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Canadian Automotive Review: Straight and Level
The Next Generation of Vehicle Control
By Howard J. Elmer
General Motors has begun installing vehicle stability enhancement systems in its full-size passenger vans as a standard safety feature. This is in addition to other systems already offered on the vans, such as ABS, driver and passenger air bags, front and rear crush zones and side-door impact beams.
The new stability system is being added to the GMC Savana and Chevrolet Express 3500-series vans. Currently in the midst of their 2005 model year cycle, the 12-passenger, 135-inch wheelbase passenger vans will be equipped with the VSES (vehicle stability enhancement system, otherwise known as StabiliTrak, Precision Control or Active Traction on other GM products) as standard equipment from March 2004 on. This comes on the heels of VSES being added to the Savana and Express 15-passenger, 3500-series, 155-inch wheelbase vans last October. GM began installing VSES in passenger cars in 1997 and has since produced more than two million vehicles thus equipped. In 2002 they began installing VSES in full-size SUVs as well.
The system was developed in part at GM's research site near Kinross, Mich., close to Sault St. Marie, Ont., and it was here that VSES was first demonstrated. This northern Michigan site is home to one of GM's cold-weather testing facilities, housed on a decommissioned U.S. Air Force base. For the demonstration, GM invited automotive journalists, insurance industry representatives, and private industry participants to drive and experience the new VSES equipped full-size vans. Both short and long wheelbase vans were available.
Using the expanse of old runways that used to accommodate B-52 bombers, GM staff arranged pylons to simulate a severe lane change, obstacle avoidance and hard right and left turns. The surface of the runways was covered in a mixture of snow, ice and water for a good taste of typical winter conditions.
While participating in the demonstration I had an opportunity to drive VSES-equipped vans and competitor vans without the system. After a morning spent on the runway the consensus of those participating was that indeed the VSES-equipped vans did, in almost every case, respond well and help to recover control of the van while completing radical steering maneuvers on the slippery asphalt. In extreme cases, I found it was possible to overpower the control ability of VSES - but it was difficult to do.
Who's In Charge?
Coincidentally, this introduction of VSES on full-size passenger vans came during the midst of a civil trial involving a Ford Motor Co. E-350 Econoline passenger van. Being heard in Laredo, Tex., the lawsuit is related to the deaths of three church members during a trip to Mexico in June of 2002. During the opening stage of the trial, Ford's reconstruction of the accident suggested that a tire tread fell off, causing a wheel to dig into roadside dirt which then sent the van tumbling into a seven-foot ravine according to Ford's lawyers. The plaintiffs' attorney Jeff Wigington, however, said that the van rolled over because of several design defects, not because the tire failed. Wigington said that Ford erred by putting too many seats in a cargo van without changing the design, and by then failing to put the van through sufficient testing.
The Texas suit seeks unspecified monetary damages. There is no verdict as of this writing. However, the case is believed to be the first involving Ford's E-350 Econoline van to go to trial since 1999, when a Kentucky jury awarded $20 million to plaintiffs who sued over a 1995 wreck that killed three. These vans were not equipped with anything like the VSES system.
During demonstrations, GM engineers stressed that VSES is not meant to take over the driver's responsibility for care and control. Instead it's designed to help a driver maintain control of a vehicle during difficult or adverse driving conditions. VSES works by recognizing wheel skid using sensors that continuously read various inputs. These sensors detect the difference between the travel of the vehicle and the direction the driver is actually turning by reading the steering wheel position. The system also measures the amount of sideways force (known as yaw force), vehicle speed and the vehicle's response to steering wheel input. It then uses the brakes to control the vehicle's direction and to help keep it on course. VSES can automatically reduce the engine torque and apply precise amounts of pressure to front right or left brakes to help straighten the vehicle's track. These brake and engine interventions help realign the vehicle's actual path with the one being steered by the driver. And as we found out in Kinross, VSES can do it better and faster than the most experienced driver among the participants.
While many of us were able to recover the van from the various skid situations during the demonstrations, we invariably found that we overcorrected, steering too much and consequently ending up spun out. VSES showed much better judgment than most of us. In addition we did not have our test vans filled (as in full of people), which would only exacerbate the difficulty of an avoidance situation.
Not A Substitute!
It's important to understand that no system is foolproof, says Robert C. Lange, GM's executive director of structure and safety integration. That's why we will continue to educate our customers on the unique operating characteristics of full-size, extended passenger vans and suggest that they should be operated only by experienced drivers.
In 2002, the United States government renewed a safety warning for 15-passenger vans, which often are used by churches, sports teams and school groups. The warning quoted The National Highway Traffic Safety Administration, which has found that the vans, when carrying 10 or more people, are three times more likely to roll over than when lightly loaded. car
Howard Elmer is a powersports writer and editor based in Brampton, Ont.
Forward Posture
Consider Seating When Deciding to Buy
By Tony Whitney
A recently tested Dodge SRT-4 sports sedan proved to have a pair of the best performance seats I've experienced for some years, although the benefits became evident only after a fairly demanding drive. The experience was a reminder that seating deserves lots of attention when it comes to checking out a new vehicle of any kind. The Dodge seats not only hug the hips, they hug the shoulders too, almost in racecar fashion. Many drivers wouldn't feel that happy in seats like those of the SRT-4, but for the folks the car is aimed at they're right on target.
For the majority of fleet buyers though, seats fit for a racecar aren't on the shopping list. For most of us - and for business users in particular - comfort is the prime consideration. What options do buyers have when it comes to seating? Are there really choices within specific model ranges? And what options, if any, are worth dipping into the budget for?
Over the past few years, automakers have made serious efforts to enhance occupant comfort and give buyers the best possible seating for every kind of automotive product - car, minivan, SUV or pickup truck. Many automakers have huge departments devoted to nothing but seat design and on some models the front seats probably cost several thousands of dollars apiece. An advanced automotive seat is a very sophisticated piece of equipment and may involve hundreds of components and a surprising amount of technology.
Passenger comfort demands are tough to meet, given that car buyers come in all shapes and sizes. A specific model has to fit everyone from (to use a sports analogy) a jockey to a basketball player. There are safety considerations too: a comfortable driver is a safe one, especially on long runs and in situations where dreary days in heavy traffic can create irritation and inattention compounded by discomfort.
Prices Can be Deceptive
It's a challenge to assess seating during the average new vehicle test drive. After all, you can hardly expect to be able to take the vehicle for a 500-km run! Granted, there are many ways to evaluate comfort without even driving a vehicle at all, but it's tough to judge seats just by looking at them and even price sometimes isn't much of a factor. A recently tested Suzuki Swift ($15,000) proved to have better side bolstering than a Porsche Cayenne ($96,000).
Two key areas when it comes to driver comfort are lower back (lumbar) support and side bolstering to stop you sliding about in the seat on winding roads. Sit in the vehicle and find out whether your hips are getting some support. Happily, most automakers are now paying a lot of attention to this feature, thanks to badgering from automotive journalists who probably get more track time than most drivers. Some vehicles even have power adjustable side bolstering, so you can be hugged tight or opt for a less intrusive level of lateral support.
Lower back support is crucial to driving comfort and it's worth noting that a surprisingly high percentage of Canadians suffer from pain in this area. Even fairly inexpensive cars these days might have adjustable lumbar support, usually with a lever on the side of the seat. When evaluating a seat, it's worth mentioning that a unit that feels too firm on the showroom floor may provide the most comfort on a long run. Many European vehicles have seats that seem firm on the first try, but get out on a long drive and the thought that went into this becomes very apparent.
Quite often, seating adjustment features become more comprehensive as you move upscale with the vehicle. High-end luxury cars and SUVs often have multi-way power seating that gives the driver (and front passenger) the benefit of an almost infinite range of comfort options. Two or three upscale models also have systems that pump cool air through tiny holes in the seat surfaces to enhance comfort on hot, humid days. There are even a couple of opulent sedans that have built-in massaging systems for the ultimate in long distance comfort - but of course we're talking very high price stickers here.
Good Backup
For most buyers, a good look at the options list is worthwhile. A little bit of extra money can be greatly appreciated by a driver who might spend a very long workday in a vehicle. The simplest option is that manually operated lumbar support system: further up the list are those multi-way power seats. Even minute adjustments to the various power-operated support functions can work wonders. For those who simply don't have good back support in their vehicle, there is another option: add-on back support units from companies like Obus Forme.
Thankfully, automakers are paying a lot more attention these days to seating comfort in SUVs and pickup trucks as well as cars and vans. After all, if work schedules mean that drivers spend long hours in their vehicles, seat comfort is critical.
Minivans have also garnered a lot of attention from automakers, and most have excellent front seats and lots of options with regard to the seats in the back. Most minivan buyers I speak to seem to prefer those captain's seats for the second row. They usually give the same kind of comfort the occupants up front get. car
Three-Way Heat
Corolla, Civic, Spectra Go Head-to-Head
By Tony Whitney
When it comes to small sedans in the just-above-entry-level price bracket, the Toyota Corolla and Honda Civic reign supreme. This is a busy market segment, and over the years has often included Canada's top-selling automobile. Yet despite the lock Toyota and Honda seem to have, there are lots of contenders - notably the new Mazda3, which has been selling very strongly - from both domestic and offshore automakers.
Given the recent successes of Korean products in the prestigious J. D. Power quality ratings, we thought it would be an interesting exercise to compare both Corolla and Civic with a newcomer from Korea - the Kia Spectra. Kia insists that the all-new Spectra can compete with those famed Japanese rivals and we decided that a three-car shootout might prove the point - or otherwise. Both Civic and Corolla are widely used for fleet applications and the Spectra is also a good prospect.
One: Civic Sedan
At various times over the past few years Honda's little Civic has usually been at the top of one poll or another. Basically, Civics come in two forms - a sedan and a two-door coupe. This report concerns the sedan. It's a pity that Honda dropped the hatchback from its basic Civic range because this body configuration is pretty hot right now. It's been hinted, though, that the hatchback will return with the next all-new Civic lineup, expected in a couple of years' time.
Civics are great-looking cars: a little on the conservative side, but very tidy and tasteful. And sales figures confirm that most buyers like the understated look.
The 2004 Civic has been updated quite extensively with regard to the nose, rear valances and side trim. Compared to last year's car, the look is a little different and certainly more youth-oriented. Despite its small dimensions, this is a reasonably spacious car inside and two adults can sit in the back fairly happily if they're not too big. The fit and finish of all components is excellent and that's what many people buy Civics for. The cockpit area is certainly spartan, but the quality is beyond doubt.
Power for the basic Civic comes from a 115 horsepower, 1.7-litre all-aluminum four-cylinder that uses Honda's excellent VTEC variable valve control system. 115 horses might not sound like much, but given the car's weight and the efficiency of VTEC, this is quite a peppy performer. Our test car came with a five-speed manual transmission, but of course an automatic is available.
At just about any speed the Civic is amazingly smooth, quiet and free of fuss. At times it's hard to believe you're driving a four-cylinder automobile. Fuel economy is good - 7.5 litres/100 km in the city and 5.7 litres/100 km on the highway with the manual transmission. The base price of a Civic sedan is $16,100.
Two: Corolla
When the first Corolla rolled off the production line rival Honda was known mainly as a builder of motorcycles. Now in its ninth generation, the Corolla has outsold all rivals for decades and Toyota hopes it'll stay that way.
The current Corolla is based on a new platform and styling is more ambitious than hitherto. There are three trim and equipment levels - CE, LE and Sport in ascending order. The Corolla has always had a fairly high age demographic among its buyers and with the new car, Toyota made some effort to bring this down a bit and attract younger drivers. The main byproduct is a more interesting styling effort than we got with earlier Corollas.
The car is a little bigger than its predecessor in just about every dimension, which translates mainly into more passenger and cargo space. Wind noise has been reduced by flush-mounting the windshield wipers and doubling up on door and hood seals. More vibration damping material means enhanced refinement over earlier Corollas.
The 2004 Corolla is powered by a 1.8-litre, 16-valve, twin cam four-cylinder developing a respectable 130 horsepower. The new motor is a little more powerful than the earlier one and feels quieter and more responsive. It's often surprising what a few extra horses can do. Buyers have a choice of two transmissions - a five-speed manual with overdrive and an electronically controlled automatic.
The entry-level Corolla, which will likely interest fleet users and the thrifty, still comes with an impressive array of standard features. Even the least expensive Corolla has a stereo system that includes a CD player in addition to the usual AM/FM radio. The car does feel more opulent inside than earlier models, confirming that today's economy cars are often better than yesterday's upscale products.
The new Corolla starts off at a very reasonable $15,410 for 2004, though most buyers would add options and raise this quite dramatically. Even so, the entry-level price is several hundred dollars less than that of the Civic. Fuel consumption is given as 7.1 litres/100 km in the city and 5.3 litres/100 km on the highway - very economical for what is not that small a car now.
Three: Kia's Spectra
Kia is a fairly recent addition to the ranks of automakers marketing their products in Canada, but progress has been surprisingly strong. Buyers seem to have shed negative attitudes towards Korean automobiles and put aside memories of the old Hyundai Pony and Stellar. Given those J.D. Power rankings (only Toyota and Lexus scored higher) the future looks bright and one of the vehicles that Kia is placing its hopes on is the recently introduced 2005 Spectra.
The Spectra is a handsome and roomy car with impressive power levels. Fit and finish are excellent, and placing the Spectra alongside a Corolla and Civic as we did to check panel fit and paint quality, there was little to set them apart. Kia may have been a slow starter when it came to matching Japanese quality, but once up and running it got there surprisingly quickly. The styling is very pleasing: we especially liked the elegantly sculptured side panels.
Spectra's power comes from a 2.0-litre twin cam four-cylinder developing 138 horsepower, which makes it the most powerful of the trio. Like its two rivals, it can be ordered with a five-speed manual or four-speed automatic transmission. Suspension is fully independent all round and the car handles very well on winding roads. Highway refinement is excellent and here the Spectra feels like a larger car. In general, the Spectra outdoes the competition with its long list of standard features, though the manual door mirrors were a bit fiddly to set up. A six-speaker AM/FM/CD stereo is included at the basic price of $15,995. Fuel economy is given as 9.3-litres/100 km in the city and 7.1-kitres/100 km on the highway.
Score!
All three models are surprisingly refined on the highway or around town - a welcome characteristic of today's better small cars. Each is very nicely built with excellent levels of fit and finish. The Kia has the longest basic warranty of the three at five years (three years is more the industry norm) and outdoes its rivals by offering more basic features.
While all three cars can be said to be as safe as current technology allows, the Spectra jumps ahead by offering a commendable roster of air bags for what is basically an economy car. It comes standard with both front passenger side air bags and full-length curtain bags for head protection. Neither system is offered for Civic or Corolla.
The Civic is the more expensive of the trio with the Spectra fairly close and the Corolla (perhaps surprisingly) edging in as the cheapest buy. How many Corollas are actually sold for $15,410 is another matter. As for fuel economy, the Corolla gets the nod from the Civic with the Spectra bringing up the rear - possibly a penalty for having the highest horsepower rating of the three.
As far as image goes, the Civic is the more youthful of the three cars and its buyers reflect this. The Corolla has more appeal to older buyers despite Toyota's efforts to change this and the Spectra probably comes somewhere in between. When it comes to resale value, Toyota would probably just edge out Honda, with the Kia some way behind thanks to the hangover effect of past failings exhibited by Korean products. With regard to interior space, the Spectra wins in most dimensions.
Intense competition has made choices in this segment difficult and high standards set by cars like the Civic and Corolla have prompted automakers like Kia to build some excellent vehicles and equip them generously to compete on the same level. Ultimately, the market will decide whether or not Kia has caught up with its lofty competitors. car
Tony Whitney is co-host of Ted and Tony's Inside Track on VTV, Speedvision and PBS, and Driver's Seat, seen Saturdays on Rogers SportsNet.
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