DIESEL SHINES

2014
WWW.WARDSAUTO.COM
DIESEL SHINES
E
AMONG WARD’S 10 BEST ENGINES
ngineers lucky enough to earn a Ward’s 10 Best
Engines trophy surely find it fun to celebrate the
accomplishment and bask in the glow with co-workers.
It’s fun for us, too, at WardsAuto, because our
3-month-long engine deep-dive represents a chance to
read the powertrain tea leaves and identify technologies that are
on the rise and those fading away.
This year, we see several emerging trends:
n Forced
CLICK ON PHOTOS:
WardsAuto judges
on this year’s entries.
18 / WARDSAUTO WORLD
erable advantage.
induction is as
n Overall,
Takeaways from this
popular as ever.
hybrid-electric
year’s competition:
Turbochargers are
vehicles scored
Direct injection and
tied to 18 of 44
forced induction remain poorly in this
engines evaluated, extremely popular; diesels year’s competiwhile superchargstill hold a considerable tion due to quesers are linked to
tionable fuel effifuel-efficiency edge
three.
over gasoline engines; ciency. Nissan’s
n Last year, we
two hybrids, the
and there is a future
were wondering if
Pathfinder CUV
for pushrods.
tried-and-true muland Infiniti Q50
tiport fuel-injection was surging sedan, were the best of the
back in style. Think again: Eight bunch.
of 10 winners this year use
n General Motors’ excellent
direct injection.
new small-block has breathed
n Engineers say efficiency of
new life into the cam-in-block
gasoline engines is improving
engine architecture. Where to
to the point that diesels may no now, pushrod?
longer hold a 25% fuel-efficienn Last year, we tested only
cy edge. In our real-world test- three V-8s. This year, we had
ing, diesels still have a consid- four, and three of those were
JANUARY / 2014
WardsAuto editors discussing 2014 10 Best Engines winners are (from left) Christie
Schweinsberg, James Amend, Drew Winter, Byron Pope, Steve Finlay and Tom Murphy.
GM small-blocks. Anyone else doing new
V-8s? Bueller? Bueller?
We also drove six diesels, more than
ever before, and for the first time put
three of them on the list. All six diesels
scored well, and we’re counting on new
ones to test next fall. Same is true for tiny
3-cyl. engines, two of which we considered this year as the downsizing trend
continues.
This is the 20th year for Ward’s 10
Best Engines. Eight editors evaluated
44 engines or propulsion systems during two months of daily driving in metro
Detroit, ending in December.
To be eligible, an engine must be allJANUARY / 2014
new or significantly improved and available in a production vehicle in the U.S.
market within the first quarter of 2014.
This year, we raised the base price cap
from $55,000 to $60,000. New engines
are pitted against the 10 winners from the
previous year.
Editors score each engine based
on horsepower, torque, technology,
observed fuel economy, relative competitiveness and noise, vibration and harshness characteristics.
The awards will be presented at a Jan.
15 ceremony in Detroit during the North
American International Auto Show. WAW
­– Tom Murphy
WARDSAUTO WORLD / 19
2014
ENGINE SPECS
Displacement:
2,995 cc
Block/head material:
aluminum/aluminum
Horsepower (SAE net):
333 @ 5,500 rpm
Torque:
325 lb.-ft. (441 Nm)
@ 2,900-4,500 rpm
Specific output:
111 hp/L
Bore x stroke:
84.5 x 89 mm
Compression ratio:
10.3:1
EPA city/highway:
17 / 26 mpg
Assembly site:
Gyor, Hungary
Application tested:
’14 Audi S5 quattro
Additional applications:
Audi S4, A6, A7, A8,
Q5, SQ5, Q7
20 / WARDSAUTO WORLD
AUDI
I
’14 Audi S5
3.0L TFSI SUPERCHARGED DOHC V-6
t damn near came to
blows as two passionate
WardsAuto editors argued
amid a full staff meeting about Audi’s 3.0L supercharged V-6 and whether it
deserved yet another Ward’s
10 Best Engines trophy.
They both were right, actually:
One editor insisted the engine
hasn’t been updated in several
years while other auto makers
have bombarded our offices with
new and compelling technologies that deserve recognition.
The opposite side refused to
boot the engine because no
rivals have come along that
can match the 3.0L’s silkiness,
its lively tip-in, its daily drivability, its gratifying torque at every
engine speed. In other words,
it’s still a benchmark.
That’s the argument that won
ultimately, propelling Audi’s
TFSI V-6 to its fifth consecutive
Ward’s 10 Best Engines win.
On their score sheets, editors
describe it as “the best engine
I’ve ever encountered,” “amazing,” “one of the best high-performance V-6s ever.”
It revs so effortlessly and
sounds so enticing, it’s hard to
think of this engine excluded
from the list, especially as V-8s
have become less popular in
luxury cars over the years.
Audi has pegged its fortunes
to this engine as two-thirds of
its product lineup relies on it.
And with good reason. This
versatile engine works equally
well in small and sporty cars
such as the S4 and S5 and in
JANUARY / 2014
WAW WARD’S 10 BEST ENGINES
HORSEPOWER
22 / WARDSAUTO WORLD
TORQUE LB. - FT.
spacious, suave cruisers such as the A7
smooth, fuel-efficient and capable, is
and A8 sedans, not to mention the SQ5
starting to fall behind the leaders in speand Q7 utility vehicles. Volkswagen and
cific output.
Porsche use the
Several
engine in hybrid
WardsAuto ediapplications, too.
tors approached
It’s also worth
20 mpg (11.7 L/100
noting the wellkm) while driving
equipped ’14 S5
415 miles (668 km)
quattro coupe (with
in the S5, so maybe
6-speed manual
that’s the engine’s
transmission) we
lone weakness.
evaluated in early
Audi promises
333 hp @ 5,500 rpm
325 lb.-ft. @ 2,900-4,500 rpm
November came
updates are on the
350
350
with a $58,845
way, so fuel con300
300
sticker price that
sumption most likely
250
250
was $8,000 less
will be addressed.
200
200
150
150
than the S5 we testA decade ago,
100
100
ed last year.
starting in 2004,
50
50
Only two other
Audi strung togeth0
0
1
2
3
4
5
6
7
luxury gasoline
er three consecuRPM (IN THOUSANDS)
engines could be
tive Ward’s 10 Best
counted among the TFSI’s competitive
Engines wins for its 4.2L DOHC V-8,
set this year: Cadillac’s 3.6L twin-turbo
which was considerably less efficient
V-6 and BMW’s 3.0L N55 turbocharged
than the 3.0L TFSI V-6.
inline-6.
The arguments for and against that
They’re both engaging, but the Cadillac
engine in 2006 and 2007 were just as
engine, while being crazy fast, is crazy
raucous, but the V-8’s gas-guzzling
expensive and of limited purpose.
nature ultimately forced it off the list,
And the BMW engine, while being
despite its many strengths. WAW
JANUARY / 2014
ENGINE SPECS
Displacement:
2,993 cc
Block/head material:
aluminum/aluminum
Horsepower (SAE net):
255 @ 4,000 rpm
Torque:
413 lb.-ft. (560 Nm)
@ 1,500 rpm
Specific output:
85 hp/L
Bore x stroke:
84 x 90 mm
Compression ratio:
16.5:1
EPA city/highway:
26 / 38 mpg
Assembly site:
Steyr, Austria
Application tested:
’14 BMW 535d
Additional applications:
BMW X5 xDrive35d
E
3.0L N57 TURBODIESEL DOHC I-6
ngines evolving from
one generation to the
next tend to improve in
several ways, generally
with more horsepower, a fatter
torque curve and the newest
technology.
Oddly enough, BMW goes in
the opposite direction and still
arrives at a winning formula.
This new TwinPower Turbo
3.0L diesel inline-6 (codename
N57) in the 535d sedan now
uses a single variable-geometry turbocharger in
place of two
separate turbos on board the
earlier version that won Ward’s
10 Best Engines trophies in
2009 and 2010.
The previous diesel also used
the latest fast-acting piezoelectric fuel injectors, while the
new one makes do with less
sophisticated coil-based solenoid-valve sprayers that are less
expensive but still can deliver
six separate injections per combustion stroke. More injections
make for a quieter diesel.
The earlier version made an
extra 10 hp and 12 more lb.-ft.
(16 Nm) of torque. Scaling back
on output would seem counterintuitive, but the fuel-economy
gain is completely justified.
The previous winner, the 335d
sedan, was rated at 23/36 mpg
(10.2-6.5 L/100 km) city/highway. The new (and larger) 535d
trumps it easily, rated by the EPA
at 26/38 mpg (9.0-6.1 L/100 km).
WardsAuto had no problem
achieving the stated fuel economy as several editors topped
35 mpg (6.7 L/100 km) during
JANUARY / 2014
mixed driving in metro Detroit.
running speeds, than those from years
That’s better than some 4-cyl. diesels
ago, thanks to high-pressure commonwe evaluated and beats a lot of luxury
rail fuel injection.
gasoline-electric hybrids, while being
Some of the new diesels still project a
much more satisfying to drive.
slight clatter at idle. Not so for the 535d.
On a long road
Arguably, it’s the alltrip, we’re conaround quietest dievinced 40 mpg (5.8
sel we’ve ever driven.
L/100 km) is within
Bolstering the
reach in this spaN57’s fuel economy
cious luxury cruiser
is a stop/start system
with its 8-speed
redesigned to funcautomatic transtion more smoothly.
mission because
The BMW 535d
diesels, unlike gascan be sold in all
255 hp @ 4,000 rpm
413 lb.-ft. @ 1,500 rpm
oline engines, rou50 states, thanks to
450
450
tinely outperform
its advanced urea400
400
350
350
their stated mileage
based selective
300
300
estimates.
catalytic reduction
250
250
200
200
Hence our affinity
system to mitigate
150
150
for diesels.
oxides of nitrogen
100
100
50
50
Better yet, no
emissions.
0
0
1
2
3
4
5
one in our office
A BMW execuRPM (IN THOUSANDS)
missed the extra
tive says all these
horsepower or torque from a few years
advanced technologies amount to “a
ago. On their score sheets, editors refer
chemistry factory within the car.”
to the 3.0L in the 535d as “remarkable,”
Yes, perhaps it’s time to retire the out“stealthy fast,” “responsive without being
dated term “oil burner.”
twitchy” and “a blast to drive.”
It’s a description that dates back at
On the noise, vibration and harshness
least 50 years, when farmers routinely
front, all new diesels – we tested six of
ran diesel tractors on all sorts of oils,
them – are less disruptive, particularly at
even from sunflowers. WAW
JANUARY / 2014
TORQUE LB. - FT.
24 / WARDSAUTO WORLD
BMW
’14 BMW 535d
HORSEPOWER
2014
WWW.WARDSAUTO.COM
WARDSAUTO WORLD / 25
2014
ENGINE SPECS
Displacement:
2,988 cc
Block/head material:
compacted graphite
iron/aluminum
Horsepower (SAE net):
240 @ 3,600 rpm
Torque:
420 lb.-ft. (570 Nm)
@ 2,000 rpm
Specific output:
80 hp/L
Bore x stroke:
83 x 92 mm
Compression ratio:
16.5:1
EPA city/highway:
NA
Assembly site:
Cento, Italy
Application tested:
’14 Ram 1500
EcoDiesel
Additional applications:
’14 Grand Cherokee
26 / WARDSAUTO WORLD
CHRYSLER
W
’14 Ram 1500
EcoDiesel
3.0L ECODIESEL DOHC V-6
hat took so long?
The U.S. market
adores pickup
trucks because so
many segments of the economy
need them, from carpenters
and contractors to farmers and
landscapers. Many customers
purchase pickups to pull boats,
mobile homes, horse trailers and
snowmobiles, so torque is key.
Sure, diesels dominate the
market for heavy-duty pickups,
but not everyone needs so much
brute strength. That’s why the
arrival of the new 3.0L turbodiesel V-6 in Chrysler’s Ram pickup
and Jeep Grand Cherokee is
reason to celebrate.
Truck buyers routinely pick
V-8s because a naturally aspirated V-6 doesn’t always get
the job done when the bed is
loaded.
The light-duty diesel V-6 is the
way to go for two main reasons:
They are more fuel-efficient
than gasoline V-8s and they
trump them in torque, too, by
a wide margin. The Ram diesel
can tow 7,400 lbs. (3,357 kg).
And diesels are most efficient
compared with gasoline engines
when pulling heavy loads.
Let’s consider two state-ofthe-art gasoline 6-cyl. engines
with forced induction, Audi’s
3.0L supercharged V-6 and
BMW’s N55 3.0L turbo inline-6.
The German engines make
more horsepower, but the
Ram’s new turbodiesel with the
same displacement out-torques
the Bimmer by 40% and the
Audi by 29%.
JANUARY / 2014
WAW WARD’S 10 BEST ENGINES
HORSEPOWER
28 / WARDSAUTO WORLD
TORQUE LB. - FT.
Take the comparison one step further
ing target. Let’s run some numbers.
and the diesel delivers 11% more torque
The average retail price of diesel in
than Ford’s excellent and reasonably new
October was $3.89 per gallon, compared
5.0L V-8 in the F-150.
with $3.35 for regular unleaded gasoline.
Engineered in Italy by Fiat-owned VM
The owner of a V-8 pickup getting 17
Motori, the 3.0L turbodiesel serves up
mpg (13.8 L/100 km) will pay almost $.20
the red meat truck lovers can’t resist. It
per mile driven.
has a nice grumble, without being overly
Meanwhile, the diesel V-6 truck getting
loud or annoying.
24 mpg will cost
Finally, pickup buy$.16 per mile. Don’t
ers can have the
be surprised if realfuel-efficient torque
world fuel economy
they deserve.
exceeds 24 mpg,
WardsAuto editors
making the diesel
say this engine “fits
even more appealthe Ram perfectly”
ing.
and “is one of the
So, what took so
quietest diesels I’ve
long for a light-duty
240 hp @ 3,600 rpm
420 lb.-ft. @ 2,000 rpm
driven.” Even in a
diesel to arrive in a
450
450
truck, the 3.0L is
U.S. pickup?
400
400
350
350
barely louder than
Automakers were
300
300
diesels of the same
afraid Americans
250
250
200
200
displacement in
would resist die150
150
expensive German
sels because they
100
100
50
50
luxury cars.
remember the dark
0
0
1
2
3
4
5
Fuel economy
days when lowRPM (IN THOUSANDS)
during our testing
grade oil-burners
approached 24 mpg (9.8 L/100 km) – not
rattled like maracas and threw off masbad for a truck weighing close to 6,000
sive clouds of black smoke, assuming
lbs. (2,722 kg).
they could start at all.
Diesel detractors talk about the price
At least two generations of drivers don’t
premium for all this technology, but this
even know that chapter of automotive
engine can be had in Ram Tradesman
history, so congratulations to Chrysler for
trim for just over $30,000, a bargain.
bringing European diesel expertise and
The cost of diesel fuel is another movtechnology to the U.S. WAW
JANUARY / 2014
ENGINE SPECS
Battery:
24-kWh Li-ion
On-board charging:
6.6 kW
Horsepower (SAE net):
111 hp @ 4,150 rpm
Torque:
147 lb.-ft. (200 Nm)
@ 0-4,000 rpm
Single-charge range:
87 miles
(139 km)
EPA city / highway:
122 / 108 mpg
equivalent
Assembly site:
Toluca, Mexico
Application tested:
’13 Fiat 500e
F
83-KW ELECTRIC MOTOR
or the benefit of our
newer readers, it’s probably worthwhile explaining how a car with no
engine can find a spot among
the Ward’s 10 Best Engines
winners.
It’s a valid question we confronted when hybrid-electrics
arrived in the late 1990s and
again when the first batteryelectrics went on sale three
years ago. That’s when we
awarded both the Nissan Leaf
and Chevrolet Volt extendedrange EV, insisting every type
of propulsion system, be it
gasoline, diesel or all-electric,
deserves equal consideration.
If it turns the wheels
with enough force
to make a vehicle
fun to drive,
then we consider it.
Which explains why the Fiat
500e finds itself in the winner’s
circle as only the second EV
ever recognized in our competition.
The Leaf was the first, in 2011,
because WardsAuto editors
found it so familiar in terms of
the drive experience – the brake
feel, acceleration and ability to
keep up with highway traffic.
The 500e evolves the principle even further, using the
same size battery (24-kWh
lithium-ion) to generate 111 hp
(4 hp more than Leaf).
And even though the Leaf
makes 40 lb.-ft. (54 Nm) more
torque than the 500e, it sure
is hard to tell from behind the
wheel.
The 500e dashes from stoplights with such confidence
that even hard-hearted internalcombustion devotees will find
themselves recalibrating their
perceptions after a test drive.
At least two editors describe
the 500e as the best EV
they’ve ever driven and
JANUARY / 2014
praise the natural and progressive feel
tomed to EVs, but range anxiety wasn’t a
when braking, which regenerates energy
problem this year.
for the battery.
Several editors report having driven
WardsAuto editors describe the 500e
more miles than they had burned in indias a “little guided missile” and rave about
cated range, which maxed out at about
its “off-the-charts
85 miles (137 km)
torque” and ability
during our evaluato “haul ass” to the
tion.
point that a steady
Chrysler says
hand on the tiller is
recharging takes
necessary with the
less than four hours
accelerator mashed.
connected to a
Perhaps the 500e’s
Level II 240V energy
best attribute is its
source. Plugging
simple approach
into a standard
111 hp @ 4,150 rpm
147 lb.-ft. @ 0-4,000 rpm
to communicating
120V wall socket will
150
150
vehicle information,
take much longer,
particularly range.
close to 24 hours.
100
100
The Leaf and Volt
For now, the 500e
tend to bombard
is available only
50
50
drivers with so much
in California, and
information packFiat/Chrysler CEO
0
0
8
9
10
1
2
3
4
5
6
7
aged in so many
Sergio Marchionne
RPM (IN THOUSANDS)
ways that it can
says the EV
heighten rather than alleviate range anxiety.
($33,095 sticker price) will not make
The 500e needs only one gauge with a
money.
digital speedometer at the top and range
Hats off to Chrysler and Fiat for taking
indicator at the bottom. Along the left
a chance on the electrified city car. Editor
side is a vertical green bar with a batJim Irwin sums it up best: “If this is Fiat/
tery icon; as electricity is consumed, the
Chrysler’s bone being thrown to CAFE,
green bar gets shorter.
they should consider going back to the
Maybe we are growing more accusbutcher shop for more.” WAW
JANUARY / 2014
TORQUE LB. - FT.
30 / WARDSAUTO WORLD
CHRYSLER
’13 Fiat 500e
HORSEPOWER
2014
WWW.WARDSAUTO.COM
WARDSAUTO WORLD / 31
ENGINE SPECS
32 / WARDSAUTO WORLD
FORD
I
1.0L ECOBOOST DOHC DI I-3
t wasn’t long ago that U.S.
car buyers thought more
always was better when it
came to cylinders. Ford’s
new 1.0L EcoBoost proves
good things really do come in
small packages. It’s not the
first 3-cyl. engine to be offered
in the U.S., but it is the first
one that truly is fun to drive.
So-called triples long have
been admired in the motorcycle
world for their compact dimensions and distinctive tailpipe
howl, but their reputation in
U.S. cars is not good.
In the 1980s and 1990s, they
were synonymous with thrashy,
underpowered econoboxes.
We’ve pointed out many
times that given the strict
cost constraints, developing
a great engine for entry-level
vehicles can be more challenging than creating one for a new
luxury car. What engineers and
designers accomplished with
this little gem needs to be recognized.
First, they created an attractive value proposition by offering a highway fuel-economy
rating of 45 mpg (5.2 L/100 km)
on the Ford Fiesta. Then they
made it as powerful as conventional engines 50% bigger.
Thanks to gasoline direct injection combined with turbocharging, it makes 123 hp and up to
148 lb.-ft. (200 Nm) of torque
per liter in overboost mode.
That is gold-standard specific
output for any engine, let alone
an entry-level powerplant.
Ford also found an elegant
JANUARY / 2014
solution to a problem that plagues all
says one WardsAuto editor. “One of the
inherently unbalanced 3-cyl. engines: a
best-sounding entry-level engines I’ve
pitch and yaw motion that creates vibraever heard,” comments another.
tion and a booming noise. Usually balance
In addition, this mighty little engine is
shaft technology is used to counteract this loaded with advanced technology, includrocking motion, but
ing variable cam
it adds significant
timing on both
cost, weight and
intake and exhaust
friction; plus it hurts
valves and high fuel
fuel efficiency.
injection pressures
Instead of a balup to 2,176 psi (150
ance shaft, engibar). Combined
neers intentionally
with 6-hole sole“unbalanced” the
noid injectors, the
flywheel and crank
fuel-management
123 hp @ 6,000 rpm
125 lb.-ft. @ 2,500 rpm
pulley in conjuncsystem allows mul150
150
tion with optimizing
tiple injections per
the engine mounts
combustion event to
100
100
to offset the engine
optimize efficiency.
shaking forces.
It all adds up to a
50
50
Then engineers
lot of engineering
hit the ball out
and performance
0
0
1
2
3
4
5
6
7
of the park when
in a very compact
RPM (IN THOUSANDS)
they made this
package and it is a
3-cyl. desirable rather than just acceptperfect way to reintroduce a new generaable. It has high peak torque at low rpm,
tion of 3-cyl. car engines to a skeptical
but it also likes to rev freely and has a
American audience.
robust exhaust note, making it fun to run
We are giving the 1.0L Ford EcoBoost
through the gears. You don’t expect this
an award, but we know several automakkind of driving pleasure from a car with a
ers gearing up 3 cyls. for the U.S. that
base price slightly more than $16,000.
should at least send Ford a thank you
“I would be happy with this engine,”
note. WAW
JANUARY / 2013
TORQUE LB. - FT.
Displacement:
999 cc
Block / head material:
cast iron/aluminum
Horsepower (SAE net):
123 @ 6,000 rpm
Torque:
125 lb.-ft. (169 Nm)
@ 2,500 rpm
Specific output:
123 hp/L
Bore x stroke:
71.9 x 82 mm
Compression ratio:
10.0:1
EPA city / highway:
32 / 45 mpg
Assembly site:
Cologne, Germany;
Craiova, Romania
Application tested:
’14 Ford Fiesta
SFE EcoBoost
Additional applications:
’13 Ford Focus,
C-Max (Europe);
’14 Fiesta,
B-Max (Europe,
Asia/Pacific);
’14 EcoSport
(Asia/Pacific)
’14 Ford Fiesta
SFE EcoBoost
HORSEPOWER
2014
WWW.WARDSAUTO.COM
WARDSAUTO WORLD / 33
ENGINE SPECS
34 / WARDSAUTO WORLD
GM
I
2.0L TURBODIESEL DOHC I-4
f there is one thing we’ve
learned in 20 years of Ward’s
10 Best Engines testing, it’s
that diesels usually meet or
exceed their official fuel-economy ratings while hybrid-electric
vehicles typically do not.
That was the case last
August when we drove the
Chevy Cruze turbodiesel 253
miles (407 km) and averaged
46.7 mpg (50 L/100 km) in
mostly highway driving. The
car’s official highway rating is
46 mpg (5.1 L/100 km).
The theory was confirmed
when seven editors saw an
average of 36.5 mpg (6.4 L/100
km) in mixed driving over 446
miles (718 km) during our official testing. Combined fuel
economy is rated at 33 mpg
(7.1 L/100 km), and even our
biggest leadfoot never got
below the EPA city rating of 27
mpg (8.7 L/100 km).
And, with 264 lb.-ft. (358 Nm)
of torque available at 1,750 rpm
and an overboost feature providing 280 lb.-ft. (380 Nm) for
short 10-second bursts when
needed, the turbodiesel adds
an important fun-to-drive factor
to the car’s overall likeability. A
range of more than 700 miles
(1,127 km) per tank is icing on
the cake.
No one disputed the engine’s
ability to deliver power and
economy under all kinds of driving conditions, but some judges
were critical of the engine’s
inherent vibration and diesel
grunt during low-speed driving.
However, after experiencing similar noise, vibration and harshJANUARY / 2014
ness issues with several diesel-powered
any diesel in its competitive set.
luxury vehicles costing twice as much as
That includes exhaust gas recirculation,
the Cruze, they reevaluated their scores.
selective catalytic reduction and a parThe fact is, if you want to enjoy the
ticulate filter that enables it to generate
benefits of diesels, including efficiency
at least 90% less smog-causing oxides
and long range
of nitrogen than
coupled with unparprevious-generation
alleled low-end
diesels and minimal
torque, you have
particulate emisto accept a bit of
sions. The use of
vibration and diean SCR system
sel rumble at low
also positions it
speeds, whether
for applications on
you are driving a
other, larger platChevy Cruze or topforms.
151 hp @ 4,000 rpm
264 lb.-ft. @ 2,600 rpm
of-the-line German
“This is an excel300
300
luxury car.
lent diesel engine
250
250
Hundreds of miland it stands toe200
200
lions of Europeans
to-toe with the best
150
150
have grown to prefrom Germany,”
100
100
fer diesels over gassays one editor on
50
50
oline engines. They
his score sheet.
0
0
1
2
3
4
5
can’t all be wrong.
And that is true
RPM (IN THOUSANDS)
GM engineers in
whether you are
Germany led development of this engine,
stomping on the accelerator, cruising on
which is shared with Opel vehicles, but it
the expressway or sniffing the tailpipe.
was modified substantially for the U.S.
There is a myth in the U.S. that
Besides being fun to drive and offerAmericans never will accept diesels in light
ing the best highway fuel economy of
vehicles, yet Volkswagen has found diesel
any non-hybrid vehicle in the U.S., the
fans in the U.S. for decades. GM is aiming
Cruze turbodiesel also features the most
to attract this audience with the Cruze turadvanced emissions control system of
bodiesel. We think it will succeed. WAW
JANUARY / 2014
TORQUE LB. - FT.
Displacement:
1,956 cc
Block / head material:
cast iron/aluminum
Horsepower (SAE net):
151 @ 4,000 rpm
Torque:
264 lb.-ft. (358 Nm)
@ 2,600 rpm
Specific output:
76 hp/L
Bore x stroke:
83 x 90.4 mm
Compression ratio:
16.5:1
EPA city / highway:
27 / 46 mpg
Assembly site:
Kaiserslautern,
Germany
Application tested:
’14 Chevrolet
Cruze Diesel
Additional applications:
Opel Astra, Cascada,
Insignia and Zafira
’14 Chevrolet
Cruze Diesel
HORSEPOWER
2014
WWW.WARDSAUTO.COM
WARDSAUTO WORLD / 35
ENGINE SPECS
Displacement:
6,162 cc
Block / head material:
aluminum/aluminum
Horsepower (SAE net):
460 @ 6,000 rpm
Torque:
465 lb.-ft. (630 Nm)
@ 4,600 rpm
Specific output:
74 hp/L
Bore x stroke:
103.25 x 92 mm
Compression ratio:
11.5:1
EPA city / highway:
17 / 29 mpg
Assembly site:
Tonawanda, NY
Application tested:
’14 Chevrolet
Corvette Stingray
GM
N
ine years ago, when
he was group vice
president of global
powertrain at General
Motors, Tom Stephens was
so disappointed the Chevrolet
Corvette small-block V-8 had
been passed over for the
Ward’s 10 Best Engines list that
he dressed down a WardsAuto
editor while seated next to him
on a plane.
It was a very long flight.
This year is different, as
GM Powertrain left no stone
unturned in designing, modeling, testing, validating and build-
6.2L LT1 OHV DI V-8
ing a world-class small-block
V-8 that proudly carries forward
a 58-year legacy by leveraging
the latest technologies while
embracing key familial characteristics, namely, pushrods, a
90-degree layout and surprisingly compact packaging.
It’s ironic the fifth-generation
LT1 6.2L small-block that
turns the all-new ’14 Chevrolet
Corvette Stingray into an absolute raging bull cruised so
casually this year to a Ward’s
10 Best Engines win.
This engine program establishes definitively that old-school
cam-in-block configurations
relying on pushrods can deliver
stunning performance and
cost advantages in a powertrain world dominated by newer
overhead-cam architectures.
The discussion wasn’t whether
the all-new small-block belongs
on the list, but which one. GM
has been busy launching vehicles with four engines springing from this family, and they
all share certain core elements,
JANUARY / 2014
such as direct injection, two valves per cylFor the V-8s, the results were surprisinder, aluminum blocks, 92-mm stroke and
ing. The 5.3L Silverado averaged 15.7
cylinder deactivation.
mpg (14.9 L/100 km) compared with 16
There’s the 355-hp L83 5.3L V-8, which
mpg (14.7 L/100 km) for the 6.2L Sierra
will be the highest-volume variant in the
and 16.5 mpg (14.2 L/100 km) for the
pickups and SUVs,
Corvette.
and the 285-hp LV3
The bigger and
4.3L V-6, also slotmore powerful the
ted into the trucks
engine, the more
as a base engine.
often it runs in fuelThese engines share
saving 4-cyl. mode.
an 11.0:1 compresThe Corvette,
sion ratio.
despite being
The 420-hp L86
thrashed repeatedly,
V-8 caps the range
returned better fuel
460 hp @ 6,000 rpm
465 lb.-ft. @ 4,600 rpm
on the truck side,
economy because it
500
500
appearing in the
is about 2,000 lbs.
400
400
premium GMC
(907 kg) lighter than
300
Sierra Denali and
the Sierra Denali.
300
Chevrolet Silverado
Editor Drew
200
200
High Country.
Winter writes on
100
100
The L86 has a lot
his Corvette score
0
0
1 2 3 4 5 6 7
in common with
sheet: “If we are
RPM (IN THOUSANDS)
the LT1, but the LT1
going to have a
requires unique intake, exhaust and lubrifire-breathing V-8 on the list, this should
cation systems and special tuning.
be it, not just because it is a beast but
WardsAuto editors unanimously rave
because it is a very fuel-efficient beast.”
about the drive experience in the Corvette,
Meanwhile, the editor will never forget
saying the LT1 makes this seventh-generathe verbal drubbing he took while seated
tion coupe “the best ’Vette yet.”
next to Tom Stephens.
We liked all the small-blocks, but fuel
“I felt like Mike Tyson had bitten my
economy made our decision easier.
ear,” the editor says. WAW
JANUARY / 2014
TORQUE LB. - FT.
36 / WARDSAUTO WORLD
’14 Chevrolet
Corvette Stingray
HORSEPOWER
2014
WWW.WARDSAUTO.COM
WARDSAUTO WORLD / 37
ENGINE SPECS
Displacement:
3,471 cc
Block / head material:
aluminum/aluminum
Horsepower (SAE net):
278 @ 6,200 rpm
Torque:
252 lb.-ft. (342 Nm)
@ 4,900 rpm
Specific output:
79 hp/L
Bore x stroke:
89 x 93 mm
Compression ratio:
10.5:1
EPA city / highway:
21 / 34 mpg (6AT)
Assembly site:
Marysville, OH
Application tested:
’14 Honda Accord
Additional application:
Honda Crosstour
HONDA
D
on’t get the wrong
idea, WardsAuto
loves good 4-cyl.
engines, both naturally
aspirated and with forced
induction. Our data finds a
growing number of American
consumers snapping them up.
But there’s no denying the
punch, power, silkiness and
“I’ve got this” attitude of a
world-class V-6. For some of
them, the tradeoff has been
middling fuel economy.
3.5L SOHC V-6
Not so for the Honda
Accord’s superb 3.5L SOHC
V-6, which returns for a
second-straight year on the
Ward’s 10 Best Engines list.
Iterations of this 60-degree
V-6 have raked in five trophies
since 2005 (eight if you include
3.0L versions dating back to
2003).
Efficiency remains this
engine’s hallmark. Last year,
the clincher was its ability to
exceed 28 mpg (8.4 L/100 km).
This year, WardsAuto editors
logged 837 miles (1,347 km)
over the course of two weeks
and, once again, four editors
topped 28 mpg, which is
remarkable in a midsize car as
large as the Accord.
Turbocharged 4-cyl.
engines, fast becoming the
standard in this segment,
struggle to post numbers
like that, as did some
naturally aspirated I-4s in this
year’s competition.
Better yet, the 3.5L V-6 gets
the job done with conventional
JANUARY / 2014
port injection instead of direct injection,
At startup, the Accord V-6 will be in
which is supposed to improve power and
high-efficiency “eco” mode and may feel
efficiency but also adds cost.
a tad sluggish. Switch off eco mode,
In 2013, Honda
and the car springs
introduced a version
to life as throttle
of this engine with
response quickens
DI in the Acura RLX
and shift points
flagship sedan,
come at higher rpm.
which boasts a
Not ideal for fuel
higher compression
efficiency, but great
ratio and specific
for the soul.
output but is more
Critics might
than 400 lbs. (181
wonder what makes
278 hp @ 6,200 rpm
252 lb.-ft. @ 4,900 rpm
kg) heavier than the
Honda’s 3.5L so
400
400
Accord and a lot
compelling, arguing
350
350
300
more expensive.
that it’s not sexy
300
250
250
Dollar for dollar,
like the Chevy
200
200
WardsAuto finds
Corvette’s new
150
150
the Accord V-6 the
6.2L small-block
100
100
50
50
smarter buy and
V-8 or the Porsche
0
0
1
2
3
4
5
6
7
better performer.
Cayman’s 2.7L flatRPM (IN THOUSANDS)
And the Acura V-6
6.
runs on premium fuel, while the Accord
We disagree. To put it in 1970s sitcom
powerplant is happy with regular.
terms, Honda’s 3.5L V-6 is Mary Ann,
Both engines benefit from the latest
whose girl-next-door beauty stole the
version of Honda’s i-VTEC (variable
spotlight from the Hollywood starlet
valve control) with variable cylinder
Ginger on more than one occasion.
management (cylinder deactivation),
A 3-hour tour in the Accord V-6 will
which allows both engines to operate in
demonstrate to anyone that this engine is
3-cyl. mode under light load.
no castaway. WAW
JANUARY / 2014
TORQUE LB. - FT.
38 / WARDSAUTO WORLD
’14 Honda Accord
HORSEPOWER
2014
WWW.WARDSAUTO.COM
WARDSAUTO WORLD / 39
ENGINE SPECS
Displacement:
2,706 cc
Block / head material:
aluminum/aluminum
Horsepower (SAE net):
275 @ 7,400 rpm
Torque:
213 lb.-ft. (289 Nm)
@ 4,500-6,500 rpm
Specific output:
102 hp/L
Bore x stroke:
89 x 72.5 mm
Compression ratio:
12.5:1
EPA city / highway:
20 / 30 mpg (6MT)
Assembly site:
StuttgartZuffenhausen,
Germany
Application tested:
’14 Porsche Cayman
Additional application:
Porsche Boxster
A
2.7L DOHC DI H-6 BOXER
t the risk of infuriating
readers, it can be said
that developing worldclass cars shouldn’t be
that difficult, because it boils
down to one basic principle:
minimizing weight while maximizing power.
Oh, sure, every automaker
talks about unique applications of advanced materials
and clever ways to save a few
pounds here and there.
But if your business is
German sports cars, the leash
tends to be longer and will
cost more, and the potential to
achieve truly remarkable results
is multiplied as product developers set out to refresh a particular model.
That’s exactly what happened
to the all-new Porsche Cayman
and its convertible platform
mate, the Boxster.
The base engine in these
cars, a 2.7L horizontally
opposed 6-cyl., is not outrageously powerful on paper,
making 275 hp and a mere
213 lb.-ft. (289 Nm) of torque –
meager by today’s standards.
But engage the starter and it
becomes obvious why the new
flat-6 has won Porsche’s fourth
Ward’s 10 Best Engines trophy.
Put the 2,888-lb. (1,310-kg)
coupe into gear, let the engine
work a little more of its aural
magic, take it for a short ride
through the twisties and the
point about minimizing weight
while maximizing power
becomes crystal clear.
Porsche is happy to provide
more power for customers who
want to pony up for a larger
JANUARY / 2014
engine or perhaps one that’s turboTie these technologies together with
charged, but it isn’t necessary because
aggressive weight reduction, and the
the 2.7L and the Cayman’s chassis are
Cayman with 6-speed manual transmisperfect partners that are so much more
sion achieves a city/highway EPA rating
than the sum of their parts.
of 20/30 mpg (11.7-7.8 L/100 km).
The last time the
WardsAuto test
Cayman/Boxster
drives were right in
was in the comline with government
petition, in 2008,
estimates. Factoring
the mid-mounted
in the need for every
2.7L H-6 made 245
editor to occahp and 201 lb.-ft.
sionally wind up
(272 Nm) of torque.
Stuttgart’s newest
It didn’t make the
music box, the staff
cut amid a sea of
did well, returning
275 hp @ 7,400 rpm
213 lb.-ft. @ 4,500-6,500 rpm
high-output 6-cyl.
about 23 mpg (10.2
300
300
engines, and for a
L/100 km).
250
250
moment it felt as if
The Cayman’s
200
200
Porsche had lost its
base price with the
150
150
mojo.
2.7L is just over
100
100
But today’s all-new
$52,000, so it would
50
50
water-cooled 2.7L
have been in the
0
0
1
2
3
4
5
6
7
is all-around betcompetition even
RPM (IN THOUSANDS)
ter, benefiting from
before we jacked up
stop/start; direct injection; VarioCam Plus
the price cap from $55,000 to $60,000.
variable valve timing and lift on the intake
Porsche deserves credit for delivering
cam; an alternator that sends more energy a compact naturally aspirated boxer that
to the battery during braking and coastfeels and sounds so powerful.
ing; and a PDK dual-clutch transmission
This is the type of efficient yet diabolithat enables additional coasting, allowing
cally fun engine every sports car maker
the engine to consume only enough fuel
needs to do well as CAFE standards
to remain at idle during certain conditions.
ramp up in the U.S. WAW
JANUARY / 2014
TORQUE LB. - FT.
40 / WARDSAUTO WORLD
PORSCHE
’14 Porsche
Cayman
HORSEPOWER
2014
WWW.WARDSAUTO.COM
WARDSAUTO WORLD / 41
2014
ENGINE SPECS
Displacement:
1,798 cc
Block / head material:
cast iron/aluminum
Horsepower (SAE net):
170 @ 4,800 rpm
Torque:
184 lb.-ft. (250 Nm)
@ 1,500 rpm
Specific output:
94 hp/L
Bore x stroke:
82.5 x 84.1 mm
Compression ratio:
9.6:1
EPA city / highway:
25 / 36 mpg
Assembly site:
Silao, Mexico
Application tested:
’14 Volkswagen
Jetta
Additional applications:
Volkswagen Beetle,
Passat, ’15 Golf
42 / WARDSAUTO WORLD
’14 Volkswagen
Jetta
VOLKSWAGEN
T
1.8L TSI TURBOCHARGED DOHC I-4
urbocharged 4-cyl.
engines are permeating
the powertrain world as
automakers find ways
to reduce cylinder counts, cost,
weight and fuel consumption,
without sacrificing performance.
Generally, they are succeeding as sophisticated engines
such as Volkswagen’s all-new
1.8L employ the magical mix
of gasoline direct injection and
turbocharging. The technologies come at a price, which
makes it easier for brands such
as BMW, Mercedes, Cadillac
and Jaguar to adopt them.
So consider it worth celebrating when a mainstream brand
goes to bat against luxury
players and hits a home run.
Ford has struck pay dirt with
its EcoBoost I-4s, and Hyundai
has the Veloster turbo-4.
But the latest offering from VW
sets a new refinement benchmark for small-displacement
engines with forced induction.
On their score sheets,
WardsAuto editors tout this
170-hp engine’s “neck-snapping torque,” “very strong tip-in
and acceleration,” “solid feel
and good NVH,” “whisper-quiet
idle” and “nice sound under
hard throttle.”
And for bean counters, here’s
the best part: The well-equipped
’14 VW Jetta that delivered
this engine to our offices like a
holiday gift basket arrived with a
sticker price below $24,000.
The new 1.8L is part of the
all-new third-generation EA888
JANUARY / 2014
WAW WARD’S 10 BEST ENGINES
HORSEPOWER
44 / WARDSAUTO WORLD
TORQUE LB. - FT.
engine family. Certain aspects carry over
omy. The all-new 2.0L turbo-4 also from
to the new engine, including the bore size the EA888 family, evaluated in this year’s
and cast iron for the block.
competition in the VW Beetle GSR, is
But otherwise the EA888 is a cleanrated 3 mpg (1.3 km/L) better on the
sheet engine with new turbochargers, an
highway than the second-generation
emphasis on friction and weight reducengine that last made our list in 2010 in
tion and a cylinder head that integrates
the Audi A4.
the exhaust maniBut the fuel econfold, which is liquidomy of the new 1.8L
cooled to help keep
obliterates every
turbocharger heat in
previous Audi and
check.
VW turbo-4, rollThe new 1.8L
ing in with a 25/36
comes from good
mpg (9.4-6.5 L/100
stock. The firstkm) rating. Our
generation EA888
test drives confirm
launched in 2006
the EPA scores,
170 hp @ 4,800 rpm
184 lb.-ft. @ 1,500 rpm
and earned Audi
as several editors
200
200
three consecuachieved about 30
150
tive Ward’s 10 Best
mpg (7.8 L/100 km)
150
Engines trophies.
in mixed driving.
100
100
The second generaAt startup, the
tion arrived in 2009
engine will be
50
50
and tacked on two
geared for maximum
0
0
1
2
3
4
5
6
7
more wins. Within
efficiency. Slap the
RPM (IN THOUSANDS)
the VW Group, Audi
6-speed automatic
gets credit for leading
into sport mode, and this bread-and-butdevelopment of the EA888 engine family.
ter family car springs to life, holding gears
But even before the arrival of EA888
longer and sounding cool and confident
in 2006, the VW and Audi brands were
even when pushed to the limit.
ahead of competitors in developing standIf we like the refinement and power in
out turbo-4s that collected five 10 Best
a Jetta, imagine the first impression this
Engines honors between 1997 and 2003.
engine will make with additional technology
Today, the big difference is fuel econand more torque in the ’15 Audi A3. WAW
JANUARY / 2014
2014
WWW.WARDSAUTO.COM
QUICK HITS
A CONCISE PRO-AND-CON SUMMATION OF ALL 44 ENGINES IN THE 2014 COMPETITION.
AUDI
3.0L TFSI supercharged V-6 333 hp (S5)
+ Smooth as 12-year-old Scotch
- Some argue engine about as old
= We got your back, Audi S5
3.0L turbodiesel V-6 240 hp (Audi A6 TDI)
+ Advanced compacted graphite iron block
- 2 mpg behind BMW diesel in our tests
= Hard keeping this one off list
3.2L Pentastar V-6 271 hp (Jeep Cherokee)
+ First 9-speed transmission
- Would like better fuel economy
= Quiet, enjoyable, good fit for Jeep
3.6L Pentastar V-6 300 hp
(Dodge Charger SXT/Ram ProMaster)
+ ProMaster yet another great application
- Car thief stole Charger’s chances
= Thanks for good run, Pentastar
FORD
1.0L EcoBoost I-3 123 hp (Fiesta)
+ Unlike any 3-cyl. we’ve driven before
- NVH still needs some work
= Even math-challenged can figure 123 hp/L
1.6L EcoBoost I-4 197 hp (Fiesta ST)
+ Loves 4th gear at 4,500 rpm
- Sophomoric exhaust note
= Hey Einstein, this one makes 123 hp/L too!
BMW 328i xDrive Sport Wagon.
BMW
2.0L N20 DI turbo I-4 245 hp
(328i xDrive Sport Wagon)
+ Thanks for extra 5 hp
- Can’t match diesel efficiency
= Tough differentiating 2.0L turbos
5.8L supercharged V-8 662 hp (Shelby GT500)
+ Mine is bigger than yours
- Really needs lane-keeping assistant
= Fun ’til Daddy takes GT500 away
2.5L DI I-4 196 hp (Chevrolet Impala)
+ Gets upgraded intake valve lift for efficiency
- Engine more compelling last year in ATS
= 21/31 mpg impressive for Impala’s size
3.6L DI twin-turbo V-6 420 hp
(Cadillac CTS Vsport)
+ Bold move against BMW turbo V-8
- Slid under $60k price cap by 5 bucks
= Overshadowed by other GM engines
5.3L L83 OHV DI V-8 355 hp (Chevrolet Silverado)
+ Can handle the volume…
- While 6.2L takes the glory
= Big brothers can be such a pain
6.2L L86 OHV DI V-8 420 hp (GMC Sierra Denali)
+ Runs in 4-cyl. mode an awful lot
- What, no 8-speed, GM?
= King of light-duty truck engines
3.0L N55 DI turbo I-6 302 hp (435i)
+ Excellent update to stop/start system
- We’re spoiled. Need more updates.
= Loses 18 hp, gains 4 mpg
6.2L LT1 OHV DI V-8 460 hp
(Chevrolet Corvette Stingray)
+ Compact, efficient, cost-effective, smart
- Still pushrod detractors out there
= Muscle-car engine for the ages
3.0L N57 turbodiesel I-6 255 hp (535d)
+ Lightweight all-aluminum construction
- Legislators, keep your mitts off diesels
= Who needs a BMW hybrid?
HONDA
Chevrolet Spark EV.
GENERAL MOTORS
24-kWh battery-electric 111 hp (Fiat 500e EV)
+ Does much to quell range anxiety
- Still basically for two adults
= Hyper-milers reaching 120 miles per charge
21-kWh battery-electric 140 hp
(Chevrolet Spark EV)
+ Whopping 400 lb.-ft. of torque
- Doesn’t feel 3X thrustier than 500e
= Great package, good price
2.4L Tigershark I-4 184 hp (Dodge Dart GT)
+ MultiAir tech very cool
- Why make us wait for this engine?
= We had high hopes
2.0L DI turbo I-4 272 hp (Cadillac CTS)
+ Cycles smoothly through gears
- $54k base price for 4-cyl. Cadillac
= Better fit for ATS than CTS
3.0L turbodiesel V-6 240 hp (Ram 1500 Crew Cab)
+ Available in pickup for just over $30,000
- Really, expected diesel take-rate of just 15%?
= Finally, diesel marries light pickup
2.0L turbodiesel I-4 151 hp (Chevrolet Cruze)
+ Beats rated highway fuel economy
- Hopes to eat Jetta TDI’s lunch
= GM’s smartest play in years
JANUARY / 2014
NISSAN
2.0L DI I-4 173 hp (Elantra GT/Kia Forte)
+ Three editors topped 31 mpg
- Doesn’t feel all that torquey
= Great engine for high-volume applications
2.5L supercharged HEV I-4 250 hp total
(Pathfinder Hybrid)
+ Amazing how easily 4-cyl. moves 7-passenger CUV
- Struggled to reach 20 mpg
= Once again, good effort, Nissan
3.8L DI V-6 311 hp (Kia K900)
+ Pleasant, powerful new flagship
- Barely improved from last year’s Azera
= Stacks up well against other V-6s
3.5L V-6 HEV 360 hp total (Infiniti Q50 Hybrid)
+ Carries over from M35h, plus updates
- M35h highway mileage rating was higher
= Nice to see our old friend, the VQ
MAZDA
PORSCHE
2.5L DI Skyactiv I-4 184 hp (Mazda3)
+ Gotta love 13.0:1 compression ratio
- Geared for fuel economy
= Hope for future of naturally aspirated engines
2.7L DI H-6 Boxer 275 hp (Cayman)
+ Feels like so much more than 213 lb.-ft.
- Must tear apart car to see engine
= But worthwhile, like unearthing lost artwork
SUBARU
2.0L FA DI/MPI H-4 200 hp (BRZ)
+ Absolutely thrilling to drive
- NVH challenges overwhelming this year
= Sorry, Subaru, one and out
4.3L LV3 OHV DI V-6 285 hp (Chevrolet Silverado)
+ Certainly better than old truck V-6
- Weak specific output
= No replacement for displacement
2.0L N47 turbodiesel I-4 181 hp (328d)
+ 36.6 mpg staff average over 339 miles
- Numerous complaints about NVH
= Chevy Cruze much better value
CHRYSLER
46 / WARDSAUTO WORLD
2.0L EcoBoost I-4 252 hp (Focus ST)
+ Never at a loss for power
- Torque steer mildly annoying
= EcoBoost everywhere. When’s the IPO?
Chevrolet Impala.
HYUNDAI
2.0L I-4 HEV 196 hp total (Accord Hybrid)
+ 37 mpg nothing to sneeze at
- Weak at highway speeds
= On par with Fusion HEV; lags Chevy Volt
2.4L DI I-4 189 hp (Accord Sport)
+ Efficient, fun and loves to rev
- NVH disappointing for some
= Still benchmark among naturally aspirated I-4s
Mazda3.
MERCEDES
2.0L DI turbo I-4 208 hp (CLA250)
+ New Mercedes carries $29,900 base price
- …But $43,570 sticker
= Outmatched by even non-luxury 2.0L turbos
JANUARY / 2014
2.0L H-4 HEV 160 hp total (XV Crosstrek Hybrid)
+ Not bad for a first hybrid
- Strains at times under modest acceleration
= 25 mpg well below stated fuel economy
2.0L DI turbo I-4 355 hp (CLA45 AMG)
+ Outrageous 178 hp/L on paper
- …But doesn’t feel like it
= Breakthrough styling not matched by powertrain
2.1L turbodiesel I-4 195 hp (E250/GLK250 Bluetec)
+ Great torque for big car
- MPG lags both BMW, Chevy Cruze diesels
= Hoping Mercedes can return to 10BE list
MITSUBISHI
1.2L 3-cyl. 74 hp (Mirage)
+ Available with CVT
- Thrashy and slow with any gearbox
= Not a showcase for downsizing
Toyota Corolla Eco-Plus.
TOYOTA
1.8L I-4 140 hp (Corolla Eco-Plus)
+ Valvematic valve control boosts efficiency
- Not exactly a scintillating ride
= Toyota will sell a lot of these engines
VOLKSWAGEN
1.8L EA888 turbocharged I-4 184 hp (Jetta)
+ Wonderfully refined, plenty powerful
- How capably will it move larger Passat?
= This turbo-4 stands taller than the rest
3.5L V-6 278 hp (Accord Touring)
+ Great value, plus 28 mpg
- Specific output underwhelming
= Honda V-6 wins for 8th time in 12 years
3.5L DI V-6 310 hp (Acura RLX)
+ Accord V-6 adds power, GDI
- But efficiency trails Accord badly
= Sure-footed, quiet, cylinder deactivation
2.0L FA turbo DI/MPI H-4 250 hp (Forester)
+ Sport and Sport Sharp modes transformative
- CVT way too whiny
= Looking forward to driving this in WRX
Mitsubishi Mirage.
2.0L EA888 turbocharged I-4 210 hp (Beetle GSR)
+ Sport exhaust sounds like Beetle of old
- Can’t VW switch to aluminum block?
= More power, but takes backseat to 1.8L sibling
WARDSAUTO WORLD / 47
WARD’S 10 Best Engines Winners 1995-2014
Manufacturer
Audi
Audi
Audi
Audi
Audi
Audi
BMW
BMW
BMW
BMW
BMW
BMW
BMW
BMW
BMW
BMW
Chrysler
Chrysler
Chrysler
Chrysler
Chrysler
Chrysler
Daimler
Daimler
Daimler
Daimler
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Ford
Fuji Heavy
Fuji Heavy
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
Honda
Honda
Honda
Honda
Honda
Honda
Hyundai
Hyundai
Hyundai
Mazda
Mazda
Mazda
Mazda
Mini (BMW)
Mini (BMW)
Nissan
Nissan
Nissan
Porsche
Porsche
Saab
Toyota
Toyota
Toyota
Toyota
Volvo
VW
VW
VW
VW
Engine
1.8L DOHC Turbocharged I-4
2.0L TFSI Turbocharged DOHC I-4
2.7L Twin-turbo DOHC V-6
3.0L TFSI Supercharged DOHC V-6
3.2L FSI DOHC V-6
4.2L DOHC V-8
2.0L N20 Turbocharged DOHC I-4
2.5L DOHC I-6
3.0L DOHC I-6
3.0L N55 Turbocharged DOHC I-6
3.0L Turbocharged DOHC I-6
3.0L DOHC I-6 Turbodiesel
4.4L DOHC 90-degree V-8
M52B28 2.8L I-6
M60B40 4.0L V-8
S50USB32 (30) 3.2L I-6
83-kW Electric Motor
3.0L V-6 Turbodiesel
3.6L DOHC Pentastar 60-degree V-6
4.7L SOHC V-8
5.7L OHV Hemi V-8
5.9L Cummins 600 OHV I-6 Turbodiesel
3.0L DOHC V-6 Turbodiesel
3.2L DOHC I-6 Turbodiesel
3.2L SOHC V-6
5.0L SOHC V-8
1.0L EcoBoost I-3
2.0L EcoBoost DOHC I-4
2.5L DOHC I-4 HEV
2.5L DOHC V-6 (Duratec)
SVT 2.5L High Output DOHC V-6
3.5L Duratec 35 DOHC V-6
3.5L EcoBoost Twin-Turbo DOHC V-6
3.9L DOHC V-8
4.6L DOHC 90-degree V-8
4.6L SOHC V-8
5.0L DOHC 90-degree V-8
5.4L Triton SOHC V-8 / 5.4L Supercharged
5.8L Supercharged DOHC V-8
6.0L Power Stroke OHV Turbodiesel V-8
2.0L FA DOHC H-4 Boxer
2.5L DOHC Turbocharged H-4 Boxer
1.4L DOHC I-4/111kW Drive Motor
2.0L DOHC I-4 Turbodiesel
2.0L Turbocharged DOHC I-4
2.0L Supercharged DOHC I-4
2.4L Ecotec DOHC I-4
2.8L Turbocharged DOHC V-6
3.5L Twin Cam V-6
3.6L DOHC V-6
3.8L Supercharged 90-degree OHV V-6
4.2L Vortec DOHC I-6
4.6L DOHC 90-degree V-8 (Northstar)
6.0L OHV V-8 HEV
6.2L OHV DI V-8
6.6L DOHC V-8 Turbodiesel
L37 Northstar 4.6L V-8
LS1 5.7L V-8
2.0L DOHC I-4
2.4L DOHC I-4
3.0L SOHC V-6
3.0L SOHC V-6 IMA HEV
3.5L SOHC V-6
H22A1 2.2L VTEC I-4
1.6L DOHC I-4
4.6L Tau DOHC 90-degree V-8
5.0L Tau DOHC DI 90-degree V-8
1.3L Renesis Rotary
2.0L Skyactiv DOHC I-4
DISI 2.3L Turbocharged DOHC I-4
2.3L Miller-cycle DOHC V-6
1.6L Turbocharged DOHC DI I-4
1.6L Supercharged SOHC I-4
80kW AC Synchronous Electric Motor
3.5L DOHC V-6 HEV
VQ 3.0L / 3.5L / 3.7L DOHC V-6
2.7L DOHC DI H-6
3.2L DOHC H-6
2.3L LPT I-4
1.5L / 1.8L DOHC I-4 HEV
1MZ-FE 3.0L V-6
3.5L DOHC V-6
4.0L DOHC V-8
3.0L Turbocharged DOHC I-6
1.8L TSI DOHC Turbocharged I-4
1.9L DI I-4 Turbodiesel
2.0L DOHC I-4 Turbodiesel
2.8L VR6 15-degree SOHC V-6
48 / WARDSAUTO WORLD
Latest Model Tested
A4 1.8T
A4
A6 2.7T
S5
Audi A6
S4 Avant
328i
323is
Z4
135is
135i
535d
540i
328i
540i
M3
Fiat 500e
Ram 1500
Ram 1500
Jeep Grand Cherokee
Challenger R/T / Dodge Ram
Ram HD
Mercedes E320 Bluetec
Mercedes E320 CDI
Mercedes E320
Mercedes ML500
Fiesta
Focus ST / Taurus
Fusion Hybrid
Contour, Mystique
Contour SVT
Lincoln MKX
Taurus SHO
Lincoln LS
Mustang Cobra
Mustang GT / Shelby GT
Mustang Boss 302
F-Series SVT Lightning
Shelby GT500
F-Series Super Duty
Subaru BRZ
Subaru Legacy GT
Chevy Volt EREV
Chevrolet Cruze
Cadillac ATS
Chevy Cobalt SS
Chevy Equinox
Saab 9-3 Aero
Olds Intrigue / Aurora
Cadillac CTS
Buick Park Avenue Ultra
Chevrolet TrailBlazer
Cadillac STS
GMC Yukon Hybrid
Chevrolet Corvette Stingray
Silverado / Sierra HD
Seville STS
Chevrolet Corvette
Acura RSX Type S
Accord Sport
Accord EX/Coupe
Accord Hybrid
Accord Coupe
Prelude VTEC
Hyundai Accent
Genesis
Genesis
RX-8
Mazda3
MazdaSpeed3
Millenia S
Mini Cooper S
Mini Cooper S
Leaf EV
Infiniti M35h
Infiniti G37S Coupe
Cayman
Boxster S
9000 CS
Prius
Avalon
Lexus IS 350
Lexus GS 400
S60
Jetta
Passat TDI
Jetta TDI
Passat
’95 ’96 ’97 ’98 ’99 ’00 ’01 ’02 ’03 ’04 ’05 ’06 ’07 ’08 ’09 ’10 ’11 ’12 ’13 ’14
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
2
5
2
5
1
3
2
1
5
3
3
3
1
1
2
9
1
1
3
1
6
1
2
1
4
1
1
2
2
1
2
1
1
1
2
4
2
6
1
1
1
2
1
1
2
1
1
1
2
2
3
4
1
1
1
2
2
2
4
1
2
1
5
2
1
2
1
2
1
3
4
1
1
1
1
14
3
1
2
3
1
4
3
1
4
1
3
1
18
30
12
8
27
3
27
15
4
10
2
16
4
2
11
1
9
JANUARY / 2014