Scion iA First Review 2016

The auto industry has a long history of pragmatic alliances, often resulting in surprising marketing arrangements. And the new Scion iA provides an excellent example of the phenomenon. It's built by Mazda, in Mexico, and it's basically a Mazda 2, the company's subcompact sedan

Mazda sold a hatchback version of the 2 in the U.S. but disappointing volumes led to its disappearance. Mazda refrained from offering the sedan version to American buyers, but Toyota's Scion division is poised to do so

The car that will roll into showrooms is essentially all Mazda. The front fascia is supplied by Toyota, and Toyota consulted with Mazda regarding interior appointments. But beyond that, it's Mazda's chassis, sheetmetal, and powertrain

Fiesta fighter

At 171.7 inches in length on a 101.2-inch wheelbase, the iA is similar in size to Ford's Fiesta sedan, though the Fiesta is almost two inches longer and nearly an inch wider. Like almost all cars today, regardless of size, the iM is rated as a 5-passenger vehicle, and like all the cars at this end of the spectrum the center rear seat is uninhabitable for any human much over three feet tall

Similarly, though there is actual legroom in the outboard rear seats, there isn't much of it, and putting a couple adults back there requires considerable cooperation from those up front. But this, too, can be said of many subcompact automobiles

However, if passenger volume is typical of the class, a couple other elements are not. For one, interior materials are a cut or two above what one might expect to find in a car priced under $17,000. For another, the standard equipment inventory includes a rearview camera, automatic climate control, push-button start, tilt/telescope steering, a pair of USB ports, 6-speaker audio, Bluetooth, voice recognition, and a 7-inch touch screen display set up for navigation, one of very few iA options. A tachometer is conspicuous by its absence, but with this powertrain it's pretty much extraneous

Styling a cut above

Like the interior, the iA's styling looks a cut or two above its class and price. The front fascia looks more like contemporary Toyota than Scion, but it lends a sporty touch to a slick package, and the standard 16-inch alloy wheels-as distinct from the more common steel wheels with plastic covers-raise the car's curbside appeal

The suspension components-MacPherson struts front, beam axle at the rear-are standard fare for most subcompacts, but the combination of firm tuning, a solid chassis, and a sharp electric power steering system add up to a level of agility that rates with the best in this class

It may be that some will find the ride quality a little stiff. But be that as it may, the iA is nimble. The badge may say Scion, but there's Mazda zoom zoom in the reflexes

Pre-collision system standard

The safety inventory includes yet another feature you wouldn't expect in this class-Scion calls it the Low-speed Pre-Collision System. Like other similar systems, sensors determine whether the driver is paying attention in sluggish urban traffic (between 2 and 18 mph), and if system brain concludes that intervention is warranted, it's capable of stopping the car

If there's any soft suit in the iA resume, it's power. Mazda's 1.5-liter engine is tuned for fuel economy, and it delivers: 31 mpg city, 41 highway with the standard 6-speed manual transmission, according to the EPA, 33/42 with the optional 6-speed automatic. The automatic has a sport mode, raising shift points for a little more go power. But manual or automatic, 106 hp doesn't generate much in the way of haste, even in a car weighing around 2400 pounds, and back road passing requires careful planning

The iA enters the subcompact derby with an MSRP of $16,495, $17,595 with automatic transmission. It's a one-size-fits-all price-a single trim level with a couple of options (automatic transmission, navigation). It won't be perceived as a thrill ride, but the iA's combination of good looks, fuel economy, athletic dynamics, and exceptional standard features add up to a strong value proposition

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Porsche Boxster Spyder: A Tale of Two Roadsters 2016

It's the essence of Porsche enthusiasm to be of two minds about the 2016 Porsche Boxster Spyder. While we have wonderful memories its predecessor, the 2011-2012 "987" model Boxster Spyder, which combined a modest power boost, lighter weight and sharply tuned suspension to create a truly great driver's car, the latest iteration boasts a larger engine, substantially more power and takes a slightly less hardcore approach. The 2016 Boxster Spyder is the fastest, most powerful, most formidable version of Porsche's mid-engined convertible yet. But is it good

A beast of a Boxster

Power is provided by the 3.8-liter flat-six from the 911 Carrera S-that's right, Porsche's so serious about the Spyder that it finally dropped a 911 engine into a Boxster-rated at 375 horsepower and 310 lb-ft of torque. As a result, the 2016 Spyder gets a massive 55-horsepower gain over the first Boxster Spyder, and 45 over the top-spec Boxster GTS. A 6-speed manual is the only transmission; no PDK dual-clutch automatic available. Porsche claims a 0-60 mph time of 4.3 seconds and a top speed of 180 mph

The 2016 Boxster Spyder's design cues mesh quite well: the front and rear fascia, taken from the Cayman GT4, add 10mm of length while contributing to the 72 pounds the Spyder loses over the GTS. They also give the Spyder a more aggressive look. The Boxster is already a good-looking car; add the classic "streamliners," that run from the headrests and the result is flat-out gorgeous

The manual top in the previous Spyder was fussy, but when down gave the car a pure roadster feel. For the 2016 Boxster Spyder, the top is more refined; think of it as a mostly manual version of the soft top available on standard models. After electrically unlatching the top, you manually fold and stow it in just a few steps. The roof is lighter than those on other Boxsters thanks to the loss of the mechanism, but still allows you to hit top speed with the roof up or take it through a car wash - two things you couldn't do in the previous Spyder

More knife than scalpel

With peak torque at nearly 5,000 rpm and horsepower at just under 7,000 rpm, this is a car that begs to be revved hard. Thanks to the 3.8-liter, those revs produces a glorious noise; the 2016 Boxster Spyder sounds like it has an angry 911 spirit animal living amidships-one constantly demanding more from your right foot. Though the new Spyder hits peak horsepower 500 rpm sooner than the 987 (while providing nearly 40 more lb-ft of torque at the same rpm), it's happier high in the rev range. Mash the gas at lower speeds and it can feel like it's waiting to spool up to deliver the Spyder's considerable power

Helping to wrangle that power is the Sport Chrono package from the GTS; optional on that car but standard here along with dynamic transmission mounts to aid cornering. Porsche Torque Vectoring (PTV) and a mechanical differential lock are also standard, providing "targeted brake interventions" to either rear wheel while inside of a curve to further aid steering performance. The variable power steering rack is the electric unit found in the 911 Turbo, and is not only quicker than the hydraulic one in the last Spyder, but the rest of the current Boxster line. Thanks to the steering and the 911-sourced brakes, this is an easy car to drive fast. And because of its softer suspension, it's more easy-going than the previous Spyder

A matter of perspective

Still, we are of two minds; simultaneously appreciating the 2016 Boxster Spyder for the truly epic car that it is while longing for the vastly more engaging 987 Spyder. Where that car was basically a roofless Cayman R, the 2016 Boxster Spyder is distinctly different from the current and raw, Cayman GT4 track-day special. It's suited more to an enthusiast who wants something to take to Cars & Coffee on Saturday morning, then tear through some nice back roads on the way home. Starting at $82,000 and available this fall, it's hard to nail down the car's competition - perhaps the Jaguar F-Type S Convertible, which costs about the same and comes with a tick more horsepower, a more luxurious interior, optional all-wheel drive, and a top that you don't have to get out of the car to stow

Porsche has built an awesome car in the 2016 Boxster Spyder-it's just different than the last one. The earlier model was a precision instrument; a dance partner with which you had a running conversation where you discovered and expanded your limits. The new car? It's better in every measurable way - quicker, faster, stickier, sexier, yet more comfortable and more useable. But it's lost a bit of edge. It may be a disservice to compare them - they share a name but not a mission. Buy a 2016 Boxster Spyder because you want a top of the line mid-engined convertible, with that excellent 3.8-liter from the 911 Carrera S. But keep your 2012 Spyder, too

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Nissan Titan -- More than a 1/2-ton 2016

Nissan unveiled the brawniest member of the all-new 2016 Titan lineup at the Detroit auto show. The Titan XD is the most capable Titan ever. Nissan showed the Crew Cab Titan XD, powered by a Cummins V8 turbodiesel that puts out 310 horsepower and 555 lb-ft of torque and is paired with a 6-speed automatic. The XD is capable of towing more than 12,000 pounds and hauling more than 2,000 pounds of payload. (We think other cab configurations may be even more capable than that

It has been a long time since Nissan made significant changes to the Titan pickup. But it looks like the 2016 Titan was worth the wait. With the new Titan, Nissan is addressing customers that may not have had the right truck available to them in the past, and are also increasing the scope that the Titan covers. One of the biggest complaints about the current Titan is that when it comes to the number of potential combinations, there isn't enough variety. The 2016 Titan solves that problem

Two Models, Same Goal

The Titan is going to be sold as two models, the Titan and the Titan XD. Both share the Titan's new sheetmetal. The XD uses a larger frame than the Titan, and is built to handle tougher tasks than typical 1/2-tons can handle. It is for those people who want to tow 10,000-12,000 pounds, but don't want to spend the extra premium required to get a heavy-duty truck. Yet, like the heavy-duty offerings from Ford, GM and Ram, the XD is available with a diesel V8, but without that added $12,000-plus cost that can come with the move from 1/2- to a 3/4-ton with a diesel. And since Nissan doesn't offer a 3/4-ton truck, there is no risk at cannibalizing its own heavy-duty truck sales. The Titan XD may simply appeal to those who need something that's a little stouter than a 1/2-ton but not as big or expensive as a 3/4-ton

The Titan XD offers cool features like a gooseneck hitch integrated into the frame, an integrated trailer brake controller, a Trailer Light Check system that makes it easier for one person to hook a trailer up to a truck, a wide variety of towing-centric safety features and Nissan's excellent Around View Monitor, a feature that practically begged to be available on a truck. The Titan will also have lockable in-bed storage and Nissan's Utili-track tie-down system

The interior is far nicer than in the current Titan, with attractive modern style and a bevy of modern comfort and connectivity amenities. Nissan has announced there will be five trim levels, with the top-of-the-line choice being the new Platinum Reserve model

When the Titan lineup goes on sale, there will be three engines--a gas-powered V6 and V8 in addition to the Cummins turbodiesel--three cab configurations which can seat up to six people, and multiple bed lengths. Pricing, fuel economy and the on-sale date haven't yet been announced

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Nissan Maxima Quick Take 2016

Our first encounter with the 2016 Nissan Maxima focused primarily on the sporty SR model and while we found it quite luxurious, it isn't quite the road carving "4 Door Sports Car" that the automaker would like to conjure up from the sedan's past. Still, it is an enjoyable car to drive and in our Platinum Edition, we have found Maxima's true strength: it's a luxury sedan with family car price positioning

Stickered at $39,850 plus $825 delivery (a modest $1,350 walk-up from the SR model), the 2016 Nissan Maxima Platinum has all the luxury features you'd expect from a traditional luxury brand, from its quilted diamond patterned leather seats to the dual panel panoramic moonroof (a feature not offered on the SR). The Maxima is handsome inside and out, with a striking exterior that features a floating roof design-though that aspect of the look didn't stand out as much in our dark brown test model

Features galore

The Maxima is a good performer thanks to its stout 300-horsepower 3.5-liter V6 mated to a continuously variable transmission (CVT). And with normal and sport modes, the latter is useful in making the acceleration a little less languid in stop and go traffic. But the real virtue of the Maxima Platinum is its comfort. The seats are supportive with a heated/ventilated function, the front cabin spacious and there's plenty of leather, soft touch surfaces and wood accents with a really subtle diamond pattern in the surface to mirror the sew pattern in the seats

Among the driver assist features we've come to appreciate from Nissan is the all-around view camera and the understated way the blind spot, lane departure and other warnings work- the Maxima's alerts are chimes and other telltales that are less jarring than some competitors' panic mode red lights and audio warnings that are just this side of a klaxon horn in their urgency

With the average price of a new car hovering in the low $30,000 range, stepping up to the Maxima Platinum isn't that big a stretch and in making the move, you'll be rewarded with a car that is distinctive in design, with good road matters and more than a modicum of comfort and luxury inside

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Mitsubishi Outlander First Review 2016

When it comes to the Outlander, Mitsubishi has a lot to be proud of. It is the most affordable SUV on the market with three standard rows of seats, has a stellar 10-year/100,000-mile warranty and offers an interesting alternative to models from powerhouses Honda and Toyota. Even better, all of that continues for 2016 as the Outlander receives a significant refresh with more than 100 improvements to the platform, drivetrain, interior and exterior. This makes it a more competitive, more compelling SUV

Redesigned inside and out

The new styling, called "Dynamic Shield," instantly sets the 2016 Outlander apart from the 2015 model, and makes a bold statement. The look may not be for everyone, but it stands out from the rest of the crowd, something that isn't easy to do in such a large, competitive segment. But the styling is far from the most significant change to the Outlander

While both the 2.4-liter I4 and 3.0-liter V6 engines have the same horsepower and torque as before, the 4-cylinder has been revised, and now works with a new continuously variable transmission, the same impressive CVT8 found in the 2015 Mitsubishi Outlander Sport. There is little to no CVT whine and the transmission does an excellent job of matching the power output to what the driver wants. Acceleration is quite good, and the efficient transmission ensures fuel economy of 31 mpg on the highway. The updates to the engine, plus the use of the new transmission, make the I4 feel surprisingly spry, except when going uphill, where you feel the engine's limits. In comparison, even though the V6 has almost 60 more horsepower than the I4, it feels outdated and oddly underpowered. Output through the CVT isn't managed nearly as well as it is with the 4-cylinder. The I4 is going to be the engine that most people get (the V6 is only available on the GT model) and honestly, it's the better choice. Better response, better fuel economy and less expensive to buy, plus it doesn't require premium unleaded gas like the V6

Handling has been noticeably improved for 2016 thanks to reinforcements to the platform that increase rigidity, and new retuned shocks. The downside is the ride is too firm. The Outlander uses electric power steering for 2016, and while it's still numb on-center, steering feel is somewhat improved from last year

The interior is much quieter than before, and uses higher-quality materials, including an attractive accent on the dashboard that resembles tiny pieces of black bamboo. New stitching, nicer materials and an updated steering wheel and navigation system give the interior a fresh, modern feel. In addition, Mitsubishi made the second row much easier to fold flat, with a 1-2-3 strap and lever process (steps 1 and 2 are even labeled), which gives easy access to the tiny third row. The second row's bottom cushion is on the short side, but there's plenty of legroom. Available safety features include adaptive cruise control, lane departure warning, and forward collision mitigation, while seven airbags, hill start assist and more are standard. (The rearview camera is standard on all trims except the base ES

Outlander vs. the Competition

When it comes to the vehicle's size and usage, the Outlander is a bit of a tweener. It's smaller than the Honda Pilot, Toyota Highlander and Dodge Journey, but larger than the Nissan Rogue. It will likely compete against the Rogue and Journey, which have optional third rows, and perhaps the Kia Sorento

With this update, the Outlander is more competitive, but other SUVs provide better fuel economy, better handling and more power. What the 2016 Mitsubishi Outlander has to offer is a capable SUV with a generous cargo area (63.3 cubic feet behind the front row), plenty of standard equipment that's finally on par with the competition and impressive value. In fact, even though there is more standard equipment on the 2016 Outlander than there was in 2015, the base price is $200 lower, bringing the starting price down to $23,845. As a company, Mitsubishi is much smaller than Honda, Toyota and Nissan. Not only does that mean they are capable of making product changes faster, but also that the Outlander doesn't have to be a high-volume SUV to be a success. The improvement Mitsubishi has made to the Outlander is a step in the right direction for both the company and the consumer

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