and Batman & Robin in 1997. Eight years passed before someone in Hollywood realized the Dark Knight's name could still fill theater seats, and the franchise was rebooted in 2005 with the dark and gritty Batman Begins.
The totally redesigned 2011 Ford Explorer is the Blue Oval's Batman Begins. Ford's most famous sport utility vehicle has desperately needed a reboot ever since the Firestone tire recall in 2000 made it Rollover Enemy Number One. Rising gas prices haven't helped either, but the tire debacle hurt the brand badly, with the Explorer going from this country's third best-selling vehicle in 2000 with 445,157 sold to just over 60,000 bought in 2010. But just like Batman, the Explorer name had value that Ford couldn't let go to waste. And so the 2011 Explorer is the sport utility story retold by Ford from an entirely new angle. The question is whether or not the Explorer's name can still put butts in seats.
Continue reading...
Gallery: 2011 Ford Explorer Limited 4WD: Review
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
* 2011 Ford Explorer
Photos copyright ©2011 John Neff / AOL
The new SUV story that Ford is telling is truly different from the original because the new Explorer isn't an SUV at all – it's a crossover utility vehicle. Whereas prior Explorers could trace their lineage all the way back to the body-on-frame Ranger pickup, the new Explorer uses a unibody platform derived from Volvo and Ford sedans, albeit heavily modified to withstand some light off-roading.
Underneath its skin, the 2011 model is most closely related to Ford's other three-row crossovers, the Flex and Lincoln MKT, and it's now being built alongside Taurus and Lincoln MKS sedans at Ford's Chicago Assembly plant. The curious thing is that the Explorer is still called an SUV in Ford's new story. Despite it technically being a crossover, the Explorer gets lumped in with the Expedition and Escape (also technically a crossover) in Ford's portfolio of SUVs. The Edge and Flex, meanwhile, are Ford's official CUVs.
2011 Ford Explorer Limited side view2011 Ford Explorer Limited front view2011 Ford Explorer Limited rear view
What the new Explorer looks like, however, is a Taurus station wagon with a lift kit. Many of the Explorer's new design cues are lifted straight from Ford's large sedan, like its Remington shaver grille sporting a familiar pair of perforated crossbars. The two vehicles also share some surface sculpting, which is most evident on the sides where both feature the same indented door panels and dimpled sheetmetal behind the rear wheels. Ford designers haven't totally broken with the past, however, as some original Explorer elements remain. The B- and D-pillars, for instance, are blacked-out just like they've been on every Explorer since 1991. Ford's designers also made the new Explorer's A-pillar disappear, which further reduces visual bulk and makes the roof look like it's balancing on the strong, thick C-pillars.
Dimensionally, the new Explorer is similar to the one it replaces – a little smaller here, a little bigger there. It's longer, lower and significantly wider than the 2010 model and has more headroom for all passengers. There's a little less legroom for the driver, front passenger and people riding in the very back, but passengers in the middle seats are treated to almost three more inches of legroom. And while overall cargo capacity with all of the seats folded and/or stowed is down from 84 cubic feet to 81, the new model's extra inches of length were put to good use behind the third row of seats, where luggage space has grown from 14 to 21 cubic feet.
2011 Ford Explorer Limited interior2011 Ford Explorer Limited front seats2011 Ford Explorer Limited third row2011 Ford Explorer Limited rear cargo area
Our Limited 4WD tester proved to be comfortably roomy for passengers sitting up front and in the second row of seats, the latter of which were optional dual buckets ($750) with a second-row console ($100). While they do sacrifice a seat compared to the standard 60/40 split bench, the buckets make the third row less claustrophobic and give passengers in the way-back some extra knee room for their inboard legs. It's still not as comfortable as a minivan's most aft seating, but the Explorer's third row is one of the most comfortable in its class.
Our tester also came equipped with the top shelf Rapid Spec 302A package ($4,810) that, in addition to such niceties as Active Park Assist (useful in a vehicle this size), Adaptive Cruise Control, Blind Spot Monitoring System, rain sensing wipers, HID projector headlamps, a power liftgate, luxury seating package (heated, cooled, 10-way adjustable front seats) and voice-activated navigation with SIRIUS Travel Link, included an impressive power-folding 50/50 split third row. Check it out in the Autoblog Short Cuts video below.
Being the most expensive model with all-wheel drive and all the trimmings, this Explorer's $44,610 price tag ($39,190 base MSRP) did include Ford's controversial MyFord Touch system. We say 'controversial' because it's a love-it-or-hate-it infotainment system. You either love it for its forward-thinking user interface, excellent graphics and industry-leading features, or you hate it because it's a distraction, difficult to learn and slow to respond to inputs. Consumer Reports doesn't like it very much and the Autoblog team is split down the middle, though we universally dislike the stereo and climate controls that come with the separate upgraded Sony sound system.
In addition to nice things like a rear subwoofer, 12 speakers and 390 watts of power, the Sony system also replaces the lower part of your center dash with a completely smooth, glossy black panel of touch sensitive controls for the climate system and a single rotary knob for the stereo controls. With no contours, it's very difficult to perform simple tasks like finding the controls to change fan speed or turning on the rear defroster. Unfortunately, the Sony system is standard on Limited models.
2011 Ford Explorer Limited MyFord Touch2011 Ford Explorer Limited Sony stereo system
What's also standard is Ford's 3.5-liter TiVCT V6 engine. It's the only drivetrain available at launch, though will soon be joined by a high-tech 2.0-liter turbocharged EcoBoost four-cylinder. For now, however, the 3.5-liter is all one needs thanks to respectable power figures like 290 horsepower at 6,500 rpm and 255 pound-feet of torque at 4,000 rpm. The EcoBoost four-cylinder will have less power (237 hp at 5,500 rpm and 250 lb.-ft. from 1,750 rpm), but should easily beat the 3.5-liter's EPA fuel economy figures of 17 miles per gallon city, 23 mpg highway and 19 combined. Not opting for all-wheel drive will improve those numbers to 17 city, 25 highway and 20 combined, though we managed to achieve an average of 20.4 mpg over the course of a week with our Explorer Limited 4WD.
An engine is only as good as the parts to which it's mated, and fortunately the rest of the Explorer's mechanicals are equally up to moving and stopping this 4,752-pound vehicle without drama. The six-speed automatic transmission shifts smoothly and intelligently, making manual gear selection via the gearshift lever's rocker switch somewhat superfluous. The brakes are confidence-inspiring with a firm pedal feel, addressing one of the long-standing complaints we've had with Ford vehicles on this platform for the last couple of years. And the steering is yet another incremental improvement for Ford's electronic power-assisted rack-and-pinion system, which continues to feel more natural with each iteration. Combined, these elements do their work without being noticed, which is exactly what the busy mom or dad who's behind the wheel wants.
2011 Ford Explorer Limited engine
What they also want are class-leading technology and safety features, and Ford is happy to oblige. Our Explorer Limited 4WD featured common items like a blind sport warning system, rear view camera and electronic stability control system with traction control, but also included unique features like the industry's first second-row inflatable seat belts. Next up is Curve Control, a new system that can sense when the driver is taking a turn too fast, as on a highway entrance or exit ramp, and reduce engine torque and independently apply braking to each of the four wheels to keep the Explorer on its intended arc. The most trick piece of new tech, however, and the one which we used the most, was Ford's new Terrain Management system.
Controlled by a knob right behind the gearshift lever, Terrain Management offers Explorer owners four selectable modes for the all-wheel-drive system: Normal, Mud and Ruts, Sand and Snow. Each of these situation-specific modes will individually adjust the engine, throttle, transmission, traction and stability control systems for that particular environment. We got caught in a nasty snow storm between Detroit and Cleveland while driving the Explorer and were able to at least put Snow mode to the test.
2011 Ford Explorer Limited Terrain Management System
We weren't able to feel any of those adjustments from behind the wheel during our hours of driving through inclement weather, which is a credit to the system's calibration, but we know it works if for no other reason than we're still here to write this review. We also noticed that the Explorer could generally accelerate quicker and cruise faster in the snow than the traffic around it, which could have been the Terrain Management's Snow mode doing its job or just our false sense of security from turning a knob on the dash until a snow flake lit up – a real danger for any well-marketed all-wheel-drive system. Terrain Management also includes Hill Descent Control, though we never found a big enough hill in Ohio to test this system's ability to slow down the Explorer with the assist of engine braking.
What we do have in Ohio is plenty of flat, straight roads on which to evaluate a vehicle's ride, and the Explorer offers a fine compromise between controlled and comfy. The longish 112.6-inch wheelbase, big 20-inch aluminum wheels and general immensity of the Explorer are able by their nature to handle bumps in the road without the vehicle becoming unsettled, while the shocks and springs themselves actually feel firm when being loaded up in a turn. With momentum in all directions under control, the Explorer actually drives like a smaller vehicle, though looking out of that high, expansive hood will never let you forget its size.
2011 Ford Explorer Limited headlight2011 Ford Explorer Limited grille2011 Ford Explorer Limited wheel2011 Ford Explorer Limited taillight
Some 20 years after America met the first Explorer, size is the main thing that's holding this latest model back from ever achieving the big box office numbers of its predecessors. That kind of money is reserved for much smaller vehicles these days. In fact, the top ten best-selling vehicles of 2010 included only one utility vehicle, the much smaller Honda CR-V, which nearly slid off the list at number nine. The CR-V sold just over 200,000 units last year, or less than half what the Explorer sold at its height of popularity back in 2000. Clearly, this size vehicle can't be a blockbuster anymore (unless it's got a bed in the back).
That doesn't mean, however, that the 2011 Ford Explorer can't be a huge success. Batman Begins was a huge success, even though the 1989 original earned a lot more money. Michael Keaton's original cost $48 million to make and earned $411 million worldwide, while the Christian Bale reboot cost $150 million and made $373 million. Nobody would argue the reboot was a bad idea, because that's not what reboots are about. They're about getting back to making a great product, which is exactly what Ford has done with the 2011 Explorer.
2011 Ford Explorer Limited rear 3/4 view
Bonus Fun Fact: The original Batman remained the highest grossing caped crusader film until the reboot's sequel, The Dark Knight, arrived in 2008. That film rediscovered the sweet spot with a little help from Heath Ledger's Joker and knocked the first film from its pedestal grossing over one... billion... dollars. If our little analogy holds true, Ford may have the utility vehicle to end all utility vehicles up its sleeve for this new Explorer's encore.
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