Since AutoSpeed began, we’ve tested nearly 200 new cars. In the
first part of this series we looked at some of the best of the bunch – the
legends. Well, now it’s time to look over the other side of the fence – the
losers!
The Losers...
Subaru Impreza STi – 2002
The ’02 Subaru Impreza STi is a vehicle that could – could – be very
impressive.
Suretrac diffs, Brembo brakes and very firm suspension give the ’02 STi
tremendous performance potential. Unfortunately, the package is murdered by ECU
mapping that’s apparently required to meet local fuel octane.
As we I said in our July 2002 test, "there's no excuse for the fact its
tuned-for-Australia turbo engine has the worst torque range of any vehicle on
the market."
Well, today - three years on - we’re still to find a vehicle that proves that
statement wrong...
So what’s the story?
Well, the Japanese-market STi is built to meet (and exceed) the Japanese 206kW
output regulation. And to do that they fit a big turbocharger; they’re willing
to trade-off some low-down grunt to pick up top-end power. But bring that same
vehicle to Australia, detune its top-end power output to just 195kW and what
have you got? Simple. A vehicle that has the same bottom-end sacrifice and
nothing special up top – it’s the worst of both worlds!
This graph shows the boost curve of a standard ’02 STi. It drives pretty well
as you’d expect – nothing much happens until 4000 rpm and, all of a sudden,
you’ve a huge rush of torque. Performance then tapers away until there’s only
half of peak boost at the redline...
It’s no wonder so many buyers have later sought aftermarket tuning.
See New Car Test - Subaru Impreza STi for our full test.
Mitsubishi Ralliart Magna Manual - 2002
After being mightily impressed by the 163kW Magna VR-X manual we were almost
wetting ourselves to get into the Ralliart Magna.
Take a Magna VR-X, give it an extra 17kW, front LSD (in manual models),
upgraded suspension, bigger brakes, sportier trim and a body kit and we thought
it would make an already excellent car even better.
Well, it missed the mark in a couple of important areas.
The 5 speed manual versions are equipped with a FTO-sourced front LSD that
causes torque steer on a major scale. If you’re experienced in very highly
modified front-wheel-drives, this might be second-nature to you – but it’s
certainly not acceptable in an off-the-showroom new car.
The body kit is also a love-it-or-hate-it styling addition, but there’s no
denying that front ground clearance is dreadful. Most privately owned examples
we’ve seen have already had the lower lip removed – or inadvertently torn
off...
But there’s nothing bad that that can be said of the Ralliart 180kW engine.
Despite using relatively low-tech SOHC heads and a non-variable intake manifold,
the tuned 3.5 litre V6 is one of the sweetest engines we’ve pedalled.
Tremendously responsive, flexible and torquey at all revs. It’s even happy to
run on regular unleaded.
Our test can be read at New Car Test - Ralliart Magna
The Very Different Auto Version...
The Sports-mode automatic version of the Ralliart Magna might not have the
traction to leap off the line or to exit corners as quickly as its
manual/LSD-equipped brother but it’s a much more pleasant all-round
package.
Gone is the arm-wrenching torque steer at low speeds and darty front-end.
Instead, the auto version is happy to spin one of its front wheels and give away
some speed – but at least it remains composed and civilised.
See New Car Test - Mitsubishi Magna Ralliart Automatic.
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Nissan 350Z Track - 2003
Our test of the Nissan 350Z Track edition brought more reader correspondence
than any other new car test.
Why?
Coz we levelled more criticism at this particular car than any other
media outlet we’ve seen. And it seems there are a few fans that didn't like
that!
Our main criticisms of the new Zed relate to its load carrying capacity, the
coarseness of its driveline and – in the Track version – its
way-too-hard-for-real-roads suspension.
"This writer needs to state clearly that a car which has such stiff
suspension that its rough bitumen grip is quite bad, that has very poor space
utilisation, and that requires simply so much driver effort when going fast,
well, he thinks that many of those are characteristics of the sports machines of
yesterday, not today," we said.
Oh, and note that, since its release, the suspension tune of the 350Z Track
has since been toned down...
See our much-discussed test at New Car Test - Nissan 350Z Track.
Tickford TE50 - 2002
"A car looking for a driveline to match its undoubted ability."
That was the subtitle for our test of the ’02 Tickford TE50.
The tuned Tickford brings excellent suspension, brakes, practicality but,
ironically, most of the criticism can be aimed at the part that makes it so
special – the stroked Windsor engine.
The Australian 5.6 litre version of the Windsor was a last-ditch effort by
Tickford to try to stay in touch with HSV (whose LS1 V8s were pumping out up to
300kW). The 5.6 litre Windsor uses a stroker crank, billet rods, Tickford heads
and cam, new intake manifold and 80mm throttle body. As we said in our test,
"Its development and production must have cost Tickford a pretty penny."
Unfortunately, the engine is not happy running at high revs.
"Get near the 5750 rpm redline - but still before the rev cut - and the
engine shakes with vehemence that we've never experienced in any car. Like, it
honestly feels as if the V8 is about to explode - pistons erupting out of the
side of the block. You don't even need to look at the tacho - when the whole car
starts to fiercely vibrate and the engine makes an incredibly harsh and strained
noise, change gear.
"Kind of a whole-of-body shift buzzer," we said.
But we can’t deny its torque output. The stroked Windsor muscles out 380Nm at
just 1000 rpm and a peak of 500Nm! Yep, it’s got grunt the instant you jab at
the throttle. However, peak power is not overwhelming – a modest 250kW at 5250
rpm.
In closing our test we said you’d have a brilliant car if you dropped-in the
(then to be released in Australia) DOHC Ford V8 and gave it traction control.
And it seems somebody at Ford agreed – walk into a dealership today and you’ll
find exactly that in the BA series!
See New Car Test - Tickford TE50 for our full test.
Hyundai Grandeur XG - 2000
No, it’s not a performance vehicle but it’s such a stand-out loser, we reckon
the 2000 Grandeur XG earns special treatment...
You need only to look at this photo to see the problem with the big Hyundai.
Its suspension tune is so off-target, the front tow hook smashes into the
bitumen over every metropolitan speed hump – at speeds of just 25 km/h... (And in cars with good suspension, you can drive down this same stretch of road at a constant 60 km/h!
We’ve driven cars with un-sorted suspension but this takes the cake!
As you might imagine, a car with suspension settings such as this is hardly a
going to be hot handler. It rolls, pitches, whales around and generally falls
into a heap. A steaming heap.
It’s odd the rest of the car is so sweet and refined.
The Mitsubishi-sourced V6 and 5 speed auto is a creamy combo and the interior
is comfortable and well equipped. The looks? Well, it’s hardly inspirational –
but at least it’s not as embarrassing as bottoming-out on every speed hump!
Check out the "HMAS Grandeur" at New Car Test - Hyundai Grandeur XG.
This is one if the most fundamentally flawed vehicles we’ve ever come
across.
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