You Scratch Maybach and I'll Scratch Yours

Nobody asked me but . . .

I started out planning to describe what it’s like (What’s not to like?) to drive the new Maybach 57 S model on 17 Mile Drive, the series of roads on the Monterey Peninsula where the Pebble Beach Lodge is located and where my driving took place. But as a started paging through the voluminous press kit, I realized that some amount of background would be important for setting the stage for the driving impressions.

When it was introduced in 2003 the Maybach brand revived a practice of building and selling grand luxury automobiles in a way that disappeared more than 60 years ago. It is a return to the true commissioned car built precisely to a customer’s specifications.

Those are Mercedes’ words, as are the four paragraphs that follow. I could have paraphrased the M-B material, but why reinvent the wheel?

As with luxury yachts, the model nomenclature denotes vehicle length in meters. The Maybach 57 models are 5.73 meters (225.3 inches) long on a 133.5-inch wheelbase. The Maybach 62, which accounts for about 25 percent of sales, measures 6.17 meters (242.5 inches) long on a 150.7-inch wheelbase, making it the longest production automobile in the world. All models provide an extraordinary driving experience, although the Maybach 62 has been designed with chauffeur driving in mind.

The brand name honors Wilhelm Maybach, one of the most important engineers of the automotive age. Maybach worked closely with Gottlieb Daimler in the late 19th century to build the first internal combustion-powered automobiles and went on to design the first Mercedes car in 1901. A tremendous leap ahead of “horseless carriages” of the day, that first Mercedes became the basic blueprint for all cars to follow. Wilhelm’s son Karl was also an engineering mastermind who, from 1921 to 1941, developed and put the Maybach name on 1,800 of the world’s finest custom-built luxury cars.

Customers commission a new Maybach at Mercedes-Benz dealers that have elected to sell and service the vehicles in the U.S. As of early 2005, 70 Maybach studios are operational. In a special commissioning studio, the dealership’s Maybach Relationship Manager (MRM) helps the customer design a Maybach using an interactive computer simulator with a 50-inch plasma screen, along with samples

It takes approximately five months to construct and deliver a Maybach, and the production facility will complete just one or two cars per day. This deliberate production pace allows Maybach to accommodate individual customer choices, such as special interior fittings and trim, as well as extensive handcrafting.

Okay, so let me get this straight. Mercedes-Benz is actually calling the Maybach a land yacht. And at 6050 pounds for a 57 S, that’s more than three tons (2.7 tons if you’re into metrics). Or about 300-400 pounds heavier than a Chevy Suburban. So it ain’t a lightweight. And to put its 5.73-meter length into perspective, that’s nearly seven feet longer than a Mini.
The Maybach 57 S’s AMG-tweaked, 6.0-liter V12 is rated at 604 Clydesdales at 4800 rpm and the torque is a tire shredding, pavement ripping 738 lb-ft at 2000 rpm. The mind boggles.

Abuse the throttle with impunity and the 57 S’s estimated city mileage of 11 mpg is surely going to bust into the low single-digit range. But if you’ve got the $369,750 (plus $2750 destination charges) required to purchase a base 57 S, you’re probably not the sort who flinches at 4 buck a gallon petrol.

I’m beginning to hyperventilate just thinking about how much fuel is being sucked through that engine, so maybe now is a good time to stop and for me to compose myself before attempting to describe the adrenalin rush of a 0-100 acceleration run down 17 Mile Drive.

Subaru B9 Tribeca

Nobody asked me but . . .

What you see before you (Use your imagaination!)—forgetting for the moment the Alfa Romeo-like front grille, the cartoonish rear face, and the Tribeca name, a chi-chi area on Manhattan’s lower West Side—is a vehicle Subaru desperately needed. Until the intro of the Tribeca, Subaru’s SUV lineup consisted of one small 5-passenger vehicle, the Impreza-sedan-based Forester, leaving upwardly mobile Subaru owners no place to go but out of the Subaru showroom when their needs required a larger, more roomy (up to seven passengers) SUV.

Thus the arrival of the Legacy-based Tribeca, offered in both five and seven passenger versions, each in base and premium trim levels, ranging in price from $29,995-$33,495, plus $625 destination charges.

The Tribeca is a stylish vehicle inside and out, coming across more like a new-wave Crossover than a “conventional” truck-like SUV, assuming of course that such a thing as a conventional SUV actually exists today. To me, it’s also more crossover in configuration and personality, despite standard all-wheel-drive across the board, something the Tribeca shares with every other Subaru model.

Inside, that “style” I mentioned includes standard leather seating surfaces (vinyl for the third row) in the 7-passenger Limited model I tested, leather on the steering wheel and shift knob, chrome interior door handles and brushed aluminum accents on the steering wheel, instrument panel and center stack and on the center console and doors.

The whole interior, with only a few exceptions, shouts function with a capital F. Practical features are distributed throughout the interior, including a two-level center console, 10 cupholders, HomeLink garage door opener, second-row air conditioner controls plus roof vents for second- and third-row occupants and a second-row seat that is not only split 40/20/40 but also slide eight inches fore and aft.

The exceptions? A rounded center stack that sacrifices ease of use and viewing of some controls to the twin gods of styling and reflected glare. And ingress and egress to the third-row seats that only a 10-year old will appreciate, along with an egregiously
miniscule rear cargo area when those two seats are occupied.

I really like Subaru’s use of “boxer” or flat engines. The 4-cylinder versions are less prone to NVH (noise, vibration and harshness) issues than an inline 4-banger and the flat six (Porsche uses a similar engine in the 911 and Boxster models), which is standard in the Tribeca, is a model of smoothness, refinement and a melodious exhaust note.

The Subaru six pumps out a healthy 245 horses from its three liters of displacement, and it has an impressively high 7000 rpm redline. Under the bonnet of an Outback, this engine kicks butt. But when mated to the nearly 600-pounds heavier Tribeca, this engine is overmatched. Horsepower is not the issue. The Tribeca is competitive with any of his rivals—Mitsubishi Endeavor, Honda Pilot, Toyota Highlander and even the more expensive Lexus RX 330 and Acura MDX—in this area. But with only 215 lb-ft of torque at a rather elevated 4200 rpm, the Sube SUV lacks the seamless bottom-end pulling power Americans expect . . . and demand. Rev it high and hard and the Tribeca responds. But don’t expect much oomph below 3500 rpm.

EPA estimated fuel economy figures are 18 mpg city and 23 mpg highway.

Where the Tribeca really shows its Subaru heritage is in traction and handling. The standard Variable Torque Distribution (VTD) system splits the torque 45 percent front/55 percent rear and can vary the torque split to maintain optimum traction. This system is combined with Vehicle Dynamics Control (VTD), a stability and traction control system that provides a great sense of driving security in all adverse driving conditions. And despite its girth, the Tribeca has a nimbleness of steering and handling that most of its competitors can’t match.

The Tribeca also excels in safety with driver and passenger dual-stage airbags, seat mounted front side airbags, side curtain airbags, along with front active head restraints, all standard.

While lacking in relaxed off-the-mark performance, a characteristic of some of Subaru’s turbocharged 4-cylinder models as well, the Tribeca does offer an attractive package of attributes, including a high level of comfort and convenience features, very good quality and a fun-to-drive attitude that is an obvious benefit of Subaru’s long experience with all-wheel drive.

Honest, I Couldn't Make this Up

Nobody assked me butt . . .

You have to believe me when I tell you that even I, your faithful Carmudgeon, could not have made up the following press release. None of the names, dates or events have been changed to protect the innocent.

And I think you will agree that the expression, "free to the public on a first-come, first-served basis" in the very last pargraph will probably not appear in future versions of this Mercedes release.

And how can Mercedes get mad at me? They're getting a heck of a lot of free exposure.

In an unusual pairing, Mercedes-Benz USA and Match.com have teamed up to take advantage of the unique relationship between people and their cars, using cars as the “vehicles” for potential relationships at a unique event that took place Friday, August 27th in Miami. The “Wheels of Attraction” event added a new dimension to a popular dating trend by offering the first-ever SpeedMatching event on wheels. Over one hundred Match.com members accelerated the dating dynamic as they went from zero to sixty on five-minute dates in new Mercedes-Benz vehicles.

In a new Match.com member survey of more than 1,400 singles, Match.com found that the car environment often provides a sneak peek into the potential for, and dynamics of, a relationship. Each participant at the event took several potential mates for a spin to help determine if they could find love behind the wheel. The event took place at the LoveMercedes Tour stop at Gulfstream Park, Hallendale Beach, FL.

Michelle Cervantez, vice president of marketing for Mercedes-Benz USA, said, “We’ve had over a century’s experience with the unique and enduring relationships people have with their vehicles so it’s an interesting extension to see a car work its magic for relationships between people.”

The Match.com survey found that 66 percent of surveyed singles said their car is somewhat or very important in their dating life. The majority felt that the invention of the automobile has had a tremendous influence on the dating process. The survey also provided some interesting insights into the role that those first drives play in shaping perceptions. Forty-seven percent of single women surveyed said if a potential romantic partner does not open the car door for her, it could be a relationship “deal breaker.”

“Just as the new technology of the Internet has revolutionized dating as we know it, the invention of the automobile has to be one of the top romantic influences of the twentieth century,” said Kathleen Roldan, director of dating for Match.com. “Four out of five of the singles we surveyed include experiences in cars among their romantic memories. Cars have given us intimate moments whether at drive-in movies or ‘running out of gas’ with someone special.”

The “Wheels of Attraction” event took the SpeedMatching concept of pairing eligible singles for several “get to know you” dates a step further in the dating trend by having the dates take place behind the wheel. Taking turns in the driver’s seat of a Mercedes-Benz while on a first date, the matched couples got a glimpse into each other’s car dating behavior while driving one of three courses.

“Two of my dates opened the car door for me which made a great first impression. I’m hopeful I’ll get second dates. One guy was a little aggressive behind the wheel which made me nervous and was a side of him that I probably wouldn’t have seen if we hadn’t been in the car,” noted Sheila Shteyrenberg, age 38 of Miami Beach, Florida, a participating single after her dates at the “Wheels of Attraction” event.

Driving brand new Mercedes models provided everyone with an advantage right off the bat: according to Match’s survey, singles find car cleanliness the biggest “turn-on” (59 percent) and car odors the biggest “turn-off” (57 percent). Driving behavior can also have an impact on potential relationships, according to the survey: forty-five percent of Match.com members surveyed say that cursing other drivers would leave the worst impression, significantly ahead of talking on a cell phone or driving too slowly.

The “Wheels of Attraction” event took place at Gulfstream Park near Miami as an extension of the LoveMercedes Tour, a national event where Mercedes-Benz is taking all nine of its model lines to 12 cities across the U.S. allowing current and potential owners to experience new Mercedes models. The event consists of track events showcasing the prowess of the model lines and an indoor component that allows visitors to experience the Mercedes-Benz brand in an engaging partnership with other products that are representative of four areas of the brand lifestyle: Living Well (home design), Innovation (cutting edge technologies), Relax and Recharge (spa and beauty) and Style and Leisure (fashion and travel).

Beyond the prospective buyers and owners that Mercedes-Benz invited to the tour, the LoveMercedes event is free to the public on a first-come, first-served basis. More information is available at www.lovemercedestour.com.

What's In a Name?

Nobody asked me but . . .

A viewer of this blog read the road test I recently posted on the Toyota Yaris and wondered where the name came from.

Well, Mr. Matt Migliore of Islip, NY, here is the answer.

The following is the official verbiage from Toyota on the origin of the Yaris name:

The name, Yaris, stems from a goddess in Greek mythology, named Charis, who was a symbol of beauty and elegance. We chose it as a name that properly symbolizes Yaris' beauty and the appeal of its styling. Charis is the name of a goddess, so we took the "aris," which links with Paris, the art and culture capital of the world, and added "ya" in front, a German expression of agreement, thus creating a new word, Yaris. We believe this name is a worthy representation of Toyota's next generation of global cars.

Having received this explanation, I decided to open the window of knowledge still further by asking Toyota about the derivation of the name Vitz.

As those of you who read the Yaris blog should remember (You do don't you?), the Yaris traces its lineage back to the Toyota Echo.

And while the Echo did not find a welcoming home in America, it’s spawn has successfully spread around the world to more than 150 countries (including here in the form of the Scion xA and xB) where it has become the third-best selling vehicle in global sales for Toyota behind the Corolla and Camry, under the Yaris, Platz and Vitz nameplates.

I suppose I have to take full blame for the response I received beause I preferenced my question by suggesting to my Toyota contact that "If you come back and tell me that Vitz is derived from Zits and the V comes from changing the C in Clearisil to a V, I'm outta here."

Because the answer I received was: "Vitz is coined from WITZ, which is a Dutch word meaning wittiness."

Opening the window of knowledge? I think you can tell from my paned expression that I just slammed that window shut on my fingers!

And please don't suggest that I am all thumbs.

Ford Saves Ford?

Nobody asked me but . . .

Ford CEO Bill Ford’s announcement that he was remaining as Executive Chairman but replacing himself as President and CEO with Alan Mulally from Boeing could be a good news bad news scenario.

Mulally led the turnaround of the commercial airplane division of The Boeing Company. He has a record of success in customer satisfaction, manufacturing, product development, labor relations and supplier management.

But nowhere in his resume do I detect the words CAR ENTHUSIAST.

And while Ford needs to trim costs, I would suggest that the other 80 percent of what’s wrong with Ford is PRODUCT.

Ford doesn’t have to look too far back in its checkered flag past to remember the name Don Peterson. Peterson may be the last car guy in power at Ford. Don liked cars. He understood the words “car enthusiast.” He even took a Bob Bondurant high-performance driving course (At a time when Bob was using Ford products, not GM cars as he does today.) to better understand why some of the nut cases he had to deal with (such as yours truly) enjoyed driving fast in fun cars.

It is my not so humble opinion that the first thing Ford should do for Alan Mulally is not stick him in an office in Dearborn, but to send him on the road so that he can meet with automotive enthusiasts who have been around long enough to understand when a Ford was last a Ford and the difference between a car and a truck. People who understand the difference between having gasoline coursing through their veins instead of blood.

He'll get plenty of advice from within Ford.

The Quail--A Motorsports Gathering

Nobody asked me but . . .

To locals it’s The Quail. But the official name is The Quail—A Motorsports Gathering. This year was the fourth annual event at Quail Lodge in Carmel Valley. The Quail has become a significant addition to the mid-August weekend in Monterey featuring the Pebble Beach Concours d’Elegance and the Monterey Historic Races held at nearby Laguna Seca Raceway. The “weekend” has essentially expanded to almost a week with The Quail held on Friday.

To those who have never been to or heard of the Monterey peninsula (Have you been living on another planet?), located on the California coast about a two-hour drive south of San Francisco, condolences. It is an area of breathtaking beauty and Mark Twain weather. Don’t like what you got? Just wait a minute.

Typically for this region and this time of year, the coastal fog was held at bay over Monterey Bay and the Pebble Beach Lodge, home of the Concours. Meanwhile, only three miles inland, the Carmel Valley and Quail Lodge were bathed in bright sunshine and temperatures in the low 80s, perfect for a leisurely scroll among a wonderful collection of race cars and exotic automobiles. This year the theme was a celebration of the 100th anniversary of the Targa Florio, one of Italy’s most famous open-road endurance races, the other being the Mille Miglia.

Divide 100 by two and you’ve got the number of years Laguna Seca Raceway has been operating on Fort Ord, just a quick, adrenalin-pumping, 15-minute drive from Quail Lodge over the steep and twisty Laurales Grade. The Quail celebrated this anniversary by honoring Zagato, the renowned Italian designer responsible for some of the most strikingly beautiful Ferraris, Lamborghinis and Astons.

In four short years The Quail has become a “happening.” Tickets are limited—only 3000 lucky guests were allowed to purchase tickets this year—which means the viewing is much less cluttered with bodies than at Pebble Beach, and the few tickets available are highly sought after. This year The Quail sold out a week before the event. I pity those folks who waited until the last minute to purchase tickets. They missed a great event.

The Quail’s success is not simply a function of being surrounded by some spectacular automotive machinery. According to Mathias Doutreleau, special events director, Quail Lodge, “The Quail is first and foremost a lifestyle event featuring sports and racing automobiles, jewelry, art, fine food, wine and liquor.” And quests are allowed ample opportunity to indulge and imbibe in a very relaxing atmosphere.

While wandering among the various cars and displays, I ran into a number of kindred automotive spirits. John Fitch was celebrating his racing career with Mercedes-Benz. Art Evans was reminiscing about his association with Bill Devin and his Devin-bodied specials. I had the honor of racing one of Art’s Devin’s at the first Palm Springs Historics. Jay Leno was being Jay Leno. I found Danny Panoz holding court at the Auto Aficionado magazine booth, a bright orange Esperante race car prominently on display.

My favorite Ferrari (Actually it's a non-Ferrari!) is the Dino 246. Back when Enzo was building Dinos, a Ferrari wasn’t called a Ferrari if it didn’t have a 12-cylinder engine under the bonnet or the deck lid. So I lusted after the 1961 “Ferrari” 196 SP Dino that won the Targa in 1961. But I would have been a very happy camper if someone had offered me the 1937 Talbot Lago T150 C SS Figoni & Falaschi, built for the Mahahajah of Kapurthala. It would make a great daily driver!

2007 Toyota Yaris Liftback

Nobody asked me but . . .

There are very few arrows in Toyota’s quiver that haven’t found the mark, but the Echo, introduced in 2000, was one of them. As an attempt to appeal to a youthful audience, the homely, ungainly, Echo was beloved by few. But while the Echo did not find a welcoming home in America, it’s spawn has successfully spread around the world to more than 150 countries (including here in the form of the Scion xA and xB) where it has become the third-best selling vehicle in global sales for Toyota behind the Corolla and Camry, under the Yaris, Platz and Vitz nameplates.

And being known as a company with a “can do” attitude, Toyota is striking back in America with a second-generation Echo using the same name as in Europe: Yaris.

In a seeming contradiction, the new Yaris is both larger and smaller than the Echo. This slight of hand is accomplished through the magic of two unique models: a very small 3-door Liftback that’s only seven inches longer than the diminutive Mini Cooper and a small 4-door sedan that’s about five inches longer than the Echo but almost two feet longer than the Yaris Liftback, the model I evaluated.

Say what you will about its smallness, the Liftback’s shape evokes words like cute and huggable. And inside, words such as roomy, airy, simplistic, comfortable, accommodating, functional and symmetrical (It’s designed for easy conversion to left- or right-hand drive) come to mind. Simple readable gauges centered above the dash. A tachometer is optional; the coolant temp “gauge” is a warning light. Plenty of storage bins and trays, including dual passenger-side glove boxes and a smaller box for the driver. Thoughtfully-designed and logically-placed bottle, can and cup holders.

The seating configuration is what I’d describe as “the Yaris hall of mirrors” because what you see is not what you get. Initially the rear compartment seems horribly cramped for adults. But before you start berating the packaging engineers, check the Toyota magician’s sleeves because lurking back there is an extra six inches of leg room. How? The 60/40 split folding seats also slide fore and aft. You gain passenger room or cargo space. Your choice. The sliding feature is an option, but one I wouldn’t be without.

Under the hood of both models lurks a 1.5-liter 4-cylinder pumping out 106 hard-working ponies. This engine reeks of technology, including a lightweight plastic intake manifold, drive-by-wire electronic throttle, and variable valve timing to improve pulling power in all speed ranges and to improve fuel economy and reduce emissions. It also has a liquid-filled upper engine mount to reduce engine noise and vibrations. And a timing chain instead of a rubber belt for added durability.

Despite its small size and output the Yaris 4-cylinder is “the engine that can.” Zip around town? All day without breathing hard. Merge onto the turnpike with two aboard? No problem. Cruise at 80 mph? Willing and able. Accelerate hard from 50-80 when loaded with four adults? Not likely. There’s a limit, even to Toyota engineering magic.

EPA estimated fuel numbers are 34 city/39 highway mpg with the automatic and 34/40 with the manual.

Teamed up with this engine in my test was an optional 4-speed automatic (a 5-speed manual is standard) that is so sophisticated it even knows when you are climbing or descending hills and eliminates annoying hunting between third and fourth gears. It also features a gated shifter for convenient manual gear changing, a first in this subcompact class.

I wouldn’t be surprised if some of the Yaris’s ride, handling, steering and braking characteristics were lessons learned in Europe. The front vented discs and rear drums have a strong solid feel often lacking in small cars, and the fuel-saving electric power steering system is nicely responsive. The ride is exceptionally smooth for a car with such a short wheelbase and the sporty handling rewards those who like to drive with a bit of verve in the curves. But the coupe displays some side-wind sensitivity, and the Bridgestone radials were unusually prone to wander on grooved pavement and metal bridges.

Safety is always an issue with small cars. Besides the required front airbags, front seat-mounted side airbags and front and rear side curtain airbags are optional in the Yaris. Also optional are anti-lock brakes with Electronic Brake-force Distribution, which balances the braking forces—front-to-rear and side-to-side—to assist the driver with vehicle control.

The Yaris Liftback has an MSRP of $11,050 plus destination charges of $580. Optioned out with the automatic ($900), a Power Package ($1,290 with steel wheels; $1,680 with alloy wheels), and a Safety Package that includes seat-mounted front side airbags and side head curtain airbags ($650) brings the total to $14,470 or $14,860, depending upon which Power package you choose. Add the “Toyota Factors” of quality, durability, reliability and strong resale and the Yaris Liftback becomes a lot of small car for under $15,000.