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Gettin' funky!
Mini-SUVs are starting to max out
By Marc K. Stengel
OCTOBER 4, 1999:
Welcome to the Age of Diminishing Returns. As the SUV trend reaches the
saturation point, more and more varieties of sport/ute make their way to
market offering fewer--and more narrowly defined--distinctions between 'em
all.
The following selection of mini-SUVs makes a perfect case in point. In
their zeal to micro-size sport/utes to entry-level budgets and tastezxs,
these manufacturers have succeeded best of all in crafting
reduced-capability vehicles meant for specialized uses.
Suzuki Vitara JX+
As a segue from the bold debut of Suzuki's V6-powered Grand Vitara in
early '99, a less grand, four-cylinder variant was snuck into the lineup
midway through the year. Readers will recall the favorable impression Grand
Vitara made as a rugged, albeit small, SUV boasting a 2.5-liter V6, a true
four-wheel-drive transfer case, and a tough-truck pedigree. Now Suzuki adds
a denatured Vitara version with a 2.0-liter, 127-horsepower four. Suddenly,
28-horses lighter and sapped further by an automatic four-speed
transmission on my tester, Vitara is a candidate for Viagra.
Funny how a slower pace of punier performance allows time to notice
things that didn't matter so much before. For one thing, the Vitara is
small. Very small--and that's not all bad. Despite its truckish ladder
frame and strut suspension, the tiny Vitara is fairly nimble on the road,
and its slim 21 cu.-ft. of cargo space behind the second row does open up
to nearly 45 cubes when you fold and tumble the seats. Moreover, the
four-door, five-seat layout is easy to scamper in and out of.
With the right amount of image spin, small and pokey are perfectly
compelling arguments in favor of the Vitara--after all, there's less risk
of exceeding one's driving abilities and more chances of squeezing into
tight parking spots. Ultimately, however, I'll bet that the opportunity to
get into a moderately well-equipped sport/ute (with standard A/C, alloy
wheels, power conveniences, etc.) for just $19,429, as tested, is the most
compelling argument of all. If Suzuki can exploit the me-too mania for
sport/utes with a perfectly functional model that comes in under the magic
threshold of 20-grand, more power to 'em--although a little more of that
power underhood sure would be nice.
Chevrolet Blazer 2-door 2WD
By comparison, the 190 horses underhood Chevy's base-model Blazer
represent a quantum performance shift. Even more important is the torque
rating of 250 ft.-lbs., which is almost double what both the Suzuki and
Honda's CR-V can muster. Torque is the primary concern in our stop-and-go
commuter world; it's also the key to enjoying all those recreational toys
that people like to trailer behind themselves.
For '99, Chevy's Blazer has--gratefully--resisted much change. Its chief
highlight is that it embodies years of accumulated expertise in SUV
technology, dating back to the original Blazer's debut in 1982. As a
concession to the price competition of so many upstarts invading the
category, Chevy has stickered its base-model, two-door, two-wheel-drive
Blazer at $18,470. That's pretty impressive, and so is the $2,000 option
package that combines upscale LS trim with CD audio and power conveniences.
It took another grand to get the auto transmission, $130 for an overhead
console, and $125 for radio controls on the steering wheel--resulting in an
as-tested total of $22,250. Not a bargain, but competitive. Of course, you
don't get four-wheel-drive, but you do get much nicer ride comfort and
handling feel--on pavement only, of course.
You also only get two doors for a five-seater vehicle. And for anyone
who intends to shuttle more than one front-seat passenger around town,
you'll probably only get the same two days' worth of patience that I had
with this punitive layout. Here again we see the power of diminishing
returns: The Blazer may well be a more powerful and roomy SUV in comparison
to the spate of new minis. But to remain competitive in price, Chevy has
had to revert to rear-wheel drive and lopping off two doors. Such is the
allure of sport/utilities that you can be assured some buyers will never
notice that a Blazer with only two doors and pavement-only two-wheel-drive
is neither very sporty nor particularly utilitarian.
Honda CR-V 4WD EX
And then Honda stepped up to the plate. In its first at-bat in the
mini-SUV leagues last year, little-Honda-that-could swatted a home run with
its Civic-based CR-V. Far from being a great rock 'n' roller for serious
off-road use, the CR-V is nevertheless a jewel-like example of
too-clever-by-half engineering.
Lift the hood, and you'll find a 2.0-liter twin-cammer with 20 more
horsepower for '99. Think about that: When the CR-V debuted last year, it
had the same displacement and horsepower as the four-cylinder Vitara. Now
it makes 146 horsepower, thanks to some very clever engine massages. But
look--torque is still Vitara-level puny, at 133 ft.-lbs. So, yes, CR-V does
breathe deeper and rev stronger, but it still can't pull out of its own
way.
Just the same, there's a lot to like with the CR-V. The interior is so
perfect and efficient that it reminds me of the space-station decor in
Kubrick's 2001: A Space Odyssey. Has about as much liveliness too.
But four doors, five seats, and boxy cargo spaces ranging from 30 to 67
cubic feet are a testament to Honda's special knack for problem-solving.
The CR-V's suspension and powertrain are likewise unique: Instead of
less articulate strut- or leaf-type layouts, CR-V uses race-car-derived
double wishbone suspensions front and rear. And its automatic
four-wheel-drive system remains in front-drive mode until conditions
automatically call for rear traction. By contrast, the Suzuki's
shift-on-the-fly transfer case requires manual engagement from
two-wheel/rear-drive to 4WD. The Honda system is more idiot-proof, but
thanks to this year's higher engine pep, the Honda is also prone to front
wheelspin when accelerating from a stop. The "Real Time 4WD" system isn't
quick enough to catch it.
For four-wheeler traditionalists, that telltale chirp from the front
tires is a pesky reminder of how far real off-road technology--and
technique--have been diluted by cute little toy trucks like the CR-V. But
as it rounds the bases after another best-selling year with its mini-SUV,
Honda's not likely to care much what the traditionalists think.

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