Ward’s 10 Best Engines 2005
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Lead Lap
Joined: Jan 2004
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From: California
Ward’s 10 Best Engines 2005
Ward’s enters its second decade of the 10 Best Engines awards with one of the largest groups of nominated engines since the award program began in 1995: The six 10 Best Engines editor-judges nominated 36 engines for this year’s competition.
More importantly, among 2005’s winners, a discernible “theme” emerged: Fuel-saving technology is a key design priority for four of the 10 winners. Cylinder deactivation is featured on two winners; direct gasoline injection, hybridization and diesel also are represented.
Nothing has changed regarding the 10 Best Engines competition itself. Nominated engines must be available in regular-production vehicles on sale in the U.S. market no later than the first quarter of the new calendar year (in this case, 2005). An eligible engine must be available in a vehicle with a base price no more than $52,500 – 5% more than the original $50,000 ceiling in 1995.
The six-editor Ward’s judging panel evaluates each engine and assigns scores based on a variety of subjective and objective categories. Each engine competes against all others; the engines with the top 10 aggregate scores are winners.
Ward’s believes this process recognizes winning engines that have some degree of volume-market relevance (thus the price cap), while the head-to-head format delivers winners that deserve to be called the best, largely independent of vehicle or market segmentation.
------------------------------
The Winners
Acura 3.5L DOHC V-6
Audi FSI 3.2L DOHC V-6
Audi 4.2L DOHC V-8
DaimlerChrysler Mercedes 3.2L DOHC I-6 Turbodiesel
DaimlerChrysler 5.7L Hemi Magnum OHV V-8
Ford 4.6L SOHC V-8
General Motors Vortec 4.2L DOHC I-6
Honda 3L SOHC V-6/IMA Hybrid
Mazda 1.3L Renesis Rotary
Nissan 3.5L DOHC V-6 (11 years in a row)
http://subscribers.wardsauto.com/Mic...1004&siteid=26
Here is the link to the specific reviews of each engine
http://subscribers.wardsauto.com/Mic...=1004&srtype=1
More importantly, among 2005’s winners, a discernible “theme” emerged: Fuel-saving technology is a key design priority for four of the 10 winners. Cylinder deactivation is featured on two winners; direct gasoline injection, hybridization and diesel also are represented.
Nothing has changed regarding the 10 Best Engines competition itself. Nominated engines must be available in regular-production vehicles on sale in the U.S. market no later than the first quarter of the new calendar year (in this case, 2005). An eligible engine must be available in a vehicle with a base price no more than $52,500 – 5% more than the original $50,000 ceiling in 1995.
The six-editor Ward’s judging panel evaluates each engine and assigns scores based on a variety of subjective and objective categories. Each engine competes against all others; the engines with the top 10 aggregate scores are winners.
Ward’s believes this process recognizes winning engines that have some degree of volume-market relevance (thus the price cap), while the head-to-head format delivers winners that deserve to be called the best, largely independent of vehicle or market segmentation.
------------------------------
The Winners
Acura 3.5L DOHC V-6
Audi FSI 3.2L DOHC V-6
Audi 4.2L DOHC V-8
DaimlerChrysler Mercedes 3.2L DOHC I-6 Turbodiesel
DaimlerChrysler 5.7L Hemi Magnum OHV V-8
Ford 4.6L SOHC V-8
General Motors Vortec 4.2L DOHC I-6
Honda 3L SOHC V-6/IMA Hybrid
Mazda 1.3L Renesis Rotary
Nissan 3.5L DOHC V-6 (11 years in a row)
http://subscribers.wardsauto.com/Mic...1004&siteid=26
Here is the link to the specific reviews of each engine
http://subscribers.wardsauto.com/Mic...=1004&srtype=1
Last edited by Xenthar; Mar 10, 2005 at 07:51 PM.
Thread Starter
Lead Lap
Joined: Jan 2004
Posts: 435
Likes: 0
From: California
Ward’s editors evaluated 36 vehicles en route to this year’s 10 Best Engines list. Here are the 36 engines tested, as well as commentary on each.
Audi AG
3.2L FSI DOHC I-6 (Audi A6)
255 hp/243 lb.-ft.
For: Audi tech again impresses.
Against: Trifling cold-start issues.
Bottom line: Diesel without the baggage?
4.2L DOHC V-8 (Audi S4)
340 hp/302 lb.-ft.
For: Power density; staggeringly refined.
Against: Appetite for high-octane would shame a Hummer.
Bottom line: Totally corrupting.
BMW AG
3L DOHC I-6 (330i Performance Package)
235 hp/222 lb.-ft.
For: Makes V-6s feel like Mix Masters.
Against: We say again: needs more cubes.
Bottom line: Waiting for Valvetronic, DI.
3.2L DOHC I-6 (M3)
333 hp/262 lb.-ft.
For: With 104 hp/L, you have to ask?
Against: Edgy driveability; soon to die.
Bottom line: Technical masterpiece.
DaimlerChrysler AG
2.8L DOHC I-4 turbodiesel (Liberty)
160 hp/295 lb.-ft.
For: Vital economy boost for thirsty Liberty.
Against: Hardly the best diesel in DC bin.
Bottom line: Won’t convince U.S. drivers.
3.2L DOHC I-6 turbodiesel (E320 CDI)
201 hp/369 lb.-ft.
For: Thunderous torque; clatter mitigation.
Against: Exhaust can be a little stinky.
Bottom line: Does everything better than a gasoline equivalent.
3.5L DOHC V-6 (Mercedes SLK)
268 hp/258 lb.-ft.
For: Chesty torque; delicious exhaust.
Against: Heavy flywheel feel; unemotional.
Bottom line: Curiously un-fun.
5.7L OHV Hemi V-8 (Chrysler 300C)
340 hp/390 lb.-ft.
For: Feels totally unstressed at 60 hp/L.
Against: Heavy-handed torque management from tranny.
Bottom line: Indomitable.
5.9L OHV I-6 turbodiesel (Ram HD)
325 hp/600 lb.-ft.
For: 600 lb.-ft. is just stupid.
Against: Really too much for civilian missions.
Bottom line: Give us half of everything for a light vehicle.
Ford Motor Co.
2.3L DOHC I-4 (Focus ST)
151 hp/154 lb.-ft.
For: Good NVH; PZEV rating.
Against: Wheezy at higher rpm.
Bottom line: Chalk up one payoff from Mazda ownership.
2.3L DOHC I-4 (Escape Hybrid)
133 hp/129 lb.-ft.
For: Works well in hybrid duty.
Against: Doesn’t like hills. Even molehills.
Bottom line: We know we’re supposed to love it, but…
4.6L SOHC V-8 (Mustang GT)
300 hp/320 lb.-ft.
For: Beautifully adapted for muscle-car duty.
Against: Low redline; how about 6 gears?
Bottom line: Best $25,000 motor on earth.
5.4L SOHC V-8 (F-150)
300 hp/365 lb.-ft.
For: Ultra-mega refinement.
Against: Hitched to a heavy, heavy truck.
Bottom line: Held back by pudgy platform.
Fuji Heavy Industries Ltd.
2.5L turbo DOHC H-4 (Subaru Legacy GT)
250 hp/250 lb.-ft.
For: Stun-gun jolt when turbo spools.
Against: Boost not subtle; likes to drink.
Bottom line: Do Subaru buyers need this?
2.5L turbocharged DOHC H-4 (Subaru WRX STi)
300 hp/300 lb.-ft.
For: Can talk smack on V-8s.
Against: NVH only the “tuner crowd” could love.
Bottom line: Awesome, dude – for 15 minutes.
General Motors Corp.
3.6L DOHC V-6 (Cadillac CTS)
255 hp/255 lb.-ft.
For: Superb performance balance, NVH.
Against: Ignored by el-cheapo GM brass.
Bottom line: GM, get this in everything. Now.
4.2L DOHC I-6 (Chevrolet TrailBlazer)
275 hp/275 lb.-ft.
For: Intelligent engineering, manufacturing.
Against: Surely time for a few more horses.
Bottom line: See 3.6L V-6 above.
5.3L OHV V-8 (Chevrolet TrailBlazer EXT)
300 hp/330 lb.-ft.
For: Cylinder deactivation, hefty power.
Against: How often are half of those cylinders really gonna go quiet?
Bottom line: Tree-hugger distraction.
6L OHV V-8 (Chevrolet Corvette)
400 hp/400 lb.-ft.
For: Big numbers.
Against: Startlingly loud and ragged; not doing small-block any favors.
Bottom line: Pep Boys bait.
Honda Motor Co. Ltd.
2L DOHC I-4 (Acura RSX Type S)
210 hp/143 lb.-ft.
For: Sweetest 210 hp you’ll find.
Against: Not really an adult torque number.
Bottom line: Nobody does a better 4-cyl.
2.4L DOHC I-4 (Acura TSX)
200 hp/166 lb.-ft.
For: Deserves exhibit in the NVH museum.
Against: Typical Honda torque deprivation.
Bottom line: All anybody really needs.
3L SOHC V-6 (Accord Coupe)
240 hp/212 lb.-ft.
For: The Honda of V-6s.
Against: Not always “on the cam.”
Bottom line: All anybody really needs, V-6 edition.
3L SOHC V-6/IMA (Accord Hybrid)
255 hp/232 lb.-ft.
For: Remarkable technology integration.
Against: Sometimes gets a little busy.
Bottom line: If you’ve got to go hybrid.
3.5L SOHC V-6 (Odyssey Touring)
255 hp/250 lb.-ft.
For: Manly minivan mill; VCM ain’t bad, too.
Against: Give us a minute.
Bottom line: Hey kids, was that a BMW we just passed?
3.5L SOHC V-6 (Acura RL)
300 hp/243 lb.-ft.
For: Sets new power-density standard.
Against: Can be thrashy.
Bottom line: Credible as a surrogate V-8?
Mazda Motor Corp.
1.3L Renesis Rotary (RX-8)
238 hp/159 lb.-ft.
For: Revs forever; sounds like no other.
Against: Torque would embarrass even Honda.
Bottom line: Refreshingly unique.
2.3L DOHC I-4 (Mazda 3s)
160 hp/150 lb.-ft.
For: Solidly engineered.
Against: Not overly ambitious.
Bottom line: Seems so normal.
Nissan Motor Co. Ltd.
3.5L DOHC V-6 (Infiniti G35)
298 hp/260 lb.-ft.
For: Storming power, expressive sounds.
Against: Straying from original qualities.
Bottom line: Possibly best V-6 ever built.
4L DOHC V-6 (Pathfinder)
270 hp/291 lb.-ft.
For: Probably best engine in the class.
Against: VQ dumbed-down for trucks.
Bottom line: ...we’re not amused.
5.6L DOHC V-8 (Titan)
305 hp/379 lb.-ft.
For: Wieldy torque.
Against: Too much designed-in racket.
Bottom line: Good hp, lose the macho.
Toyota Motor Corp.
1.5L DOHC I-4 Hybrid (Prius)
76 hp/82 lb.-ft.
For: Does what it’s supposed to do (mostly).
Against: Soapbox racers have more torque.
Bottom line: Can’t argue with success.
4L DOHC V-6 (Tacoma)
245 hp/282 lb.-ft.
For: Way better than Toyota’s old V-6.
Against: Power still behind the times.
Bottom line: Money in the bank for Toyota.
4.7L DOHC V-8 (Tundra)
282 hp/325 lb.-ft.
For: Serious power hike; premium feel.
Against: Nothing another half-L couldn’t fix.
Bottom line: Excuses no longer required.
Volkswagen AG
2L SOHC I-4 turbodiesel (Passat TDI)
134 hp/247 lb.-ft.
For: No-nonsense fuel economy.
Against: Weak, automatic only.
Bottom line: We want the Euro diesels.
Volvo Cars
2.5L turbocharged DOHC I-5 (S40 T5)
218 hp/236 lb.-ft.
For: Velvety power surge, decent economy.
Against: Light grunt from forced induction.
Bottom line: Not a bad solution.
4.4L DOHC V-8 (XC90)
311 hp/325 lb.-ft.
For: Yamaha engineered it.
Against: Japan and Sweden aren’t yet famous for V-8 work.
Bottom line: Ten percent away from glory.
http://subscribers.wardsauto.com/mic...1004&siteid=26
Audi AG
3.2L FSI DOHC I-6 (Audi A6)
255 hp/243 lb.-ft.
For: Audi tech again impresses.
Against: Trifling cold-start issues.
Bottom line: Diesel without the baggage?
4.2L DOHC V-8 (Audi S4)
340 hp/302 lb.-ft.
For: Power density; staggeringly refined.
Against: Appetite for high-octane would shame a Hummer.
Bottom line: Totally corrupting.
BMW AG
3L DOHC I-6 (330i Performance Package)
235 hp/222 lb.-ft.
For: Makes V-6s feel like Mix Masters.
Against: We say again: needs more cubes.
Bottom line: Waiting for Valvetronic, DI.
3.2L DOHC I-6 (M3)
333 hp/262 lb.-ft.
For: With 104 hp/L, you have to ask?
Against: Edgy driveability; soon to die.
Bottom line: Technical masterpiece.
DaimlerChrysler AG
2.8L DOHC I-4 turbodiesel (Liberty)
160 hp/295 lb.-ft.
For: Vital economy boost for thirsty Liberty.
Against: Hardly the best diesel in DC bin.
Bottom line: Won’t convince U.S. drivers.
3.2L DOHC I-6 turbodiesel (E320 CDI)
201 hp/369 lb.-ft.
For: Thunderous torque; clatter mitigation.
Against: Exhaust can be a little stinky.
Bottom line: Does everything better than a gasoline equivalent.
3.5L DOHC V-6 (Mercedes SLK)
268 hp/258 lb.-ft.
For: Chesty torque; delicious exhaust.
Against: Heavy flywheel feel; unemotional.
Bottom line: Curiously un-fun.
5.7L OHV Hemi V-8 (Chrysler 300C)
340 hp/390 lb.-ft.
For: Feels totally unstressed at 60 hp/L.
Against: Heavy-handed torque management from tranny.
Bottom line: Indomitable.
5.9L OHV I-6 turbodiesel (Ram HD)
325 hp/600 lb.-ft.
For: 600 lb.-ft. is just stupid.
Against: Really too much for civilian missions.
Bottom line: Give us half of everything for a light vehicle.
Ford Motor Co.
2.3L DOHC I-4 (Focus ST)
151 hp/154 lb.-ft.
For: Good NVH; PZEV rating.
Against: Wheezy at higher rpm.
Bottom line: Chalk up one payoff from Mazda ownership.
2.3L DOHC I-4 (Escape Hybrid)
133 hp/129 lb.-ft.
For: Works well in hybrid duty.
Against: Doesn’t like hills. Even molehills.
Bottom line: We know we’re supposed to love it, but…
4.6L SOHC V-8 (Mustang GT)
300 hp/320 lb.-ft.
For: Beautifully adapted for muscle-car duty.
Against: Low redline; how about 6 gears?
Bottom line: Best $25,000 motor on earth.
5.4L SOHC V-8 (F-150)
300 hp/365 lb.-ft.
For: Ultra-mega refinement.
Against: Hitched to a heavy, heavy truck.
Bottom line: Held back by pudgy platform.
Fuji Heavy Industries Ltd.
2.5L turbo DOHC H-4 (Subaru Legacy GT)
250 hp/250 lb.-ft.
For: Stun-gun jolt when turbo spools.
Against: Boost not subtle; likes to drink.
Bottom line: Do Subaru buyers need this?
2.5L turbocharged DOHC H-4 (Subaru WRX STi)
300 hp/300 lb.-ft.
For: Can talk smack on V-8s.
Against: NVH only the “tuner crowd” could love.
Bottom line: Awesome, dude – for 15 minutes.
General Motors Corp.
3.6L DOHC V-6 (Cadillac CTS)
255 hp/255 lb.-ft.
For: Superb performance balance, NVH.
Against: Ignored by el-cheapo GM brass.
Bottom line: GM, get this in everything. Now.
4.2L DOHC I-6 (Chevrolet TrailBlazer)
275 hp/275 lb.-ft.
For: Intelligent engineering, manufacturing.
Against: Surely time for a few more horses.
Bottom line: See 3.6L V-6 above.
5.3L OHV V-8 (Chevrolet TrailBlazer EXT)
300 hp/330 lb.-ft.
For: Cylinder deactivation, hefty power.
Against: How often are half of those cylinders really gonna go quiet?
Bottom line: Tree-hugger distraction.
6L OHV V-8 (Chevrolet Corvette)
400 hp/400 lb.-ft.
For: Big numbers.
Against: Startlingly loud and ragged; not doing small-block any favors.
Bottom line: Pep Boys bait.
Honda Motor Co. Ltd.
2L DOHC I-4 (Acura RSX Type S)
210 hp/143 lb.-ft.
For: Sweetest 210 hp you’ll find.
Against: Not really an adult torque number.
Bottom line: Nobody does a better 4-cyl.
2.4L DOHC I-4 (Acura TSX)
200 hp/166 lb.-ft.
For: Deserves exhibit in the NVH museum.
Against: Typical Honda torque deprivation.
Bottom line: All anybody really needs.
3L SOHC V-6 (Accord Coupe)
240 hp/212 lb.-ft.
For: The Honda of V-6s.
Against: Not always “on the cam.”
Bottom line: All anybody really needs, V-6 edition.
3L SOHC V-6/IMA (Accord Hybrid)
255 hp/232 lb.-ft.
For: Remarkable technology integration.
Against: Sometimes gets a little busy.
Bottom line: If you’ve got to go hybrid.
3.5L SOHC V-6 (Odyssey Touring)
255 hp/250 lb.-ft.
For: Manly minivan mill; VCM ain’t bad, too.
Against: Give us a minute.
Bottom line: Hey kids, was that a BMW we just passed?
3.5L SOHC V-6 (Acura RL)
300 hp/243 lb.-ft.
For: Sets new power-density standard.
Against: Can be thrashy.
Bottom line: Credible as a surrogate V-8?
Mazda Motor Corp.
1.3L Renesis Rotary (RX-8)
238 hp/159 lb.-ft.
For: Revs forever; sounds like no other.
Against: Torque would embarrass even Honda.
Bottom line: Refreshingly unique.
2.3L DOHC I-4 (Mazda 3s)
160 hp/150 lb.-ft.
For: Solidly engineered.
Against: Not overly ambitious.
Bottom line: Seems so normal.
Nissan Motor Co. Ltd.
3.5L DOHC V-6 (Infiniti G35)
298 hp/260 lb.-ft.
For: Storming power, expressive sounds.
Against: Straying from original qualities.
Bottom line: Possibly best V-6 ever built.
4L DOHC V-6 (Pathfinder)
270 hp/291 lb.-ft.
For: Probably best engine in the class.
Against: VQ dumbed-down for trucks.
Bottom line: ...we’re not amused.
5.6L DOHC V-8 (Titan)
305 hp/379 lb.-ft.
For: Wieldy torque.
Against: Too much designed-in racket.
Bottom line: Good hp, lose the macho.
Toyota Motor Corp.
1.5L DOHC I-4 Hybrid (Prius)
76 hp/82 lb.-ft.
For: Does what it’s supposed to do (mostly).
Against: Soapbox racers have more torque.
Bottom line: Can’t argue with success.
4L DOHC V-6 (Tacoma)
245 hp/282 lb.-ft.
For: Way better than Toyota’s old V-6.
Against: Power still behind the times.
Bottom line: Money in the bank for Toyota.
4.7L DOHC V-8 (Tundra)
282 hp/325 lb.-ft.
For: Serious power hike; premium feel.
Against: Nothing another half-L couldn’t fix.
Bottom line: Excuses no longer required.
Volkswagen AG
2L SOHC I-4 turbodiesel (Passat TDI)
134 hp/247 lb.-ft.
For: No-nonsense fuel economy.
Against: Weak, automatic only.
Bottom line: We want the Euro diesels.
Volvo Cars
2.5L turbocharged DOHC I-5 (S40 T5)
218 hp/236 lb.-ft.
For: Velvety power surge, decent economy.
Against: Light grunt from forced induction.
Bottom line: Not a bad solution.
4.4L DOHC V-8 (XC90)
311 hp/325 lb.-ft.
For: Yamaha engineered it.
Against: Japan and Sweden aren’t yet famous for V-8 work.
Bottom line: Ten percent away from glory.
http://subscribers.wardsauto.com/mic...1004&siteid=26
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From: What is G?
Originally Posted by Xenthar
Volvo Cars
2.5L turbocharged DOHC I-5 (S40 T5)
218 hp/236 lb.-ft.
For: Velvety power surge, decent economy.
Against: Light grunt from forced induction.
Bottom line: Not a bad solution.
4.4L DOHC V-8 (XC90)
311 hp/325 lb.-ft.
For: Yamaha engineered it.
Against: Japan and Sweden aren’t yet famous for V-8 work.
Bottom line: Ten percent away from glory.
2.5L turbocharged DOHC I-5 (S40 T5)
218 hp/236 lb.-ft.
For: Velvety power surge, decent economy.
Against: Light grunt from forced induction.
Bottom line: Not a bad solution.
4.4L DOHC V-8 (XC90)
311 hp/325 lb.-ft.
For: Yamaha engineered it.
Against: Japan and Sweden aren’t yet famous for V-8 work.
Bottom line: Ten percent away from glory.
My best friend went over to my dealership to check out the new XC90 V8. He got to test drive it. Said that the truck hauls azz. And the 6speed auto changes gears rather quickly. Exhaust note is very great. He said at start up it sounds like a typical Yamaha bike engine, then lean into the accelerator, and it turns into a totally differnent monster. I will probably go back over there sometime in May, and have a little write up of the V8. Hopefully sooner than that.
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