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Sabtu, 20 Maret 2010
Jumat, 19 Maret 2010
The LS, Lexus' competitor for the Mercedes-Benz S-Class, Audi A8, and BMW 7 Series, always lagged behind its German rivals because driving it was a somewhat detached, uninvolved experience. However, for 2010, that may be changing: for the first time, Lexus is offering a sport package for the LS.
The package adds an extra $6185 to the bottom line, and is only offered on short-wheelbase, rear-drive LS models. That extra money gets you exterior visual cues, including body cladding; 19-inch, 10-split-spoke alloy wheels; summer tires; and a unique grille. There are also major differences inside. This is the first Lexus on the market where the wood (in this case dark brown ash burl wood) has a matte finish, a look that we'd like to see in more of the company's vehicles. There is only one interior color scheme in this car, and the matte wood goes with Black/Saddle Tan perforated leather with contrast stitching. Also unique are the sport seats in front, which are comfortable on the highway, yet provide terrific bolstering and support in turns.
But the Sport model is not just an appearance package. There are those telltale styling cues inside and out, but there's a lot more to it. What makes this the most exciting model in the LS line is the addition of a sportier transmission, new brakes, and a sport-tuned suspension. The 380-horsepower, 4.6-liter V-8 has always been backed by an eight-speed automatic transmission, but the Sport trans gets the IS F treatment: it comes with the IS F's paddle shifters and manual mode. Since both of these cars use the AA80E transmission (in the rear-drive LS), it would seem that this was a relatively logical step for the Sport. It brings the quick shifts that we love in the IS F, and the eight-speed won't automatically shift if the car hits redline. In addition, it provides rev-matching throttle blips when downshifting. The new trans provides the quick acceleration of the direct-injection V-8, plus the ability to manually control shifts with either paddles or the shifter-and really control them. Up front, there are 14.8-inch Brembo brakes (these are larger diameter rotors than on the IS F) with high-friction brake pads. And the difference is noticeable. Response is excellent, as braking is quick without being jarring.
Unlike the regular rear-drive LS coil-spring rear suspension, the Sport receives air suspension, providing a stiffer ride. The all-wheel-drive LS also has air suspension, but in the Sport, this setup has been retuned, and the shock rates were revised. Handling is noticeably better, and the suspension is much more responsive in turns. Yet the straight-line ride isn't rough, and for people who want the more traditional LS-quality ride or are on chauffeur duty while family is in town, there is also a comfort setting for the shocks.
The wonderful 380-horse V-8 finally gets the sport-sedan treatment it rightly deserves. The Sport package makes the vehicle more exciting, and a lot more fun to drive. Acceleration, handling, shifts, and braking are all crisper. That the driver is given more freedom to control what the car does makes this a much more involving experience on the road than in the rest of the LS line. It isn't cheap-the vehicle we drove had an MSRP of $76,014 (it also came with the comfort package with heated/cooled seats, park assist, and power rear sunshade, and the luxury value edition, with Mark Levinson 7.1 19-speaker DVD-audio and video, navigation, and XM NavTraffic, making this a very well-equipped car), and it isn't nearly as extreme as anything from AMG. But for those who want a little more sport sedan in their LS, the extra six grand is worth it.
| 2010 Lexus LS 460 Sport | |
| Base price | $65,555 |
| Vehicle layout | Front engine, RWD, 5-pass, 4-door sedan |
| Engine | 4.6L/380-hp/367-lb-ft DOHC 32-valve V-8 |
| Transmission | 8-speed automatic |
| Curb weight | 4350 lb (mfr) |
| Wheelbase | 116.9 in |
| Length x width x height | 199.2 x 73.8 x 58.1 in |
| 0-60 mph | 5.4 sec (mfr est) |
| EPA city/hwy fuel econ | 16/24 mpg (mfr est) |
| CO2 emissions | 1.03 lb/mile (est) |
| On sale in the U.S. | Currently |
The sport package. And those sexy LED daytime running lights. That's why you buy an Audi A3 over a run-of-the-mill compact sedan or hatchback. Balance is why you buy an A3 TDI diesel over a hybrid.
Balance, of course, can refer to things other than limited weight distribution and handling. In this case, we're talking about the tradeoff between performance and fuel economy. As fuel economy requirements continue to tighten, this balance becomes all the more important. Sure, you could get even better fuel economy with a hybrid, but it won't have the same pizzazz as the A3 TDI. Skeptical? Don't be. Audi says that diesel models account for half of all A3 sales.
If you're familiar with the A3 at all, you probably know it is Audi's entry-level car and available as a hatchback only. We're often asked if it's worth the price considering its size, which is small by American standards. To determine this, we had Audi send us a 2010 A3 TDI equipped with the packages that make the difference.
Balance, of course, can refer to things other than limited weight distribution and handling. In this case, we're talking about the tradeoff between performance and fuel economy. As fuel economy requirements continue to tighten, this balance becomes all the more important. Sure, you could get even better fuel economy with a hybrid, but it won't have the same pizzazz as the A3 TDI. Skeptical? Don't be. Audi says that diesel models account for half of all A3 sales.
If you're familiar with the A3 at all, you probably know it is Audi's entry-level car and available as a hatchback only. We're often asked if it's worth the price considering its size, which is small by American standards. To determine this, we had Audi send us a 2010 A3 TDI equipped with the packages that make the difference.
They are the Premium Plus package, a $2,000 upgrade that gives you the A3 Audi's signature LED daytime running lights that we've come to love so much, along with a meaty three-spoke steering wheel, and the $2,000 Titanium Sport package, which adds sport seats, a sport-tuned suspension and 18-in. wheels wrapped in high-performance BF Goodrich tires. You could easily save $600 and go with the standard Sport package and get the same performance results while forgoing the Titanium Sport package's special gunmetal-colored wheels, blacked-out grille and other visual enhancements.
Throw in the optional two-part "Open Sky" sunroof and Convenience package with its auto-dimming rearview mirror, automatic headlights and wipers, and Bose sound system, and our tester climbed from a diesel-model base price of $30,775 including destination charge into base A4 territory at $36,875. This is where the value question comes in.
So where's this balance and value we're talking about, then? It's in the drive. The A3 TDI comes equipped with the same 140-hp 2.0L turbocharged four-cylinder diesel engine good for 236 lb.-ft. of torque as Volkswagen Jetta and Golf. It comes with a dual-clutch automatic gearbox like the Jetta as well, and performance is just about identical. For the record, though, we found Audi's transmission much smoother and far less temperamental than the one in our long-term Jetta TDI.
What those cars don't come with, however, is the A3 TDI's Sport package, which is a key option. While the A3 TDI makes a nice commuter with an EPA-estimated 30 mpg city and 42 mpg highway, it's actually a decent sport sedan when driven right.
And driving the A3 TDI right means adapting to the diesel's power curve, which of course is much different than a conventional gas-powered engine. Hitting 60 mph in 8 and a half seconds isn't the most exciting thing in the world, but straight lines aren't the TDI's forte. Adding the sport suspension makes the A3 a much better-handling car, and the BF Goodrich tires serve up plenty of grip, encouraging you to take the back roads vigorously.
What those cars don't come with, however, is the A3 TDI's Sport package, which is a key option. While the A3 TDI makes a nice commuter with an EPA-estimated 30 mpg city and 42 mpg highway, it's actually a decent sport sedan when driven right.
And driving the A3 TDI right means adapting to the diesel's power curve, which of course is much different than a conventional gas-powered engine. Hitting 60 mph in 8 and a half seconds isn't the most exciting thing in the world, but straight lines aren't the TDI's forte. Adding the sport suspension makes the A3 a much better-handling car, and the BF Goodrich tires serve up plenty of grip, encouraging you to take the back roads vigorously.
Slot the gear selector over to manual and grab hold of the paddles mounted to the back of the steering wheel and the diesel can be plenty entertaining. Once you figure out the sweet spot in the rev range -- between 2,000 and 3,500 rpm -- the little oil burner has the power to pull you through corners with some gusto. While the suspension is taut and responsive, it's not especially harsh or punishing on rough pavement, allowing you to commute comfortably at 30-plus mpg (our test netted an average of 33.2 mpg) when you're done playing.
For all its strengths, the A3 TDI isn't without some faults. Audi has been steadily improving its steering for years and while the A3's is quick and precise, it's still somewhat numb and sometimes refuses to tell you what the front tires are doing. Other complaints are more superficial, with the biggest lodged against an interior lacking in Audi's elegant signature design.
Another source of complaint were the temperature control switches, which look like standard rotary dials but are in fact spring-loaded switches that adjust the temperature by either clicking once to go up or down one degree or by clicking and holding to scroll up or down several degrees. In all, it came off as a needless mash-up of several designs when a simple dial or push-button system would've worked fine.
It was also noted by several passengers that the rear-seat room is a bit limited. Those in the 6-foot-plus crowd will likely find the headroom cramped, though there is decent legroom. The middle seat, though, is best left to children -- there's a large hump invading the foot space even though the A3 TDI is FWD only. Speaking of, several people were disappointed to find that the diesel only comes with FWD and not Audi's superb quattro AWD, though the handling didn't suffer too much for it. Many expressed a desire for a manual transmission as well, as the dual-clutch auto is the only current option. Word from Audi is that these drivetrain complaints probably won't be addressed for some time.
The A3 TDI is a compromise, then, but a good one, especially for the up-and-comer. The price remains within reach of those early in their careers and the car offers stellar fuel economy for commuting, but at the same time you get a sexy-looking, reasonably sporty hatch instead of a penalty box. It may not be the S5 you've been dreaming of, but it'll more than hold you over while you save up for one.
| 2010 Audi A3 TDI | |
| Base Price | $30,775 |
| Vehicle layout | Front-engine, FWD, 5-pass, 4-door hatchback |
| Engine | 2.0L/140-hp/236-lb-ft turbocharged diesel DOHC 16-valve I-4 |
| Transmission | 6-speed dual-clutch automatic |
| Curb weight | 3300 lb (mfr) |
| Wheelbase | 101.5 in |
| Length x width x height | 169.0 x 78.5 x 56.0 in |
| 0-60 mph | 8.9 sec (mfr est) |
| EPA city/hwy fuel econ | 30 / 42 mpg |
| MT observed fuel econ | 33.2 mpg |
| CO2 emissions | 0.64 lb/mile (est) |
| On sale in the U.S. | Now |
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