TECH OVERVIEW OF THE 2006 IMPORTS BY PAUL WEISSLER Although many of their vehicles are made here, the import nameplates bring a tidal wave of new technology to U.S. shores for 2006.

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irtually all of the import automakers will bring out significant new 2006 models, among them a couple of hybrids. They also are well into such domestic service technologies as the generic reprogramming of on-board computers under the SAE J2534 standard, with Honda, Nissan and Toyota joining Mazda and BMW with web access for this function. Our tech spyglass is fixed on the near horizon (and a little farther out in a couple of cases); turn the page to see what we see.

Volkswagen Passat

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Toyota Yaris

Hyundai Sonata

Honda Civic Si

Mercedes-Benz R-Class

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TECH OVERVIEW OF THE 2006 IMPORTS It’s a big year for Lexus. The GS and IS series are all-new, and there’s a hybrid version of the Lexus RX called the 400h. Major changes in the Toyota lineup are a new Avalon and the Highlander hybrid, lower-priced cousin of the Lexus RX. The Lexus GS and IS and Toyota Avalon share a basic new V6, which is available in 2.5 and 3.5L displacements for the IS 250 and IS 350 sports sedans, 3.0L for the GS 300 and 3.5L for the Avalon. They all have variable intake and exhaust valve timing, but as you’d expect from Toyota, there are differences among them aside from displacement and valvetrain. The GS is the basic vehicle platform,

and gets the 3.0 V6 and the same 4.3 V8 used in the LS (and a hybrid version of the 3.0 V6 coming next year). The IS, with its 2.5 and 3.5 V6s, is a much-modified, more compact version of the GS. The base V6 for all vehicles has a two-piece cylinder head—the main casting and a separate camshaft housing. It simplifies manufacturing, lowers weight and makes service easier, too. The block is an open-deck design with a DuPont plastic spacer shaped to direct coolant flow precisely for more uniform cylinder temperatures. This reduces engine friction, producing a 1% fuel economy benefit, according to Toyota. The oil filter is a cartridge type. If you unthread the cap four turns on 2WD models, the oil will drain neatly Left: The open-deck block of the new Toyota/Lexus 3.5L V6 has a plastic spacer that allows precision coolant flow for longer engine life and even a slight improvement in fuel economy. The spacer is simply inserted into the finished block. Below: There’s no mess when you drain the cartridgetype oil filter on the new 3.5L V6. On 2WD models, simply unthread the cap to align cutouts and the oil flows straight down. On 4WD models, you must remove a bolt and insert a drain pipe into the end of the cap.

Water Jacket Spacers

Cylinder Block

2WD Vehicle Drain Construction Cap

Rib Cutout on Cap

Replaceable Filter Element

4WD Vehicle Drain Construction Replaceable Filter Element

Case Rib

Cutout on Cap Cap Drain Pipe Cutout on Case

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Illustrations courtesy Toyota Motor Sales USA

Toyota/Lexus

from it. AWD is available with the 2.5L V6, and on that model, you remove a bolt and insert a drain pipe to do the job. Now for those fuel injection systems. Avalon has conventional port injection. Its 3.5 V6 produces 268 hp (76.6 per liter). The IS 2.5 and GS 3.0 V6s have direct injection into the cylinders and develop 204 and 245 hp, respectively— in each case, exactly 81.6 per liter. The IS 3.5 V6 has two systems in one engine: direct injection and port injection, producing the highest output—306 horses (87.4 hp per liter). Direct injection requires a second, high-pressure fuel pump (up to 2000 psi), but helps with performance, emissions and fuel economy. Adding port fuel to the IS 3.5 creates a fuel-mixing strategy that permits elimination of restrictions posed by an intake manifold tuning valve and charge motion valves in the manifold ports. With these air induction parts eliminated, there’s more airflow, therefore more power. Adding port fuel also obviates the need for a cold-start injector. In the sad news department, the automatic transmission dipstick has been dropped from the A960E six-speed, the box used with the 2WD GS and IS V6. The check & fill procedure is lengthy. This transmission plus the others in the GS and IS require a new “WS” transmission fluid, low-viscosity for fuel economy. Use another fluid in “extremely low temperatures,” Toyota warns, and the transmission may not engage. Like BMW, Lexus also has a variable ratio (“active”) steering system—in the GS 430 (V8). It’s part of Vehicle Dynamics Integrated Management, which integrates steering, suspension, brakes and throttle to improve handling. Other Lexus models also have VDIM, but without the variable ratio steering system. When the driver turns the steering wheel, he actually turns the “stator” of a computer-controlled electric motor. At the end of the stator is an internal tooth ring gear. The rotor of that same electric motor has an elliptical camlike member with a flexible gear that’s attached to the steering gear shaft. That

TECH OVERVIEW OF THE 2006 IMPORTS motor, which is located at the rear axle. Coming in the spring of 2006 from Toyota is the Yaris, an econocar hatchback that replaces the Echo. It’s pretty basic stuff: a 121⁄2-ft.-long car with the Toyota 1.5L Four that develops 106 hp. There’s a five-speed manual transmission and a four-speed automatic. The suspension is MacPherson struts with coils in front and a twist beam with coils in the rear.

timing and develops 170 hp, a big boost from the 142 horses of the 2005 model. There’s a choice of a five- or six-speed manual transmission, or a sixspeed automatic. The new MX-5 makes extensive use of aluminum and high-strength steel, and gets a plastic intake manifold to replace the aluminum casting. The underhood layout is a mixed bag. Lift off a plastic snap-in cover and the plugs and injectors are wide open. Although the coolant reservoir and air cleaner are between the engine and radiator, they come out in reasonable fashion. And until you get them out (perhaps the battery, too), you can’t get to the radiator or hoses—or even see them—unless the car is up on a lift. Want a look at the condenser? Peer through the grille; it’s deeply recessed. A major service issue is that there’s no spare tire. Like some European cars, Mazda saved weight with just a small air compressor and sealer kit, which won’t seal large punctures, of course. Run-flats are optional, but if they fail, a replacement probably won’t be in stock. With all the run-flats coming into use, this is a problem for shops that do road service. Mazda also introduced the Mazda5 for 2006, a compact vehicle based on the Mazda3, and which has a 157-hp version of the 2.3 Four. The Mazda5 has three two-seat rows, sliding side doors in the rear and a tailgate, so “compact minivan” isn’t an inaccurate description. However, it’s designed for handling, a Mazda strong point.

Mazda There are two new Mazdas for 2006. One is the MX-5, a.k.a. Miata, the twoseat convertible sports car that’s allnew, and a benchmark-setter for a rigid convertible. It has a 2.0L version of the Mazda 2.3L Four that’s used in other Mazdas and many Ford products. The 2.0 Four (which replaces the 1.8L version) has variable intake valve

Photo courtesy Toyota Motor Sales USA

flex gear meshes with the stator gear and deforms when turned by the “cam,” so that its position changes relative to the “stator” gear (that’s how the variable ratio is produced). Because that flexible gear is connected to the shaft of the rack & pinion steering gearbox, the movement of the output shaft to the steering gear—controlled by a computer—can vary from the movement of the steering wheel, up to perhaps 5°. As a safety backup, the limit is set by a locking device. The RX 400h and its cousin, the Toyota Highlander, are Toyota’s first “performance” hybrids. That is, although they have the 208-hp 3.3L V6, they get slightly better mileage than a nonhybrid. But the big plus is the acceleration boost that comes from the electric motor assist. The optional AWD system requires an additional electric

This cylinder cutaway for the Lexus IS 350 version of the 3.5L V6 shows two fuel injectors—one a direct-cylinder injector, another in the intake port. The combination of the two allows the elimination of intake manifold tuning and charge motion flaps. The dual injectors increase performance significantly.

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Hyundai Hyundai certainly has garnered respect with a high-quality product, and even if its cars are not dramatically styled, they look clean and modern. It’s the fourth best-selling import nameplate, and by the end of next year, half its cars will be made in the U.S. Engineering is up-to-date. The 2.4L dual overhead-cam 4-cylinder is the first application of a “world” engine that also will be used by Chrysler and Mitsubishi. And although each maker does its own calibrations, the engine itself was designed by Hyundai. As used by Hyundai, it has variable intake valve

Photo: Paul Weissler

TECH OVERVIEW OF THE 2006 IMPORTS

This underhood view of the Miata MX-5 shows the coolant reservoir and air cleaner housing located up front, where removal would provide good access to the front of the engine. Lift a plastic cover and there’s good access to the injectors and plugs, too. But for routine inspection of the fully obscured radiator hoses (or the radiator itself), the car must be put on a lift.

timing and mass airflow sensing (vs. speed density on the forthcoming Neon replacement, the Dodge Caliber). It’s rated at 162 hp and meets ULEV emissions requirements. Engine mounts are hydraulic, to improve idle smoothness. The optional 3.3 DOHC V6 also is a new engine with variable intake valve timing. It develops a competitive 235 hp, but also meets level 2 ULEV standards, just like Camry and Accord. There’s a five-speed manual and fourspeed automatic available with the 2.4 Four, and a five-speed automatic with the V6. The front suspension is the doublewishbone type and the rear is a multilink independent. Six air bags (plus active front seat head restraints), electronic stability control, traction control and ABS all are standard—not bad for a car with a base price of under 18 grand.

Nissan/Infiniti The new Infiniti M35/45, a luxury sports sedan, uses two well-proved engines: a 280-hp, 3.5 V6 and a 335-horse, 4.5 V8. Although Nissan gets great handling from its ultra-rigid chassis designs, these Ms also have an electronically controlled actuator to adjust rear toe an-

gle by moving the lower links to improve cornering, plus hardware adapted from the G35 series. The express-open/close door windows and the sunroof both are part of body computer circuits that can be temporarily disabled if the battery cable is disconnected, if a fuse blows or if parts are replaced. In fact, the sunroof may misbehave if the antipinch function is operated for more than five seconds continuously. Fortunately, both systems can be reinitialized without a scan tool. Turn on the ignition, lower the window to halfway with the manual switch, then close it and hold the switch up for four seconds. With the sunroof, press the Close switch as often as necessary until the sunroof is fully closed and hold the switch in the Close position for four seconds. The M comes with a mechanical key, but it’s strictly for the doors and trunk in case of battery failure of the I-Key (for “intelligent”). If that I-Key’s battery dies, you won’t be able to start the engine with the “key” sitting in the cupholder. However, insert the key into a port to the left of the steering column, then push the Start button. continued on page 33

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If the chart at right is missing, please circle #40 on the Product Information Card on page 53.

TECH OVERVIEW OF THE 2006 IMPORTS

Subaru The Subaru B-9 Tribeca is based on the Outback wagon, and uses the 250-hp version of the 6-cylinder boxer engine. It gets a 3-in. increase in wheelbase (to 108.2 in.), just a 1-in. increase in overall length (to 189.8 in.), but a 5-in. increase in height (to 66.5 in.). The tall-box approach provides room for the optional third row of seats, a competitive necessity in today’s market. Naturally, it has all-wheel-drive (55% power to the rear wheels). But with a planetary gear center differential and electronically controlled hydraulic clutch, the power goes where needed. It’s combined with Vehicle Dynamics Control, a yaw-sensing electronic stability system. The result is a roomy package with good handling. The boxer engine sits low, which contributes to a lower center of gravity. The vehicle is a five-star crash performer in front and side impacts, and there’s an M-shaped structure in the rear underbody to improve rear safety.

requiring future maintenance. The hybrid got an extremely clever reengineering, so that without a real change in the configuration, it goes from merely an acceleration assist to the ability to operate the car on electricity

alone in slow-moving traffic. Here’s how: All four cylinders are deactivated—a reversal of the conventional variable valve lift system. With all the valves closed, the engine would normally stop. However, the crankshaft is connected to

Photos: Paul Weissler

Nissan will be introducing the 2007 Versa econocar next spring. It’s significantly larger and almost 2 ft. longer and more powerful than the competition, Toyota Yaris (formerly the Echo). A 120-hp, 1.8L version of a new 4-cylinder engine will be the powerplant. Despite a sub-Sentra price point ($12,000 base, but more than Yaris), it will offer a six-speed manual, four-speed automatic or a version of the continuously variable transmission (CVT) that has been so successful in the Murano. Nissan is betting big on CVTs, promising that 40% of the cars it sells will have them by 2007. It’s one of the keys to high fuel economy for the Versa, which reportedly will have a combined city/highway average of 38 mpg. A front-to-rear group of other technologies also contribute to the high fuel economy. Although it has a MacPherson strut front suspension and twist beam rear, the Versa also has an interior that says “not cheap.” A hatch will come first, a sedan later.

Instead of a spare tire for the Miata MX-5, Mazda provides a small compressor (at right) and a sealer kit to repair flats. Run-flats are an option.

Honda There’s an all-new Civic line—sedan, coupe, Si coupe and hybrid sedan. With yearly Civic sales over 300,000, you can expect to see plenty of these

The 4-cylinder engine in the new Hyundai Sonata is one of the newest anywhere; in fact, a version will soon be used in Chrysler and Mitsibishi cars, too. A mass airflow sensor will be used for the Sonata Four, vs. a speed density system that will be used by Chrysler on its vehicles.

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Illustration courtesy Infiniti

TECH OVERVIEW OF THE 2006 IMPORTS

The electronically controlled actuator (in red) makes small adjustments in rear suspension toe on the new Infiniti M. It’s a handling upgrade adapted from the G35.

for the deactivation of all four cylinders. It’s really just a backup, because three cylinders were disabled on deceleration in 2005 models with a single valve. However, there’s an oil control valve failure mode that could have prevented the 2005 engine from coming off idle if all four cylinders became disabled. Keeping one cylinder alive on the 2005 hybrid was a fail-safe, enabling the car to move a bit, such as off to the shoulder.

Photo: Paul Weissler

the electric motor, so instead of an assist, the motor both moves the car and keeps the engine turning. Because the valves are closed, the pistons operate against what is effectively an air spring. The electric motor uses only a bit more power than if the engine were completely separate, as with a Toyota or Ford Escape hybrid. The new system did require engine modification—a second oil control valve

If the “intelligent” I-Key battery dies on the Infiniti M, insert the I-Key into the slot to the left of the steering column and the engine should be able to start.

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Honda also added a third stage to the 2006 valve lift system, to improve high-rpm performance. The engine is rated at 93 hp, up from 85 in 2005. The 2006 electric motor is more powerful—up from about 13 to 20 hp. That’s enough for low-speed operation without a big boost in the capacity of the battery pack. It’s up from 144 to 158 volts, but that’s basically just what Honda calls “continuous improvement.” The new system provides a 10% improvement in gas mileage (from about 45 to 50 mpg). The system is lower cost than those with higher voltage battery packs but has more complex electronics than the Toyota and Ford systems. The regenerative braking system is up a huge 170%, thanks to a computer control that proportions more braking to the regen setup than to the friction brakes. Some of the gas mileage increase may come from making standard the CVT that’s optional on other Civic sedans. As for the nonhybrid Civics, the sedan and coupe get a 140-hp version of the single OHC 1.8L Four. It has a two-stage lift control and two-stage plastic intake manifold. The Si coupe has a 197-hp edition of a 2.0L version of the SOHC four—98.5 hp per liter, naturally aspirated. Horsepower

TECH OVERVIEW OF THE 2006 IMPORTS peaks at 7800 and 139 ft.-lbs. of torque at 6200, so this is an engine to rev. The six-speed manual with shortthrow shifting makes it fun.

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The new Honda Civic hybrid electric motor, shown attached to the flywheel end of the 4-cylinder engine, is powerful enough to keep the engine turning with all four cylinders deactivated, and run the car at low speed and load on electricity alone.

Illustration courtesy Audi of America

The transverse front-drive A3 is Audi’s newest entry into the U.S. market. It’s short—14 ft.—and is powered by a 2.0L direct-injection four, but turbocharged to produce 200 hp and still get decent gas mileage. For extra performance, the 250-horse, 3.2L V6 is an option, and quattro all-wheel-drive is available. The A3 is the first U.S. entry with a dual-clutch “automatic” transmission, something you’ll be seeing from other European manufacturers. It’s basically two automatically controlled manualtype transmissions in a single housing, one transmission above the other, with each one controlled by a multidisc clutch. The two clutches are positioned one ahead of the other, each on its own shaft, with one shaft hollow so the other can pass through. One shaft has the odd-number gears and Reverse, the other the even numbers. The gears on each input shaft mesh with the gears on the appropriate output shaft. A hydraulic valve body with electronically controlled solenoids executes the shifts by engaging the appropriate gear on one output shaft at a time. The upshift or downshift is made while the transmission is engaged in the previous gear, and it’s completed when the computer disengages one multidisc clutch and engages the other. Clutch operation is carefully modulated so the shifts are smooth, and the power transfer from engine through transmission is almost continuous, improving acceleration. The clutches (in a fluid-filled housing) help provide a reported 15% better fuel economy than a torque converter, and their modulated engagement actually dampens engine pulses better at low rpm. A new VW Jetta joins the new Golf for 2006. A key change is a 150-hp, 2.5L 5-cylinder engine, replacing the 115-hp, 2.0L 4-cylinder. It’s offered with sixspeed manual or automatic transmission now; the dual-clutch box is coming late in the model year. The new transverse front-drive Pas-

Photo courtesy American Honda Motor Co.

Volkswagen/Audi

This photo shows two clutch packs in the same housing, each one at the end of its own input shaft. Audi’s electrohydraulic units make the gear ratio changes in advance, and whichever clutch engages will complete the shift.

sat is being introduced with the same 2.0L direct-injection Four turbo used in the Audi A3. But soon there’ll be available a 280-hp, 3.6L version of the ultracompact narrow-V6—the engine with a bank angle of only 10.6° (vs. the usual 60° or 90°), and a single cylinder head. The six-speed automatic is standard, and a dual-clutch box is in the future plans for this model, too. Front suspension still is MacPherson strut, with a multilink setup for the rear.

er arms in combination with a coil spring strut, a design adapted from the 5-Series and higher models. The rear suspension is a five-link design. The active steering in the 5- and 6-Series models is an option. This design uses a computer-controlled planetary gear system called “variable ratio,” but actually is a partial steer-by-wire system. The range is just a few degrees (as on the Lexus GS). The brakes also have a “mind” of their own. The windshield rain sensor sends a signal to the ABS, which operates a “kiss” mode to wipe water off the discs and pads. The brakes don’t actually engage, but it’s enough to dry them off.

BMW

The Eclipse sporty coupe is a model that Mitsubishi has always been able to sell, along with the pocket rocket called the Lancer Evolution. The 2006 version is a beautiful car, and the 2.4L 4-cylinder, rated at 162 hp, performs well. The vehicle is based on the Galant platform, so yes, the 3.8L V6 also fits in. In fact, there’s a 263-hp version (variable valve timing and lift) available on the GT. However, you’ll generally see the 2.4 Four, and—surprise!—it has a split exhaust system with separate catalytic converters and oxygen sensors. The transmission choices are five-speed manual or four-speed automatic.

Mechatronics Reverse Shaft Spring-Damper Element Twin Clutch

Output Shaft 2 Input Shaft 2 Input Shaft 1 Output Shaft 1

Illustration courtesy Audi of America

The new 3-Series is longer and wider, of course, but not by much (up 2 in. to 178 long and up 3 in. to 71.5 wide). Engine performance is up, as the base in-line 6cylinder engine has been enlarged from 2.5 to 3.0 liters. But it’s not just using the longer stroke of the 3.0 in the 330 models. BMW has all-new I-6 engines and some of the technology is gee-whiz. The base engine produces 215 hp, the uplevel powerplant 255 ponies. There’s also a special “performance” engine that produces only 235 hp but has a different torque curve and slightly higher peak torque. The block exterior of the engine is magnesium and the interior (cylinders, coolant passages, etc.) are an aluminum insert. The hot magnesium casting sort of shrink-fits onto the aluminum interior casting, with each locking to the other with special ribs. The magnesium bedplate holds a steel main bearing halves insert. The cylinder head is aluminum and the camshaft cover is magnesium. With all that various metallurgy, you shouldn’t be surprised by the fact that there are special (blue tint) aluminum engine bolts that are not reusable. The old two-belt accessory drive is gone, thanks in part to an electric drive for the water pump. There’s a single serpentine belt and the engine is an inch shorter as a result. The new engines adopt BMW’s infinitely variable intake and exhaust valve lift and timing control from the V8s. The variable lift system uses finger-type rocker arms instead of bucket hydraulic lifters (as on the old I-6) and a servo motor-controlled eccentric shaft with cam followers. The front suspension uses two low-

Mitsubishi

Oil Pump Differential With Integral Parking Lock Gear Ring

This illustration shows the layout of Audi’s dual-clutch transmission. The green area consists of the two input shafts, one going through the other. The red shafts are the two outputs. This setup provides smooth, almost continuous shifting.

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TECH OVERVIEW OF THE 2006 IMPORTS Mercedes-Benz

In this close-up look at the exhaust manifold shield of the 4-cylinder Mitsubishi Eclipse you can see the two oxygen sensors. If the shield were lifted, you’d be able to see dual catalytic converters, too.

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Photos: Paul Weissler

In the BMW 3-Series engine compartment, the in-line Six is a magnesium casting shrink-wrapped around an aluminum insert that forms the cylinders and coolant passages. Because of all this combination metallurgy, BMW has placed a label at the front of the compartment that says that if you remove the blue aluminum bolts, you must replace them with new ones.

Here’s something hard to believe: A Mercedes is getting lighter. The MClass for 2006 is down 400 lbs. to 4623 with the V6, despite a lengthening (6 in., to 188 overall) and widening (3 in., to 75.2). No diet; the MClass simply was taken off its separate truck-type frame and built on a unibody. The 3.5L, 24-valve V6 is rated at 268 hp, the 5.0L V8 (three valves, two plugs per cylinder) at 302 hp. Air suspension (with a 3-in. upward range) is an option. The M-Class continues to use a 50/50 front-rear split open center differential with ABS for its all-wheel-drive system. The DOHC 3.5 V6, introduced in 2004 on the 2005 SLK, is being phased in on all V6 models. It has variable intake and exhaust valve timing and a broad torque curve (87% available from 1500 rpm to the 258 ft.-lbs. peak at 5000). The intake manifold is magnesium and has two-stage flow paths and charge motion valves (“tumble flaps”) for increased turbulence at part-throttle, to improve air/fuel mixing. The transmission is Mercedes’ league-leading seven-speed automatic, which can skip through more than one gear on downshift acceleration, such as from 6th to 2nd gear. Surprisingly, the new M-Class has only two seating rows, to create a roomier package for four to five passengers. Why not a third row? Because Mercedes also introduced the R-Class, which is a price class upscale (about 8 to 10 grand more) and which has that third row. The R-Class is a foot longer but weighs only 140 lbs. more, and has the same engines and drivetrain, including the seven-speed automatic and AWD, and optional air suspension. On this model the shift lever is nearly invisible—just a small electronic stalk on the right side of the steering wheel—up for Reverse, down for Drive, plus manual shift buttons on the steering wheel.

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