2010 Subaru Outback adds size, power and refinement for a big wagon winner

2010 Subaru Outback - Click above for high-res image gallery

Even in the face of a bleak economy and dreadful auto sales, Subaru managed to have a breakout year in 2009. Products like the Forester and the Impreza helped Subaru achieve consistent year-over-year gains while the Japanese automaker continues to post stellar quality ratings through J.D. Power and Consumer Reports. And the accolades don't stop there. The new-for-2009 Forester was crowned the 2008 Motor Trend SUV of the year, and this year Subaru accomplished a surprise repeat taking the award for the second straight year with the 2010 Outback.



However, the new Outback isn't the capable, milquetoast lifted station wagon we've come to know and respect over the years. It's now bigger. Quite a bit bigger, performing a similar wagon-to-crossover transformation that the Forester pulled off a year earlier. Granted, the Outback is only two inches taller and wider, and a mere three inches longer between the wheels, but the result is a wagon that looks much larger than the model it replaces. We've come to expect that kind of growth in a world of constant size and weight one-upping, but we had to wonder – has increased functionality come at the expense of entertainment once again? We snagged a six-cylinder Outback to find out.
In 3.6R Limited trim, the story starts with a great powertrain and gets better from there. Subaru's 3.6-liter boxer six-cylinder pumps out a worthy 256 horsepower and 247 pound-feet of torque. This admittedly doesn't sound all that spectacular when 269-hp Toyota RAV4s and 290-hp Buick Enclaves roam the landscape. But the boxer six feels beefier than the sum of its numbers primarily because power delivery is so fluid and consistent. The engine is mated to a five-speed automatic that plays well with its six-pot partner, and while Subaru provides paddle shifters to row your own gears, the smooth, well-timed cogswaps of the auto 'box negates the need.

Despite its upgraded proportions, Subaru engineers worked hard to keep weight down. Our loaded Outback 3.6R Limited tester weighed in at just over 3,600 pounds – some 400 pounds lighter than a comparably equipped Toyota Venza with all-wheel drive, one of the Outback's main competitors. Subaru was able to keep the pounds down through the use of high strength steel, making the structure both safer and lighter than a more rotund CUV. The Outback's relatively restrained tonnage helps the boxer six feel that much more potent when pushed, and the weight reduction pays dividends in the braking department, allowing the Outback to be halted with minimal fuss on wet or dry pavement.




But while the 3.6-liter boxer is good, it's the symmetrical all-wheel drive that wins the day. We put the Outback through its paces on dry pavement, through a torrential downpour and some muddy terrain and were always well within the limits of adhesion. In fact, the Outback's seemingly never-ending traction begged us to drive harder and faster as the week wore on. How hard? Over the course of the first two days, we averaged a relatively robust 23.8 mpg in mixed driving and by the end of the week our relentless flogging dropped that figure down to just over 20 mpg – still laudable considering we spent a lot of time with the long pedal pegged to the floor.

And thanks to the Outback's reasonable weight and excellent AWD, this Subaru feels closer to a sports sedan than a 63-inch tall wagon. Aggressive cornering is a snap, with minimal body roll and the aformentioned constant supply of traction. And the Outback doesn't just feel car-like in turns. It may have a best-in-class 8.7 inches of ground clearance and surprising off-road chops, but on the highway, this tall wagon transforms into a sophisticated cruiser. While the occasional bump found its way into the cabin, the intrusions were far from jarring and the firm steering provided ample feedback whether pointed straight or winding our way through the bends. But while it's hard to find significant fault with the Outback's power and handling, our red pen finally gets some use when discussing the Outback's interior.



Any family-friendly wagon needs a warm and inviting cabin that's configurable enough to meet the needs of large clans and empty-nesters alike. Subaru gets the job done, for the most part, with great leather-clad front seats with sufficient support and bolstering, back seats that fold flat in a cinch and an easily read instrument panel. And lucky for us, the best seat has been reserved or the driver. The steering wheel is meaty and pleasing to the touch and we had little trouble figuring out the navigation system or HVAC controls. However, we were disappointed that the only way to change radio stations was via the LCD screen or on the steering wheel. To make matters worse, you have to push the radio tuner knob to display the stations. Not particularly intuitive, and with no redundant control buttons on the center stack and a somewhat confusing array of buttons on the steering wheel, things aren't exactly WYSIWYG.




But as far as accommodations are concerned, rear seat passengers should be pleased with their surroundings, and the Subie easily swallowed a 46-inch LCD TV with the second row stowed. We were a little confused on how to operate the rear middle safety belt, but after a few minutes of searching, we found the belt tucked into the roof of the Outback's cargo area. The center passenger needs two latches as well; one secures the shoulder belt and the other secures the attached lap belt. This odd contraption is less than desirable because even a ten-year-old couldn't secure the belt without assistance – and the presence of two belt fasteners means rear seat occupants have to make due with a little less hip room. There has to be an easier way – and there is in nearly every other CUV on sale.

Although Subaru has picked up its game in many areas, the Japanese automaker still struggles with the quality of its interior materials, and the Outback is no different. While the seats are stitched up in a relatively high quality leather, dash materials are hard plastic and the center stack feels a bit bargain basement. We know that our tester was a nearly full-boat example, but when you pay $34,685 for a crossover, we expect somewhat nicer instrument panel materials than what the Outback offers.



Subaru makes some... interesting looking vehicles. Or homely, depending on your perspective. That said, we thought our Outback, while far from the beauty queen, looked good in blue, with its subdued 17-inch alloys providing just enough visual spark. Its up-sized proportions play out well in the sheetmetal and the more sophisticated front end shows that Subaru is learning from past mistakes (see: Impreza, Tribeca), though it still has a ways to go. Plastic cladding is still present all around, but for 2010 the look is far less agrarian and the two-tone theme is finally muted compared to its immediate predecessor.

Subaru has managed to combine a superb engine, capable AWD, impressive handling, capacious interior and improved looks into a functional, family-friendly package. What's more, it's created a psuedo-CUV that encourages you to enjoy the journey. There's something undeniably rewarding about a vehicle that pushes you to drive more, do more and have more fun. The Outback just has that kind of moxie. One minute, you're slogging along on the daily commute and the next, you're looking for a 50-acre sandbox to play with your pet boxer. That's an attribute few crossovers (big or small) can manage, and further proof that Subaru's recent good fortunes aren't likely to stop anytime soon.

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Governator says Tesla teaming up with Toyota in Cali

Tesla Model S sedan – click above for high-res image gallery

California Governor Arnold Schwartzenegger has apparently let slip ahead of a scheduled 5pm Pacific announcement that Tesla Motors will be teaming up with Toyota to build electric cars.








While some might speculate that the agreement could result in the re-opening of Fremont's idle New United Motor Manufacturing Inc. plant (NUMMI), SFGate says that this is somewhat unlikely. Any production agreement will likely involve the forthcoming Model S sedan, and NUMMI's facilities are significantly larger than what the model will require, as it was originally scaled to accommodate the joint venture between Toyota and General Motors which required much greater capacity. The smart money is on a new factory location, probably in Downey, CA (in Los Angeles County).

It is not yet clear what Toyota will bring to the table or what, if any money or stock is changing hands with this rumored agreement. Also, no word yet on how Mercedes-Benz feels about all this – the German automaker already has a 10 percent stake in the company after opening its coffers to the struggling EV manufacturer back in May of 2009.

More information as it becomes available...
[Source: SFGate and autoblog]

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Living with the Tesla Roadster Sport: One week in an electric light orchestra

2010 Tesla Roadster Sport - Click above for high-res image gallery

After finally getting myself situated in the back of the Boeing, I notice the lady to my left wearing a Tesla fleece. As fate, the alignment of the stars and unbridled dumb luck would have it, I was seated next to Rachel Konrad, Tesla's Senior Manager of Communications... for the next 10 hours.




After exchanging pleasantries, discussing each other's plans for the Frankfurt Motor Show and getting acquainted, the topic of conversation naturally turned to cars, and the Tesla Roadster, in particular.

"It's not just about performance," an overly animated Konrad told me. "What journalists don't understand is how functional it is. Owners forget to clean their windshield because they never have to go to the gas station!"

Okay, sure. But if you're selling a vehicle that starts at $109,000, you're interested in more than avoiding dirty hands at the pump. You want the full sports car monty. Power, poise, engagement, the lot. And a bit of green cred to boot surely doesn't hurt.

So after several hours of discussion, I finally say, "Hand it over to us for a week. We'll give it a proper review on its day-to-day livability. No track tests. No slalom speeds. No smoky burnouts. Just a comprehensive assessment of functionality."

A handful of phone calls and dozens of emails later, I arrive at Tesla's flagship dealership in Menlo Park, CA to pick up a full-kitted 2010 Tesla Roadster Sport. After a tutorial on the charging procedure, the internal computer and signing my life away, I was off. The Roadster was mine for the next five days, so I promptly pulled off into a bus stop, set a destination for the coast, disabled the traction control and laid a set of elevens down the street from the dealership.

Ladies and gentlemen, it pays to fly coach.
Trip One – Fully Charged – Range: 187 miles

The plan for the first day was to mimic a typical weekend jaunt – a two-seat sports car's raison d'être – involving lunch on the coast, a stop in San Francisco and then a run to my flat in Fremont before heading to a house in Tracy where I'd be parking and charging the Tesla for the week (no garage means no 220-volt outlet).

Total trip: 135 miles.

After fiddling with the JVC-supplied navigation system, the first stop was Sam's Chowder House north of Half Moon Bay. The initial leg was a simple 25-mile combination of surface streets, freeways and backroads terminating at Highway 1 and providing the perfect opportunity to get acquainted with the Roadster's recently revised interior.



When Franz von Holzhausen left Mazda to join the Tesla team, one of his first orders of business was to give the inside of the Roadster a makeover. He's succeeded with an interior that finally looks like a finished product (including a glovebox!), striking a balance between sparse and upscale with carbon fiber trim and leather "Executive" appointments.

Unlike the prototype we drove two years ago, the two-stage transmission lever has been replaced by an aluminum center console with backlit buttons for Park, Reverse, Neutral and Drive. Just below is a slot for an iPod, with Apple's proprietary connector protruding from the bottom and a rubber backing to prevent the MP3 player from sliding around – a nice, functional touch.

Below that, the traction control switch is simply either on or off (huzzah!) and the two-stage seat heaters proved invaluable when we finally made it to a chilly, fog-ensconced coast.



Although the JVC stereo looks as out of place as any other aftermarket head-unit, it just works (however inelegantly) and doesn't detract from the incredibly cool display that's migrated from its previous position to the left of the driver's knee to above the center console. The screen displays every facet of information about the Roadster, from ideal to operating range, charge status, maintenance information and performance stats. It's both simple to operate and pure geeketry, but the majority of the time it was kept on the battery display.

After enjoying some of Sam's finest (New England-style, natch) and performing an effortless five-car pass on PCH, I headed north in search of a peculiar San Francisco treat. No, not Rice-A-Roni, but the illustrious infamous maple bacon latte served by up the Pirate Cat Radio cafe. Seriously, don't judge.

Scoring a spot down the street from the low-power radio station/coffee house, I enjoyed the oddly satisfying (and predictably stomach burbling) concoction before setting out on the second-to-last leg. I got back to the topless Tesla to find a pair of ten-year-olds peering over the windows and leaning on the front bumper as their mother took a few hundred cameraphone snaps of the kiddies. Yes, the "Very Orange" exterior is just that and perhaps a tad too extroverted for a vehicle that makes nearly no noise. I slotted the key into column, twisted, heard the reassuring chime and pulled away in near silence to both kids' amusement and apparent confusion.



With just over 100 miles left on the charge, I quietly trundled my way around The City to find a few streets I knew would test the Tesla's suspension. It didn't take long to land on a particularly neglected one-way road that sent jolts through the steering wheel and ten-way adjustable suspension. Having driven a handful of Lotus Elise and Exiges in similar conditions, unsurprisingly, the Tesla felt nearly the same – easily livable, yet slightly jarring, complete with a few squeaks and rattles from the interior when cold.

When I finally made it to the Bay Bridge, the battery indicator provided a bit of a shock (no pun, promise). I had 92 miles left on the charge and 86 miles to cover, including a bout through the Bay Area's notorious late afternoon traffic. The first pangs of range anxiety had finally set in.

By the time I made it to Fremont after enduring some start-and-stop traffic on 880, the charge was down to 52 miles. The trip to Tracy: a Google-estimated 43.6 miles. Close, but doable.



Packed up – including a 70-pound dog in the passenger seat – we headed out and I stupidly didn't fit the canvas roof buried in the trunk. As the sun went down, the temperature dropped in conjunction with the range, the battery readout changed from green to red, and a light on the dash indicating power was reduced.

In an effort to conserve the remaining juice (15 miles by the time I reached Altamont Pass), I shut off the seat warmers and heater, threw a beanie on and apologized to the dog. With visions of the puppy and I shivering on the side of the freeway awaiting a tow, I shifted into maximum conservation mode and 20 minutes later – with three miles left on the charge – we rolled into the garage, hooked up the three-prong, 220-volt cable to the dryer outlet, inserted the other end into the Roadster and with a twist and a snap the surrounding bezel glowed green, then blue, to indicate juice was flowing. The dog scowled in my general direction and then promptly passed out in front of the space heater.


Trips Two and Two-Point-Five – Fully Charged – Range: 185 miles

Despite Tesla's initial claim of a 250-mile charge on the battery, the upstart automaker has changed its tune to "over 200 miles." So why haven't we broken the that mark after a full six-hour charge? A combination of factors. First, we mistakenly only charged in either "Standard" or "Performance" mode during our five-day stint. If we had set it to Range, we've been assured by Tesla that we would have seen the range extend passed 200 miles. Secondly, one of Tesla's engineers disclosed that our Sport model – like all press fleet vehicles – has lived a rough life over the last year and it's taken its toll on the battery. Your mileage – literally – will vary. Oh, and if you're without a 220-volt outlet, Tesla supplies a normal 110-volt cable that works on any standard three-prong outlet. However, despite what simple math might indicate (half of 220 means a 12-hour charge?), the 110-volt cable can only transfer five miles for each hour of charging time. Translation: Over 40 hours to top off on a normal wall outlet. Disconcerting, but hardly a dealbreaker for Teslaphiles.

So after one sphincter-puckering test of the Tesla's range, the next two days were taken relatively easy. Most of the trips were composed of short jaunts around town – anywhere between five and 30 miles – along with a 104-mile round-trip to Oakland and a photo session on the outskirts of the city. As you'd expect, this is where the Tesla shines. Simply head out, do what needs doing and plug in when you get back. It's an easy set-it-and-forget-it affair, and while it's not on the feature list, a trip to Home Depot for 50-feet of plastic fencing and two dozen wooden stakes fits in the trunk... and the front seat... with your Mom holding them.


Trip Three – 90% Charged – Range: 176 miles

With daily livability off the checklist, the final night with the Roadster meant that a proper flogging was in order. After the aforementioned trip to Oakland, I set the Sport to charge for a few hours and then headed out on a late-night backroad bombing through the hills that separate the Valley from the (far) East Bay. After all, this is a sports car, and according to Tesla's Konrad, the ideal Roadster owner is someone who's just fitted solar panels to their roof and is about to trade in their Porsche 911 Turbo. So then...

The sub-40-mile roundabout run through the Altamont is the macadam playground of my youth, a combination of expansive straights and tight turns that still serves as my de facto test loop to this day. And one stretch, in particular, is strikingly apropos: Tesla Road.




By fiddling with the car's firmware, fitting a more efficient motor and hand-wound stator, the revised Roadster puts out 288 horsepower and 295 pound-feet of torque, the latter – and this can't be repeated enough – available at zero rpm. The tweaks drops two-tenths of a second from the standard Roadster's 0-60 time (3.7 versus 3.9 seconds), but the initial acceleration isn't what impresses the most. Passing isn't point-and-squirt, it's teleportation. Need to squeeze into the slot between the Cadillac Escalade and the (in comparison, low-tech) Toyota Prius? Before you can think it, you're there. Mid-range torque is so plentiful that when it finally begins to drop off a few ticks past 5,000 rpm, it doesn't matter. You're already where you need to be, hunting for another slot in traffic as the whir from the electric motor at your waist is quickly overcome by a combination of wind and road noise.

With the computer set to Performance (not the Max Range mode I'd used thus far), I was completely convinced of the Roadster's pavement pummeling chops. Although you're always acutely aware of the amount of weight behind your back (the battery comes in around 900 pounds and is mounted directly against the firewall), it strikes a balance between the rearward grip of a 911 and the edgy tactility of a mid-engine sports car.

While trundling around town, the regenerative brakes takes some getting used to, but once acclimated, they became one of my favorite features, providing a startling amount of "engine braking" without having to employ the AP Racing stoppers. Out of town and into the twisties, the system's abilities are magnified to good effect and the brakes, like the sublime unassisted steering, remain wonderfully pure to their Lotus roots.



Halfway up the mountain, the radius of the bends decreases in opposite proportion to the drop-offs, but despite a predilection for bacon-saving, I disable the traction control and things get even more interesting. For your average hack (yours truly), understeer at the limit is the order of the day, but with a little coaxing and a drop of the throttle (throttle?) the rear skips sideways as the front end aims for the apex.

A sweeping left-right-left-right combination at the top of the hill makes the Roadster's rear weight bias even more pronounced, but easily manageable. And then I notice an amber light on the dash. "Fault." Followed by the "Power Reduced" indicator.

The power gauge on the right won't swing passed 100 kW as I pull off at the next turnout to give it rest. After scribbling a few thoughts in my notebook and restarting the Roadster, all is back to normal – for another five miles. The same combination of "Fault" and "Power Reduced" appears on the dash and repeats two more times before I finally pull into the lot that marks the end of my run. Needless to say, I'm disappointed, yet after speaking with the crew at Tesla, they assure me that it was a momentary issue with the motor and a rare occurrence. Chalk it up to a well-worn tester. Regardless, it was a disheartening end to an otherwise spectacular experience, and when I finally return to the garage, the late-night assault proves that just like a traditional sports car with an internal combustion engine, fuel efficiency is scarified at the altar of speed. When I left, the display read 176 miles. When I plugged in: 63 miles. Actual miles traveled: 28.


Trip Four – Fully Charged – Range 184 miles

The trek back to Tesla was an easy 63-mile jaunt; the final test of its livability and prime reflection time. Just like the vehicle on which it's based, the Roadster Sport is an exercise in compromise. The interior is sparse, the cargo capacity minimal, at best. But as a means of daily transportation, with the – let's face it – rare stoplight drag and odd day-long journey, the Roadster is easily on par with similarly priced performance offerings. And even with my singular bout of range anxiety, the appeal continued to grow.

As a longtime Elise-lover, I could count down the days when the depreciation demons take their toll and the Tesla Roadster finds its way into the Lavrinc stable, but how long could that take? The short answer: A while.



Tack on the Sport package and you're looking at an additional $19,500 on top of the $109,000 base price. Add the carbon fiber exterior bits (totaling $14,000?!), premium paint, electronics package and Executive interior and the as-tested price swells to $155,850. Clearly, Tesla is taking cues from the Germans. But to simply crunch the numbers and calculate the payments is to completely miss the point.

The Roadster is a rolling proclamation that defines you as a futurist. It's not a toy, but it's a geek's plaything. It's not a track tool, but it's capable of unparalleled performance. The same could be said for a countless number of past, current and future exotics. And above all else, it works, something that can't be said for many erstwhile supercar upstarts. Factor in the (near) zero-emissions thing and the total tally for juice (around $40.00 for the week, maybe less if I was on a different power plan) and the Roadster rises above the hype to solidify its place as a proper sports car. Could it be lighter? Certainly. Could it be cheaper? Most definitely. But today, in this world, in this climate, it stands in a segment of one. That makes it something to aspire to. And aspire I will.

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2008 Subaru Tribeca

2008 Subaru Tribeca – Click above for high-res image gallery

"It looks like a puppy," my wife said upon first setting eyes on the 2008 Subaru Tribeca. That's an apt description of any Subaru; they usually feel quite eager from behind the wheel, and they're trusty companions. The new front end on the Tribeca is more bland than the outgoing aviation-inspired look, but that hasn't dulled the inherent goodness of this big CUV.

The power unit has also seen upgrades. B9-era Tribecas (the alphanumeric has been dropped for '08) had 3.0 liters of horizontally opposed 6 cylinder to haul 4300 pounds. Power delivery was on the revvy side, so maximum torque didn't arrive until you wound it up a bit. 2008 brings more than a half-liter capacity bump, making the Tribeca feel more sprightly with not only more grunt, but also revised delivery characteristics that better suit most drivers.


The Tribeca's styling has had much of its polarizing uniqueness beaten out of it with a bland stick. The most dramatic changes are up front, where the original face's headlight tunnels and three-piece grille have given way to a far less distinctive frontispiece. In the interest of quieting detractors, the Tribeca has tiptoed to the precipice of anonymity, but thankfully, some of the interesting detailing in the shape pulls it back. Glance quickly, though, and you may mistake it for a DCX minivan. The rump has also come in for a nip and tuck. Gone is the inset on the lower portion of the hatch, the taillamps have been reshaped, and the rear bumper's facsia has been heavily revised.

Away from the nose and tail, much of the ALFA-esque styling has escaped unscathed. The flanks still carry sculpting that catches light and focuses your gaze. The rear quarter windows have been enlarged, a boon for visibility, and the D-pillar comes away successfully tamed. Even with its funkectomy, we still find the Tribeca interesting to look at, and the vehicle continues to stand apart in a crowded field.

Inside and out, the Tribeca is unabashed about the dashing line it cuts. The sides are hewn in a way that catches light and dribbles reflections like liquid. The more you gaze at the Tribeca, the more you like it, even with the higher nose and more traditional (and large) grille. Inside, the swoopy dash and fresh design still remains. The materials are well done, if more workaday than luxo-plush. Silver plastic trim always raises questions about longevity, but what we saw in the belly of the beast appeared like it'd ward off scuffs and nastiness.

Instrumentation is clean and easily read, with electroluminescent gauge faces. We were less than impressed by the "information center" LCD screen at the top of the center stack; what's so wrong about keeping feedback local to the controls? The speedo and tach sit at the bottom of two nacelles and the temperature and fuel gauges flank the circular tunnels. The treatment adds a bit of levity to the often-blah territory of vital information delivery. The dance that the gauge needles do when you first energize the electrical system is a novel trick, too. Our test car was not equipped with navigation, which would have placed a touch screen where the underwhelming LCD took residence. The display has a tendency to half-disappear when wearing polarized sunglasses, which made it difficult to read quickly, though we're sure part of the reasoning for the LCD in the first place is that it's a central repository for information about what the HVAC and radio are doing. We found ourselves looking at a knob that was bankrupt of any indication of setting, rather than going first to the LCD for information. Looking somewhere other than the control you want to adjust is just unnatural. It's kind of like driving the car via a VT100 terminal, and it's maddening. The HVAC's trio of rocker action knobs take practice, and the digital readouts in the center of the temperature selection knobs look cooler than they are in practice. Since the knobs have a rocker action, there's no way to quickly discern what they're set to without taking your eyes off the road long enough to comprehend the number in the readout. The central fan speed knob would also be better with detents, rather than returning to center. The other ventilation controls hide out just in front of the shifter, and can be difficult to quickly locate since the buttons are all alike, with low contrast markings.

The rest of the controls are easy to figure out, and fall easily at hand. The driving position and provisions are comfortable in that familiar, friendly Subaru way. The seats had tasteful, grippy fabric, and were quickly adjusted to proper posture. There are three rows of seats available in the Tribeca, but we think that the space is better utilized as cargo area, like our two row tester. The 2nd row is also more accommodating without a third row nipping at its heels. Even though the Tribeca carries high style, with its front quarter windows, deeper front airdam and powerful wheel arches, the D-pillars don't bite into useful interior space like in other vehicles such as the Infiniti FX. The load area with just two rows accommodates a long day of consumerism at the temple of the buck without a whimper.

When you finally break free from the joy of beating down your credit score, the drive home is a refreshing respite from the humdrum conveyances that surround you on your suburb to suburb trek. The steering operates with well-oiled precision and is weighted nicely for locking on to straight ahead. The Tribeca is definitely a Subaru from the driver's seat. Wheel motion is well controlled and the Tribeca doesn't have an aversion to rounding corners.

Subaru continues with its uncommon powertrains to good result with the newly-enlarged H6. The 3.0 didn't have enough room in the case for a traditional bore and stroke job to offer the desired size increase, so a slightly triangular connecting rod was developed to facilitate more stroked volume without an increase in deck height. It sounds like a lot of effort to go through when they could have just made the engine a little wider, but by maintaining the same external dimensions, re-cyphering the engine bay wasn't necessary, keeping costs down. There are lots of other detail changes to the mill, including variable valve timing on both intake and exhaust cams, and a revised cooling system that drops the octane requirement to 87 R+M/2.

The Tribeca's idle is very smooth and well isolated, and at speed the 3.6-liter flat six is muted. A stomp on the go pedal is rewarded with a snarl starting around 2,700 rpm, and even with more torque available across the rev range, the 3.6 is better when the tach winds around past three. The engine note is sweetly mechanical, but not as thrilling as what you'd hear from that other company that makes horizontally opposed sixes. That's an unfair comparison, though, and the Tribeca's engine sounds good when being caned, and quiets right down when you're not calling for Full Ahead from the engine room.

The Tribeca's driving traits put it in good company, running with effete European breeds dynamically. The interior fitment lacks some of the sumptuousness of those vehicles, but that's not a knock on the big Subie. What you find is a vehicle that carries its size well, offers unique styling and doesn't have to be apologetic for sloppy reflexes. It's no Legacy wagon, but that's exactly the point. The Tribeca exists to fill a hole in the Subaru line not served by the other offerings. It's a big, family-friendly machine that is thoughtfully packaged, rather than being a V8 stuffed in a ladder frame and topped with an SUV body. The new nose will likely find more play in Peoria, and Subaru's apparent mission of turning out ersatz half-price BMWs that sacrifice little is carried through the newly freshened Tribeca.
source by autoblog

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2010 Toyota 4Runner faithfully sticks to the formula it helped create

2010 Toyota 4Runner - Click above for high-res image gallery

Toyota has made some serious money over the past couple of decades by making safe, reliable vehicles. There have been a few models, like the Supra and Celica, that have appealed to the enthusiast, but the rest of America hasn't really seemed to care. New Toyota chief Akio Toyoda has promised to change that paradigm, however, pledging to inject new vehicles with much-needed soul. But do we have to wait a few years for Toyota's designers and engineers to come up with something new and exciting? Maybe not.



While the enthusiast-inspired products like the FT-86 coupe are still a ways off, off-roading types have a new Toyota to test drive: the 2010 4Runner. We've long known that the 4Runner has been perfectly capable of wrestling with a bit of mud, as it helped define America's sport-utility genre along with the original Jeep Cherokee way back in 1984. But this new model is at once bigger, more capable and more luxurious – and its styling has been designed to stand out in an admittedly thinning crowd of proper SUVs. We spent a week with a Magnetic Grey Metallic 4WD SR5 to see if Toyota has been right to stand by its mid-size mainstay while the rest of the automaking world has been busy turning its body-on-frame gas-guzzlers into pump-friendly softroaders.
Looking at our $37,649 tester from the outside, it's abundantly clear that Toyota has zigged when the rest of the world's utility vehicles have up and zagged. Our naked eye tells us the 4Runner is a cross between a GMC Terrain and Sloth from the movie Goonies. That's a nice way of saying that we find the 4Runner a bit hard to look at. Its flat nose, square-rigged proportions and bold side moldings won't win any beauty contests, but after a few days, its "more is more" look began to wear on us, if only a bit. One trait we just couldn't get used to are the bulging headlights and taillights that protrude from the sheetmetal by a good two inches. We're thinking there isn't a huge market for taillights that appear to have an inoperable growth jutting out to the sides.

The 4Runner's exterior definitely makes a bold statement, and that theme has been deftly carried over to the interior. Toyota has continued the big and bold theme inside the cabin, with oversized seats, a wonderful Delmonico-inspired steering wheel and a shift lever that could double as the barrel of a Louisville Slugger. Even the knobs are over an inch in diameter. The wide, squared-off center stack very efficiently packs in all the 4Runner's supersized buttons and switchgear, and ergonomics are surprisingly good. The 4Runner's overall length, at 189 inches, is three inches shorter than the Nissan Pathfinder, but the 4Runner is a far more useful 2.4 inches wider. That means more shoulder and hip room for passengers, more presence in traffic, and perhaps most importantly, more stability.



We liked the 4Runner's comfortable leather seats, commanding view of the road and roomy dimensions, but there were a few notable problems within this Toyota's cabin. First, one of the most amusing buttons we've ever seen in any vehicle appeared in our tester: the "Party Mode" button. Sadly, Ryan Seacrest's short and suited self doesn't pop out whenever we pressed it. Instead, the sound system's music goes from clean to heavy on the bass and over-modulated. The stereo doesn't actually sound that bad in "Party Mode," but we're not sure why Toyota has elected to place the button a foot away from the headunit and behind that massive steering wheel we told you about. We didn't see the button for the first four days behind the wheel and may never have stumbled across it if one of our other editors didn't alert us to its existence.

Interior quality is also a bit uneven, as the 4Runner's dash plastic is unyielding, and touchpoints at the door and center armrest are surprisingly harsh and rubbery. We understand (but don't like) the use of hard plastics on a meat-and-potatoes SUV dashboard, but touchpoints deserve a bit more love. An even bigger problem presented itself in the form of our tester's third row seat, which is a $3,570 option that included leather seating surfaces and third row curtain airbags.




Since the 4Runner has a body-on-frame architecture, when the third row seat is folded, the load floor actually sits a few inches higher than in the standard five-seat model. The fully collapsed seats don't exactly stow completely flat, either, and the slight downward pitch of the floor makes it next to impossible to throw groceries in the boot without something flying out when the tailgate is opened. There is no convenient way to access that third row when it's needed, either. We found that we had to unfold the third row split-bench from the second row, which certainly isn't the most user-friendly way to access additional seating.

But while the interior wasn't exactly up to snuff, there were some considerable surprises once we got behind the wheel. The first area of delight came courtesy of Toyota's 4.0-liter V6 engine. This writer just finished a week in a Tacoma with the same displacement V6, and we came away from that tester wanting far more power. The six-pot beneath the hood of the 4Runner is a different beast altogether, with dual independent variable valve timing helping to achieve 270 horsepower at 5600 rpm and 278 pound-feet of torque at 4400 rpm. The extra horsepower (up from 236 ponies in the Tacoma) makes the 4,700 pound 4Runner feel surprisingly fleet-footed, and Toyota claims an impressive 0-60 mph time of 7.1 seconds. Perhaps more surprising than the 4Runner's perkiness is the impressive 19.5 miles per gallon we managed during a week of mixed driving (EPA figures: 18 mpg city/23 mpg highway). Not bad for a two-ton SUV with a five-speed transmission and large-displacement V6.



Our tester also proved to be very comfortable on the highway and around town, with the V6 providing reliable power and the chassis remaining well-controlled. Steering is a bit numb and could use a bit more heft when tooling around town, but it's about what you'd expect in an off-road capable SUV. It's true that the 4Runner's ride quality tends to get a bit bouncy when encountering less-than-ideal roads, but that's largely to be expected in a steel-spring off-roader like this.

The SR5 also has a not-so secret weapon in its very capable part-time four-wheel-drive system. On the highway, it can cruise comfortably using only the rear wheels for propulsion, but when the traction conditions turn foreboding, the driver can simply shift into Four High to keep momentum strong. When dirt turns to rock, the 4Runner can articulate over some pretty formidable terrain. Simply work your way into Four Low and let the 9.6-inch ground clearance, 25-degree approach angle and 24-degree departure angle work to your advantage. Toyota also has an even more rugged option in the form of a Trail package that includes a terrain response system, a locking rear differential, and skid plates for still more off-roading ability.



We rarely find ourselves short on fun when we're off the beaten path, and here the 4Runner revealed itself to be a very capable partner. Substantial P265/70SR17 tires and above average wheel travel made most pits feel like small potholes, and the 4WD system proved to be very difficult to overwhelm. One problem we encountered was that it was fairly difficult to switch the 4Runner's floor-mounted 4WD system shifter into 4WD High and Low. We got better with a bit of practice, though we'd much prefer a simple button or switch that interfaces with the 4WD system.

The Toyota 4Runner may be every bit as safe and reliable as Toyota models of the past, but it also has a bit of attitude in its design and capability, and that's a good thing. And with the Chevrolet Trailblazer gone and the Ford Explorer and Dodge Durango about to reinvent themselves as crossovers, the 4Runner has very little competition in a segment that just a decade ago surpassed well over one million units per year. In the end, customers will have to decide if they really do want to go off-road every now and again. The genre's sales may be dwindling, but with the 4Runner's history spanning a quarter of a century and 1.5 million units sold over four generations, we're guessing that Toyota will find enough loyalists who still think a bit of grit under their fingernails – and tires – is an attractive thing.
source by autoblog

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Lamborghini Murciélago LP 670-4 SuperVeloce

Lamborghini Murciélago LP 670-4 SuperVeloce – the new king of the bulls is even more powerful, lighter and faster


The Lamborghini Murciélago is one of the most extraordinary super sports cars of all time. Automobili Lamborghini has now expanded its model range with a new, exceptionally purist and even more extreme top model – the Murciélago LP 670-4 SuperVeloce is even more powerful, lighter and faster than the Murciélago LP 640. With the output of the 6.5 liter V12 increased to 670 hp and a weight reduction of 100 kg (220 lbs), the Murciélago LP 670-4 SuperVeloce boasts a power-to-weight ratio of 2.3 kg (5.1 lbs) per hp. This catapults it from 0 to 100 km/h (62 mph) in a breathtaking 3.2 seconds and powers it on to a top speed of around 342 km/h (212 mph). Distinctive design refinements ensure that each of this 350-unit limited edition series conveys its full potential from the very first glance.

With its outstanding performance, razor-sharp precision and exceptional high-speed stability, the Lamborghini Murciélago LP 670-4 SuperVeloce is the ultimate performance car for advanced sports car drivers. The super sports car has been extensively redesigned with a new front and rear, an innovative engine bonnet and a choice of two aerodynamic set-ups featuring either a small or large rear spoiler. The interior in Alcantara and carbon fiber provides a purist and minimalist approach.

In order to achieve the substantial weight reduction of 100 kilograms (220 lbs), the Murciélago LP 670-4 SuperVeloce was extensively reworked and redeveloped in virtually every aspect – from chassis to engine and transmission, right through to the interior. The increase in engine output from 640 to 670 hp is the result of optimized valve timing and a reworked intake system. The significantly modified aerodynamics with substantially increased downforce brings considerable improvement to vehicle stability at very high speeds. With the small standard-fit rear spoiler, top speed stands at 342 km/h (212 mph), while the large “Aeropack Wing” and its added downforce gives a top speed of 337 km/h (209 mph).

“The new Murciélago LP 670-4 SuperVeloce is the systematic continuation of our brand philosophy. It is more extreme and uncompromising than virtually any other automobile,” says Stephan Winkelmann, President and CEO of Automobili Lamborghini. “As the new top model of the highly successful Murciélago range, the SuperVeloce displays not only outstanding driving dynamics, it is also further evidence of our company’s technological expertise. Customers can look forward to an utterly unparalleled driving experience.”

Design and aerodynamics

The Murciélago is an icon of the Lamborghini brand – a sports machine of menacing character and brutal power. Its unique design radiates a supreme form of highly concentrated sensuality. Wide, low, with its glass area pushed way forward and a long, taut back – the interplay between the soft contours of the basic form and razor sharp edges is the perfect expression of the Lamborghini design language. In the totality of its character, the Murciélago is without comparison on the sports car market.

Yet even a character like this can be further refined – the new Lamborghini Murciélago LP 670-4 SuperVeloce is the more extreme, even more purist pinnacle of the model range. This is clearly evident from the very first glimpse of its completely redesigned front end – pulled way forward and finished in matt black paint, the carbon fiber front spoiler is connected to the front end via two vertical elements. The large air intakes for the front brakes are more powerfully emphasized. The new front fenders feature additional air intakes for brake ventilation. The air vent for the oil cooler located in the driver-side sill area is painted matt black to match the sills.

The modifications are even more apparent around the mighty engine bay of the Murciélago LP 670-4 SuperVeloce. The twelve-cylinder engine is presented as an engineering masterpiece under a transparent engine bonnet that boasts a completely new architecture. Hexagonal polymer plates made from transparent polycarbonate are set on three levels within a carbon fiber framework. The layers are open towards the rear, playing a key role in the thermodynamics of the high-performance engine.

The impressive rear end of the SuperVeloce is dominated by a veritably noble, flat and extremely wide exhaust tailpipe and, on the underside, by a two-level diffuser system finished entirely in carbon fiber. The rear light clusters display their signals in that distinctive Y-shape that has been a fixed element of Lamborghini design since the Murciélago LP 640, Reventón and Gallardo LP 560-4. The panel between the lights is made from carbon fiber, while the large intake mesh below expands across the full width of the rear end. Made from thick-walled aluminum, the hexagonal pattern is laser-cut and a Teflon coating provides the necessary heat protection.

The aerodynamics of the Murciélago LP 670-4 SuperVeloce have been completely redeveloped. Alongside the enlarged front spoiler and the twin rear diffuser, the new fixed rear spoiler also plays an important role. Customers can choose between two versions, with the small rear spoiler providing improved downforce at high speeds. As an option, the Murciélago LP 670-4 SuperVeloce can be supplied with the “Aeropack Wing” – a large, fixed, carbon-fiber wing mounted on two carbon-fiber brackets.

The new aerodynamic set-up provides a significant boost to directional stability at the very highest speeds. The top-speed downforce on the Murciélago LP 670-4 SuperVeloce with Aeropack is strongly increased.

Bodyshell and lightweight construction

With the construction of the Murciélago LP 670-4 SuperVeloce, Lamborghini proves its expertise in the manufacture of lightweight materials and in working with hi-tech carbon fiber. The structure of the super sports car is a composite construction of extremely stiff carbon components and a tubular steel frame – as in a race car. The transmission tunnel and the floor are made of carbon fiber, attached to the steel frame using rivets and high-strength adhesives. The roof and the exterior door panels are formed in sheet steel, while the remainder of the outer skin is made from carbon composite material.
For the Murciélago LP 670-4 SuperVeloce, engineers in Sant’Agata Bolognese recalculated the framework and selected a new, super high-strength sectional steel. This achieved two objectives – on the one hand, they increased the torsional stiffness of the chassis by 12 percent to provide improved handling precision and, on the other, they were able to reduce weight by 20 kg (44 lbs), making a significant contribution to the reduction of overall vehicle weight. And the systematic approach to lightweight design continues throughout the entire bodyshell. The front fenders, the rear side panels/fenders and the casing for the third brake light are made of a modified carbon-fiber material. Combined with the removal of the drive for the moveable spoiler, this brings a further weight reduction of 13 kg (28.6 lbs).

Added to the 33 kg (72.6 lbs) of weight reduction from the chassis and exterior, are 34 kg (74.8 lbs) from the interior, as well as over 33 kg (72.6 lbs) removed from the engine and drive train
Power unit and transmission

The longitudinally mounted 6.5 liter V12 delivers the infernal power for an unparalleled driving experience. With 670 hp (493 kW), the engine in the Murciélago LP 670-4 SuperVeloce is 30 hp more powerful than in the Murciélago LP 640. The twelve-cylinder sends its mighty 660 Nm (487 lb-ft) of torque to the crankshaft at 6,500 rpm; maximum power is reached at 8,000 rpm, with an average piston speed of 23.7 meters per second – a figure almost comparable to race engines.

The V12 is eager to deliver its performance – it brings its menacing power with immediacy and precision to guarantee breathtaking performance – after only 3.2 seconds the SuperVeloce has already reached 100 km/h (62 mph).

The engine block and heads of the V12, positioned at the ideal cylinder angle of 60 degrees, are made from aluminum. The four chain-driven camshafts are variably controlled, while the intake manifold operates in three stages – both technologies add even greater thrust to the merciless pushing power. To increase the performance of the SuperVeloce, the intake system was modified, the valve train optimized and, most importantly, valve travel was increased.

The control electronics for the V12 were developed internally by Lamborghini - each cylinder bank has its own high-performance processor. If the engine needs more cooling air, intake funnels emerge from the rear pillars: when not in operation, they lie flush with the bodyshell. Dry sump lubrication enables the V12 to be mounted extremely low down, benefiting the handling dynamics: this also guarantees oil supply under extremely dynamic driving conditions. With 12 liters of lubricating oil in circulation, the oil cooler is located on the left side of the vehicle and cooled by air flowing through the aperture in the sill.
The weight reduction of more than 26 kg (57 lbs) in the engine area was derived primarily from the completely new exhaust system. The muffler has been redesigned and even the mighty tailpipe of the SuperVeloce manufactured from new materials is lighter than on the Murciélago LP 640. But most of all, the new exhaust system makes for an acoustic experience that is surely equal to the driving performance – from the heavy rumble of a stormy night, through the trumpeting of mighty elephants to the roar of a raging lion, the SuperVeloce performs the grand opera for 12 cylinders, 48 valves and 8,000 revs.

The SuperVeloce is equipped as standard with the sequential, automated manual transmission e.gear, which uses electro-hydraulics to shift gear extremely quickly and smoothly. A cockpit display informs the driver of the gear currently engaged. In addition a special “Corsa” mode and a “Low adherence” mode are available.
As a no-premium option, the SuperVeloce is available with a six-speed manual transmission. Its short metal shift stick runs in an open gate of classic Italian elegance. In both variants, the new lightweight clutch makes its own contribution to the weight loss program.

All-wheel drive and chassis

The Murciélago LP 670-4 SuperVeloce delivers its extreme power to the road with great reliability – assured by its permanent all-wheel drive. Before the rear wheels spin, the viscous coupling sends up to 35 percent of driving force via its additional shaft to the front wheels. The front and rear limited-slip differentials are set at 25 and 45 percent. With its four driven wheels and traction, the Murciélago delivers a decisive advantage over rear-wheel drive sports cars when it comes to accelerating out of a corner – and always with maximum stability. The rear axle bears 58 percent of its overall weight – a distribution ratio that is highly beneficial to traction.
Explosive dynamics, tenacious cornering and extreme speeds – the Murciélago LP 670-4 SuperVeloce is a super sports car packed with aggressive power, but by no means a mean-spirited car. Its steering requires very little power support, giving full control of the car to the driver. Those prepared to tackle the beast head on are quickly rewarded with intimate contact and trust – as speed increases, so the Murciélago reveals its strengths, thus exposing a character with no hidden surprises and behavior that can always be anticipated.

The Murciélago is fitted with double wishbone suspension all round. Spring struts – two on each of the rear wheels and one on each of the front – control the loads transferred from the road. The standard-fit lifting system enables the front end of the vehicle to be raised by 45 mm (1.8 inches) to avoid obstacles such as garage entryways. The SuperVeloce is equipped with exclusive “Ares” alloy-forged wheels, bearing the exclusive five twin-spoke design. The front wheels are clad in 245/35 ZR 18 rubber, while the rears sport 335/30 ZR 18. High-grip Pirelli P Zero Corsa tires come as standard.
Four brakes controlled by a hi-tech ABS system are capable of mighty stopping power when required. The Carbon Ceramic (CCB) brakes are fanned by cooling air flowing through enlarged channels in the bodyshell, while openings in the front fenders provide additional ventilation for the SuperVeloce. The ceramic discs are exceptionally lightweight, fade-free and capable of extremely high operational performance.

Interior and equipment

Even stepping into the Murciélago LP 670-4 SuperVeloce is an experience as individual as the vehicle itself. The upward-opening doors – a solution developed by Lamborghini in the early seventies for the Countach – are released via small latches, then swing wide open to reveal a panorama of the exclusive interior of the Murciélago LP 670-4 SuperVeloce. The dominating materials are Alcantara and carbon fiber, which make for an ambience that is as high-quality as it is sporty
The sports bucket seats come as standard and provide exceptionally firm support around the hip and shoulder areas. The bucket seats are made from lightweight and highly robust carbon fiber and guarantee the driver perfect support, even in the most extreme driving situations. The Murciélago’s standard seats are also available on the SuperVeloce as an option free of charge.

Not only the seats are upholstered in black Alcantara micro-fiber; the cockpit and the roof lining are also finished in this high-quality, lightweight material. The Y-shaped perforations on the seats and roof lining bring additional finesse, with an inlaid backing material in the same color as the exterior paintwork. The Murciélago LP 670-4 SuperVeloce can be delivered with the paint finishes Giallo Orion, Arancio Atlas, Bianco Isis, Grigio Telesto and Nero Aldebaran, as well as Bianco Canopus (white matt) and Nero Nemesis (black matt) as an option.

Naturally, the interior also makes its contribution to weight reduction. The door panels are clad in carbon fiber, as is the wide center tunnel. The application of Alcantara instead of leather is another weight-saver, just like the selection of sports bucket seats and the omission of the radio-navigation system (if requested, this is available as an option). At the end of the day, the music in a Murciélago comes from the engine compartment. Overall, modifications to the interior contribute over 34 kg (75 lbs) to the SuperVeloce weight loss program.

But absolutely no corners have been cut when it comes to one characteristic that is a feature of all Lamborghini super sports cars – the exceptionally high quality of the workmanship. The craftsmen in Sant’Agata Bolognese are all masters of their respective trades; the three-year warranty bears testimony to absolute faith in product quality
source by lomborghinivancouver

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