The Carmudgeon

2008 MINI Cooper S Hardtop

2008-01-26T16:20:00.000-05:00

Bytes & Bullets

Summary
• Works as a retro—nifty styling, great packaging and it’s only 12-feet long
• A premium small car; gets pricey when you add options; this car makes it possible for BMW to introduce a BMW 1 Series premium small car
• 1.6-liter direct injection turbo 4-cylinder with 172 bhp

Engine/Transmission
• Responsive and fast; turbo and DGI make a world of difference; really exhilarating performance
• Extremely flexible engine; can lug it down to 1000 rpm, but it kicks butt above 3500
• Smooth and quiet revving; minimal NVH
• Has Sport program for throttle and steering; in Sport you get noticeably quicker throttle response and faster revving
• The gearbox feels a little rubbery but I never missed an up or downshift
• Good location of pedals for heel/toe

Steering/Suspension/Brakes
• The MINI is a 4-letter word spelled FUNN
• It could only come from a company like BMW
• It’s a sports car with a roof and space for four
• Handles like a go-kart—short wheelbase, quick steering, flat cornering
• Font wheel drive but you’ve got to drive really hard before it start to understeer
• The Dynamic Stability Control (DSC) and traction control prevent wheelspin, but without intruding into the driving fun
• Under hard throttle and turning, you do notice some torque steer and understeer, but you can minimize these effects if you modulate the throttle until enough steering lock is removed to allow you to apply WOT and scoot away
• The steering is heavy but direct and responsive
• The brakes are firm and positive; excellent stopping power and easy to modulate
• The steering quickens in the Sport setting
• The ride is flat but firm; very firm, especially at the rear over rough or broken pavement
• If you disable DSC you can generate enough torque in 1st and 2nd to chirp the tires when accelerating and to spin the front tires in 1st gear when turning a corner from a stop
• In quick lane change maneuvers at around 40 mph you can’t generate enough Gs to cause the wheels to lose grip with DSC off

Accommodations
• Amazing amount of interior space considering the footprint on the ground
• Comfy, supportive, multi-adjustable manual seats
• Lever on seatback allows the front seats to slide and flip forward to assist rear ingress/egress
• Huge central speedo; tach is on the steering wheel
• Retro toggle switches surrounded by safety cages used for many controls
• Audio controls with three levels of knobs and switches take time to learn
• Steering wheel has rake and reach adjustment; cruise control and audio controls on wheel
• Separate flip-down side visor for driver
• Windows drop down/raise up slightly when doors are opened/closed to reduce wind noise
• Sunroofs are noisy, especially the front one
• Split, folding rear seats aid cargo flexibility
• Climate controlled glovebox but no lock, so make sure any ice you store isn’t diamonds
• Excellent fit and finish and use of high-grade materials
• This car has SOLID body structure

2008 MINI Cooper S Hardtop
Base Price, MSRP: $21,200
Exterior Dimensions & Weight
Wheelbase: 97.1 in.
Length: 146.2 in.
Width: 66.3 in.
Height: 55.4 in.
Curb Weight, MT/AT: 2668/2723 lb
Engine & Transmission
Engine: 4-cylinder, inline, turbo
Displacement: 1598 cc
Bhp@rpm: 172@5500
Torque (lb-ft)@rpm: 177@1600
Transmission, manual/automatic: 6M/CVT
EPA MPG, City/Hwy, man (auto): 26/34 (23/32)

Active & Passive Safety Features
Braking & Traction
4-Wheel Anti-Lock Disc Brakes
Corner Brake Control
Electronic Brake Force Distribution
All-Season Traction Control
Brake Assistance
Vehicle Stability Control System
Hill Start Control
Safety
Advanced Head Protection System (AHPS II) Side Head Curtain Airbags
Crash Sensor Unlocks Doors, Turns On Interior Lights and Flashers
Driver & Passenger Airbags With Dual Stage Deployment
Passenger Airbag Cutoff Sensor
Seat Mounted Front Side Airbags
Front Pretensioners With Force Limiters
Emergency Fuel Shut-Off Device
Wheels & Tires
Alloy Wheels, 16-In. X 6.5-In.
P195/55R16 Run Flat Tires

2008 Ford Fusion SE

2007-11-28T20:37:00.000-05:00

Nobody asked me but . . .

I’m sure you’ve seen the commercials. A bunch of average Jacks and Jills are zooming around a handling course laid out with pylons. In the background are either Road & Track or Car and Driver banners to add an air of legitimacy to the proceedings. The drivers are all effusive about the Ford Fusion versus its Toyota Camry and Honda Accord competition. It’s all been done before. And I formerly had a long association with one of those publications so I know that side of the equation. So is the Fusion real or Memorex?

Let’s start at the beginning. All three—Fusion, Camry, Accord—are midsize family sedans. The two Japanese models are typically the annual volume and quality leaders in this segment. The Fusion is the new Ford upstart, one of the two new Fords designed to replace the Taurus. The larger Five Hundred, recently renamed the Taurus, is the other. And don’t get me started on the renaming.

We all know Ford’s in trouble. And the Fusion is a critically important model to Ford’s Way Forward.

Lay the outline and interior dimensions of all three cars on a wall and there’s nary an inch of separation in any important area. Mechanically they are all front wheel drive with standard 4-cylinders engines of similar size, horsepower and torque. All have independent suspension front and rear, power assisted rack and pinion steering and front disc brakes. One has standard rear drums, and, no, it’s not the domestic Ford, but rather the Japanese Accord.

The Fusion’s 2.3-liter provides surprisingly brisk acceleration, to the point that it fooled some knowledgeable passengers into thinking it was a V6. It revs freely and eagerly to 6500 rpm and it’s smooth and relatively vibration free. Ditto for lack of noise and vibration. I’d rate it as good or better than the Camry 2.4-liter for NVH. The Ford 2.3-liter also has very good low- and mid-range torque—pulling power—and it doesn’t mind being revved to provide top-end passing power. And as a PZEV (Partial Zero Emission Vehicle) it’s clean and it gets good mileage, an estimated 23 mpg city/31 mpg highway according to EPA measurements.

The optional 5-speed automatic in the 4-cylinder models is seamless; just put the lever in Drive and go. In fact, Ford doesn’t offer an automatic with manual shifting and I didn’t miss it. And if you like manual gearboxes, go for it. I drove another 2.3-liter Fusion with manual and I found it a pleasant surprise: It shifts smoothly, gates are well delineated and clutch action is smooth and progressive.

V6 models come standard with a smooth shifting 6-speed automatic and this combo provides some of the sportiest performance in the mid-size sedan segment.

Both Fusions I drove were mid-grade 4-cylinder SEs, which start at $18,695 (plus $725 destination) for the 4-cylinder manual and $21,445 for the V6 and 6-speed automatic model. The base S model lists for $17,700.

Overall the Fusion interior gets high marks for fit, finish and materials. Controls and switches are logically and conveniently positioned. The steering wheel has adjustments for both reach and rake and the supportive driver’s seat has power for fore/aft adjustments. Rake adjustment is manual and the spacing between detents was too wide for my liking. I’ll also grouse about the small door map pockets and the rearward vision, which is chipped off by the high rear deck.

Okay, I’ve held you in suspense long enough. Actually suspension is a more appropriate word. Let’s face it. Most drivers don’t typically mention family sedan and fun-to-drive in the same sentence. I say why not. Should family equate to sedate or boring? Not in my book.

The basic structure of the Fusion started life as a Madza6. And the Fusion is infused with a large dose of the same zoom-zoom behind-the-wheel feel that makes Mazdas fun to drive. Direct steering, precise handling, limited body roll, a firm responsive ride. Braking is linear and progressive and not prone to early ABS intrusion. These are not terms found in the typical family sedan lexicon, including the Camry’s and the Accord’s. So I vote with the R&T and C and D readers: The Fusion is more fun than the competition. It’s also affordably priced and well screwed together.

It’s great to see Ford back and on a forward roll.

Ford's Better Idea

2007-08-12T02:18:00.000-04:00

Nobody asked me but . . .

If I were starting a car company today, I could do far worse than to start off with Eric Kuehn and Don Ufford. These are not two names that instantly pop to mind or roll off the tongue unless your roots run deep into the bowels of one of the Detroit car companies –formerly known as the Big Three, not Prince. And if you twist my arm tightly enough you might get me to utter one of the seven deadly media sins. Okay, okay, it’s the F-word: Ford!

Having spent the previous several days working into the wee hours of the morning on a project with a yesterday deadline (aren’t they all?) the last thing I was looking forward to was rising first thing in the morning for an early morning press conference.

But Ford’s PAG headquarters is literally right around the corner from me and a promise is a promise, even if it was made weeks before I was being totally consumed by all nighters. By skipping the Ford breakfast spread—at this point I needed sleep more than food—I rolled in just as Ufford was putting a new twist on a demo of F-150 frame torsional stiffness via a digital readout and 200 pounds of dead weight supported by a ubiquitous floor jack. Ford had arranged for examples of Brand C and Brand T full-size truck frames to undergo the same test, and, no surprise, Ford won. Stiffer is better.

By this time my eyes were open far enough for me to appreciate what was going on. We moved to a demo of spring shackle bolt strength where audience participation via a 4-foot long torque wrench was not only expected but also demanded. Ford must figure media torque is cheap. In some cases it is . . . but let’s not go there.

Next up was Kuehn beating the drum for the differences in the noise characteristics of various steels. He made his point emphatically—with a hammer. Pounding on a competitor’s conventional body panel sent sound waves reverberating off the ceiling. But you could have heard a pin drop in the room when he thumped on the Ford steel. This demo had all the impact of a lead balloon—which was just the point.

Hey, these guys were having fun and most of us in the media audience were too. Their enthusiasm was infectious and I realized that I was among kindred spirits of the kind that I find all too infrequently at car companies these days: people with a genuine passion for what they do. These guys ate, drank and slept trucks. You could tell they had gasoline –or diesel—running through their veins. You could damp their steel but not their enthusiasm. These guys knew their stuff and I discovered that these techie road shows had started a few years ago when the latest F-150s were introduced. While explaining the in and outs of Ford’s newest full-size pickup to dealer personnel, Ford’s tech team found itself with an audience of customers who were equally as interested in learning more. This has led to an expanded consumer learning program, and in the past year alone Ford has handed out more than a million DVDs to Ford shoppers who wanted to become educated on Ford trucks. That’s got to be some of the cheapest and most focused advertising Ford has ever created. And notice, the idea didn’t come from an ad agency but from a bunch of engineers!

I moved from observing to driving . . . behind the wheel of a 2008 F-150 Lariat Limited. Nice truck. Actually, a damn nice truck. Ford gets it. You gotta treat your truck customer with the same respect as your car customer. No more shoddy build quality. No more cheap shiny plastic interiors. And, hey, Don ain’t BS-ing when he throws around words such as steering response, shock absorber ratios, roll stiffness and transient response. These latest F-150s really handle!

I told Kuehn that I hoped some of the truck group’s passion rubbed off on the car side of Ford’s business. Lord knows it needs it. I’d humbly suggest that the Fusion is a good start in the right direction.

And let’s also hope that Ford’s higher-ups understand what they’ve got here: Employees who love what they are doing. Truck guys with genuine passion. Alan Mulally should give these guys a raise, get out of their way and let them keep on truckin’. They are—in no uncertain terms—Ford’s future.

Disclaimer:
I do not work for Ford; Ford does not work for me. Ford did not pay me to write this article. I did not pay Ford for the privilege of sharing these words with you. I do not own a Ford truck; unless, you consider a 1996 Windstar van a truck (which, ironically, Ford did, when the Windstar was first introduced). I do, however, occasionally test drive and evaluate Ford trucks . . . and cars. I am not related to either of the engineers listed in this article. Kuehn is not related to the famous Detroit Tigers baseball player with the same last name: Harvey Kuehn. Kuehn, the baseball player, actually spelled his name Kuenn although it is often misspelled as Kuehn. However, the much alive Kuehn, the engineer, and Kuenn, the baseball player, who passed away in 1988, do pronounce their names the same: keen. Ford is a four-letter F word. However, Ford is not the four-letter F word, which was one of the seven words memorialized in a terrifically funny monologue by comedian George Carlin.

Words in this article are not closer than they appear. But they mirror reality more than you could ever imagine.

Captions
F-150 with versatile, factory-installed Cargo Management System. The basic system includes two side rails, a pair of bins, a pair of crossbars and a header bar. Optional Rearview Camera System enhances visibility at the rear of the box.

Luxurious F-150 Lariat Limited interior. Ford did not steer clear of the leather appointments.

Fleet owners can choose an innovative mid-box mounted behind the cab that provides lockable storage for tools and other items. The rugged, steel construction features double-paneled doors that are accessible from both side of the truck and lock/unlock with the same key that operates the driver’s door.

F-150 XL. When properly equipped, the F-150 has a maximum tow rating of 11,000 lb and maximum payload capacity of 3,050 lb.

Upgraded F-150 STX includes body-color front and rear step bumpers, air conditioning (Regular Cab), AM/FM audio system with single CD player and cloth 40/20/40 split-front seat.

2007 Volvo S80--A Problem and a Dilemma

2007-03-27T22:36:00.000-04:00

Nobody asked me, but . . .

Volvo has a problem . . . and a dilemma. The Swedish car company, now owned by Ford, recently introduced a new S80 model. The previous S80 was a nice car. But this new one is very good, even special in some ways. So what’s the problem? The Swedes can’t get the public to think “Un-German.”

Okay, lets start at the beginning. If you built a box and named it European mid-size, luxury sedan, you could place inside that box the S80 or a BMW 5 Series sedan or a Mercedes-Benz E-Class sedan with nary an inch of difference in any exterior dimension. Fact is, you could measure the interior of all three and come up with the same conclusion: no more than about an inch difference in any direction.

All three are offered with either six or eight cylinder engines. Mercedes leads here with larger-displacement adding up to higher output. But even in this category the Volvo is more than competitive, topping the BMW’s standard inline 3.0-liter inline six and nearly matching the optional 3.0-liter’s power output and falling only a little short of the larger six in the E-Class. It’s no contest in the V8 arena: The E-Class 5.5-liter cranks out almost 400 bhp and a similar amount of torque. But both the Volvo and BMW V8’s, at 4.4- and 4.8-liters, respectively, are no slouches in this performance game: They are both over the 300 figure for horsepower and torque. It really comes down to how much excess power you demand under your right foot.

Both Volvo engines are mounted transversely and are designed to meet the stringent ULEV II emissions standards. Volvo data lists 0-60 mph performance at 7.4 sec for the front-wheel-drive six and a rush-inducing 6 sec flat for the all-wheel-drive V8, which, incidentally, emits some of the sweestest sounding notes this side of a racing V8.

Mercedes wins the “mine is bigger than yours” transmission bragging rights with seven-speed gearboxes versus six speeds for the Volvo and BMW models. But, candidly, once past six speeds, you are slicing any performance and fuel economy gains very thinly.

Since I just opened Pandora’s fuel economy box, here are the figures. BMW’s “small” six beats the S80 by one mpg in EPA estimated city and highway mpg with 20 and 29 mpg respectively. Mercedes is at 19 and 26 mpg. Comparing V8s, Volvo bests both BMW and Mercedes by 2 mpg in city and highway driving with 17 and 25 mpg versus 15 and 23 mpg for its German rivals.

I’m sure you wouldn’t be surprised if I told you that the S80, model for model, is less expensive than its BMW and M-B counterparts. The usual rationalization would go something like this: The German cars are better built, have better performance and handling and higher levels of fit and finish and comfort and convenience features than the Volvo. And in this case you’d be wrong. Through the magic of a program that allows me to compare models side-by-side and to add options to create models that are as equal as possible in content, I can present you with not just base prices but with prices for equivalently equipped models.

Comparing equivalently equipped six cylinder models—S80 3.2, BMW 525i and M-B E350—the S80 undercuts the Bimmer by $8 grand and the Mercedes by a whopping $18,000. Those figures jump to a $10,000 and $19,000 advantage for the Volvo, respectively, when you compare similarly equipped S80 AWD, BMW 550i and M-B $550 V8 models. Are these differences large enough for the S80 to make it onto your radar screen? I would hope so. And note that the S80 V8 comes standard with all-wheel drive, a feature that is not available on either of the two German V8s but is offered on certain of their six cylinder models and not on the six cylinder S80.

The S80 is one solid Swede, with a reinforced structure that really adds meaning to the term passenger cage. On the road this translates to entertaining handling, precise steering and a supple well controlled ride. And in adverse conditions such as rain, ice, snow and gravel, the S80 V8’s AWD provides an added level of comfort and confidence that really is appreciated.

BMWs and Mercedes-Benzes are known for their handling, but Volvo doesn’t take a back seat to the Germans these days. Available on both S80s is an enhanced version of the Volvo Four C (Continuously Controlled Chassis Concept) “active” suspension. This is an advanced self-adjusting system that uses sensors to continuously monitor the car’s behavior. The shock absorbers can adjust to a given driving situation in a mere fraction of a second. Four-C modifies the chassis setting to suit the car’s speed (the higher the speed, the greater the damping). As a result, the car remains controllable even at higher speeds. This technology also reduces the car’s tendency to squat, dive or roll under firm acceleration, hard braking or quick steering maneuvers. The newest Four-C system ups the ante from the previous S80 model and now offers three alternative chassis settings instead of the previous two.

Speed-dependent power steering is also an option in the new Volvo S80. The system provides more power assistance at low speeds, for example, to make parking easier. The power assistance gradually declines as road speed increases, disappearing entirely at high cruising speeds.

In order to give all drivers an optimum feeling for the road, the steering servo assistance can now be adjusted by way of the car’s information and set-up system. Power steering assistance can be set at one of three levels.

In nearly every area of occupant protection the S80 expands Volvo’s leadership in both preventative and protective safety. Innovations include a new side airbag with dual chamber construction for enhanced hip and chest protection. Clever structural design employs four different grades of steel for predictable crash energy absorption. The S80 also features the next generation of WHIPS rear impact protection and new approaches to pedestrian safety.

Adaptive cruise control, optional on all S80s, uses a radar sensor to measure the distance to vehicles ahead and automatically adjust vehicle speed. Collision warning with brake support works in concert with the system, alerting the driver and, when the driver depresses the pedal, applying full brake force if needed. The Blind Spot Information System (BLIS) is another new high-tech option. Cameras near the outside mirrors detect vehicles that might be in a blind spot and relay the information to the driver.

So what is Volvo’s problem? It starts with a strong unbending conservative streak that leaves the company with a failure to communicate. Or, more accurately, an unwillingness to compare itself head-to-head to the competition even when Volvo has the advantage. Which leaves consumers with the belief that being German is better.

And because Volvo has a much lower marketing and advertising “voice” than the competition, guess which brands get their message across more strongly? So we’re back to that dilemma I mentioned at the beginning. Luckily, all you WheelsTV.net viewers are independent thinkers. So I’m not even asking you to take my words as gospel. But merely to add the S80 to your list when you go shopping for a mid-size European luxury car.

Sit in it. Compare it to the BMW and Mercedes for luxury, fit and finish and comfort and convenience. Kick the tires. Drive it. I think you’ll be surprised, pleasantly surprised. And your wallet will also thank you.

2007 Toyota Camry Hybrid--Penny Wise and Not Fuelish

2007-03-05T18:45:00.000-05:00

Nobody asked me, but . . .

In setting out to reinvent the Camry, the best-selling car in America for eight of the past nine years, Toyota engineers and designers did something they have never done before: They created a hybrid version. And for those who considered Toyota’s first hybrid sedan, the Prius, too controversial, let me allay all your fears immediately. The Camry Hybrid is by far the most conventional of Toyota’s hybrids. It’s simply a Camry!

This is not to imply that the 2007 Camry is merely boring transportation because while the new Camry package is evolutionary in nature, it has been poked, prodded and tweaked in all the right places to assure it retains its mid-size sedan leadership position.

Check out the Camry’s more stylish exterior. More sporty and modern . . . but it will still play well in Peoria. Overall length is identical to the previous model but the wheelbase has been stretched two inches, the track is wider and the wheels are pushed out toward the corners, making for more contemporary curb appeal.

Inside, give or take a half inch here or there, the new Camry is as roomy as its predecessor, rear seaters lose half an inch of head room but gain an equal amount of leg room compared to the previous model. Other interior dimensions are pretty much a wash. But Toyota designers improved the feeling of spaciousness by pushing the base of the windshield forward, redesigning the front seats and allowing these seats nearly a foot of fore/aft travel.

Typically for Toyota, all controls are logically placed, sensibly sized and easy to operate. The steering wheel adjusts for rake and reach but the pedals are not adjustable. And everything was impressively well screwed together, even though my Hybrid test car was a pre-production prototype.

Unlike the Prius, with the Camry Hybrid it’s possible to make a direct comparison with a conventional gas-only Camry model. A few of the pertinent specs are summarized in the attached chart:

The price difference is a good approximation of what the hybrid technology costs these days: not much more than a moonroof, a navigation system or leather seats.

Camry safety starts with a stronger passenger cabin. And also includes standard dual-stage airbags, seat-mounted side airbags, side curtain airbags and a driver's knee airbag. All 2007 Camrys also come equipped with an Antilock Brake System (ABS). Vehicle Stability Control (VSC) with traction control is standard on the Hybrid and optional on other models.

The Camry’s sportiness is more than skin deep. All models get larger brakes and Toyota's Brake Assist, an electronic function that senses an emergency stop and applies increased braking power once the driver touches the brake pedal, is standard. Wider, larger-diameter wheels and tires are fitted to all models and the chassis was retuned for sportier ride and handling.
Camry Hybrid comes standard with Smart Entry, which allows you to lock/unlock the doors with the “key” in your pocket. It also includes push-button starting. As is typical with most hybrids, during braking, the engine deactivates and the electric motor acts as generator to charge the battery pack. Braking response is very linear and the most natural-feeling of any Toyota hybrid to date.
But Toyota engineers still have work to do on the electric-assisted steering. It’s numb on center, vague and the boost isn’t linear. Steering aside, the handling and ride get high marks. Most hybrids feel heavy in the rear when cornering because of the batteries lurking under the rear seat. The Camry Hybrid is nicely balanced and even a bit more sporty than previous generations. And the ride is smooth and supple.
Under the hood the Camry’s two conventional gasoline engines are both more powerful for 2007. The 2.4-liter 4-cylinder adding four ponies and the V6 adding nearly 80 horsepower as a result of an increase in displacement from 3.0 to 3.5 liters.
Harnessing this V6’s output is an all-new 6-speed automatic transmission that uses 21 percent fewer parts than the conventional 5-speed automatic transmission it replaces. This new transmission, which can be shifted sequentially, relies upon a newly developed gear train that uses a Ravigneaux-type compound planetary gear for reduced size, weight and friction.
This new transmission also uses a quick-response, low-friction clutch pack for enhanced fuel economy; an ultra-flat, low-inertia torque converter for high transmission efficiency; a set of high-response, low-slip clutch packs and new electronic and hydraulic control systems that incorporate an intelligent shift control that learns driver's driving style and selects gears based on that style.
The Camry’s “other” powertrain is Toyota’s exclusive Hybrid Synergy Drive, consisting of dual gasoline and electric power sources that are complementary and produce a combined 187 horsepower. This system varies power between gas and electric, or both, as needed and is coupled to an electronic continuously variable transmission (CVT).
The first half of this system consists of the 2.4L four-cylinder 2AZ-FXE Atkinson-cycle engine, which generates 147 hp and is coupled to a continuously variable transmission (CVT). The second half of the Hybrid Synergy Drive equation consists of a small, specially developed electric drive motor that produces 45 horsepower, an ultra-small inverter with a specially designed compact battery and a transaxle to provide the economy and seamless performance hybrid drivers seek.
Hybrid performance rates eight smiles out of 10: It’s more than acceptable when running only on the 4-cylinder and it feels a lot like the boost from a turbocharger when the extra power and torque from the electric motor kick in. At a stop, the engine can enter an idle stop mode to save fuel. Restart is accompanied by a very slight shudder.
Because there are situations in daily driving in which the gas engine in a Toyota hybrid is completely shut down, air-conditioning and power-steering systems are driven electrically, rather than by the engine. This ensures these features will continue to operate, whatever the status of the Camry Hybrid's drive system.
The Camry Hybrid also has an eight-year/100,000 mile warranty that covers the hybrid–related components,
If you’ve considered a Toyota hybrid previously, but were turned off by the unconventionality of the Prius sedan, now’s the time to head to your nearest Toyota dealer. You’ll see green all around . . . from the Hybrid’s low-polluting, high-fuel efficiency “motor” and from your neighbors’ envy.

2007 Dodge Caliber--How Small is Small?

2007-03-05T18:33:00.000-05:00

Nobody asked me, but . . .

Let’s get one thing perfectly clear. When Honda says small car, it means Fit. When Dodge says small car, it’s talking Caliber, a car that’s about 18 inches longer, 2.5 inches wider and as much as 800 pounds heavier than a Fit. The Caliber is replacing the Neon in the Dodge lineup and both the Neon and the Caliber are Honda Civic-size.

Calibers are available in five trim levels, ranging from the base 1.8-liter SE at $13,725 up to the 2.4-liter R/T AWD (all-wheel drive) with an MSRP of $19,920 (plus $560 destination charges) we tested. A CVT (Continuously Variable Transmission) is standard in the R/T AWD and optional in all other models.

With the Caliber, Dodge designers have gone out of their way to create the illusion of a larger car. The exterior looks like a smaller version of the Magnum. Inside, the large gauges, heater/vent/air conditioning dials and steering wheel, along with the expansive dash give the perception of a larger car. All the better to fool American buyers who don’t feel comfortable driving small cars.

The R/T AWD’s “big” 4-cylinder is a necessity in a “small car” weighing more than 3300 pounds. But even its 172 horsepower is barely up to the task of hauling around that much weight. And as a result, the EPA estimated fuel economy is a modest 23 mpg city and 26 highway.

The CVT tries hard, and by its very nature it keeps the revs higher than the ears enjoy hearing. There is no melody to a 2.4-liter 4-cylinder revving above 6000 rpm. The transmission features a manual gate with six distinct ratios, and the Caliber feels more peppy and less strained when driven in this mode.

From behind the wheel the Caliber R/T AWD not only looks like a big car but also it feels like a bigger car. The steering and brakes are heavy. Around corners it has a big-car feel: substantial but never light and nimble. The ride is firm. The R/T models have performance steering and a sport suspension aimed at enthusiast drivers. Test drive the other Caliber models if you prefer a less sporty driving experience.

In addition to being the Chrysler Group’s first compact car to offer all-wheel-drive, Dodge Caliber is the Chrysler Group's first passenger car to use an electromagnetically controlled all-wheel-drive system that manages torque split from front to rear, based on road surface conditions.
The system works on demand, without need for driver input, driving only the front wheels until power to the rear wheels is needed, which optimizes fuel economy. All-wheel drive also is used between speeds of 25 and 65 mph to ensure precise handling during performance driving.
Along with an ABS braking system (standard on models with CVT), Dodge Caliber also is the first Chrysler Group compact car to offer Electronic Stability Program (ESP) with traction control on SXT and R/T models (late availability). These confidence-inspiring features are ideal for all-season go-power in Northern New England’s notoriously wet, slippery, snowy, icy, muddy driving conditions.
Dodge doesn’t use the words “station wagon” to describe the Caliber, but I can and will. The rear hatch and folding rear seats create a large functional cargo area. There are plenty of storage cubbies strategically located throughout the cabin, including a clever two-level glovebox (but no lock). Plus numerous thoughtful details, including extendable visors and a cell phone/iPod holder built into the center console. But these are counterbalanced by seat controls that are awkwardly positioned and outboard vents that are irritatingly low. And despite its exterior size, the Caliber’s interior doesn’t offer much more room than a lot of smaller cars I can name, including the Honda Fit.

At $14,000 dollars I expect to find hard plastic interior surfaces. But when a model such as the R/T AWD is just a five spot under $20,000, I look for higher-grade materials and better fit and finish. Come on Dodge, you can do better.

I find the Caliber R/T AWD a bit of an enigma machine: Big car on the outside, but small car on the inside. A compact car with mid-size car price and fuel economy. Thoughtful design touches mixed with some frustrating controls. The peace-of mind of all-wheel drive and available stability and traction control combined with a not-so-peaceful 4-cylinder and CVT. A blending of Chrysler and Daimler technologies and engineering. Maybe trying just a little too hard to be both germane and German. A 22-caliber rifle shot in a shot gun market.

2007 Maserati Quattroporte—Italian Performance and Elegance

2007-03-01T20:22:00.000-05:00

Nobody asked me, but . . .

Maseratis have long been praised for their ability to go around corners, but only recently has Maserati turned the corner.

For 2007 only the 4-door sedan Quattroporte models in base, Sport GT and Executive GT trim levels will be sold in the U.S. Essentially this is a recognition by Maserati that the rather long-in-the-tooth Coupe and Grand Sport models have been successful in bringing the Maserati name and heritage back to America, but they never reached the level of quality and refinement that buyers take as a given these days in the $100,000-plus Grand Touring sports luxury segment.

And while Maserati sales have grown at a record pace in America these past few years—accounting for 45 percent of Maserati’s worldwide sales in 2006—Maserati recognizes that its future and its financial success in North America lie with its more modern Quattroporte models, which were introduced here in 2005. The Quattroporte is about the same overall length as the Lexus LS 460 or BMW 750i, but its taut eye-catching Pininfarina curves result in a tighter but sportier seating package than is found in the Lexus or Bimmer.

The Maser’s sporting heritage also is evident in its serious attention to all things performance. It’s high-compression Ferrari-engineered 4.2-liter V-8 produces 400 bhp @ 7250 rpm and sings a lovely Italian aria as it is revved to redline. Featuring four overhead camshafts, four valves per cylinder and variable valve timing, this highly tuned V8 also produces an impressive 339 lb-ft of torque at 4250 rpm, 75 percent of which is available at just 2500 rpm.

The big news for 2007 is the introduction of a fully automatic gearbox as an alternative to the Formula 1-inspired DuoSelect transmission that consists of a 6-speed electro-hydraulically shifted manual gearbox that can also be used like a normal automatic when during around town in stop-and-go driving. The new 6-speed automatic is a collaboration between Maserati and ZF, resulting in an exceptionally flexible, responsive and smoother automatic transmission that allows gears changes as high as 7200 rpm, the highest in the class. This endows the Quattroporte Automatic with serious performance capabilities: 0-100 km (62 mph) in just 5.6 seconds and a top speed of 167 mph. With 10-percent better highway fuel economy to (right) boot, but still in the gas guzzler category.

DuoSelect models have slightly more aggressive engine tuning resulting in a top speed of 171 mph and more instantaneous throttle response.

The Quattroporte’s underpinnings are equally impressive, featuring front and rear double wishbones with arms and hubs in forged aluminum to reduce unsprung weight, together with a sophisticated damping system, a Brembo braking system with a ventilated disc at each corner and electronic speed-sensitive steering. The Quattroporte’s weight balance also plays a role in the handling equation: The engine is located behind the centerline of the front wheels, resulting in a race car-like 49 percent of the weight over the front wheels and 51 percent resting on the rears with the conventional automatic. For DuoSelect models with their rear-mounted gearbox and differential, the weight distribution is 47/53 for even better traction and acceleration.

If there’s one area in which the Quattroporte wins hands down compared to any previous Maserati, it would be the elegance, refinement and quality of the interior. There’s not a stitch out of place or a rattle to be heard. In fact, Maserati designers were thoughtful enough to eliminate stitches where they don’t belong: on the rims of the steering wheel where the thumbs naturally want to rest. Bellissimo!

The Quattroporte’s woods and leathers are of the highest quality. And in the best tailor-made Italian tradition, the customer can design the car to meet his or her tastes, choosing from 10 exterior colors, nine internal colors and five types of wood trim.

And as a “driver” I certainly appreciate Maserati’s approach to instrumentation and controls. They are all laid out in a simple logical fashion. None of this iDrive or Command system, thank you very much. Leave that to the Germans. And I have to believe confusing over-complicated controls, along with the Maser’s overall sportiness, is the major reason that Mercedes S-class owners defect from their M-Bs to the Quattroporte in higher numbers than the owners of any other sports/luxury sedan.

Okay, already, so what’s it like to drive? Nice, very nice. The all-way power seats are superbly comfortable and supportive and along with a steering wheel electrically adjustable for reach and rake, the Quattroporte is for an easy fit for almost any size driver. Well maybe Shaq O’Neill would be an exception.

It’s slow going on the PCH through Newport Beach, Laguna Beach and Dana Point. Traffic. Lots of traffic. But the Quattroporte is serenely quiet and composed. If it’s a sports sedan, it’s hiding behind its luxury trappings at the moment. This is a good time to fiddle with the new automatic transmission. It’s got three modes of operation: Stick the lever in D and go or slide the lever down and to the left into its manual slot, which provides manual control of up and downshifts by moving the lever fore (downshifting) and aft (upshifting). Paddles attached to the steering column are the third mode. Right now D is the preferred modus operandi and the electronics seamlessly move the trans up and down through its six gears as the traffic ebbs and flows.

I note, too, that I can easily adjust the HVAC system, audio system and other controls without aid from a screen menu, a voice activated thingamajig or an 800-page owner’s manual. I am driving in the lap of luxury and enjoying it.

This all changes as I change directions from south to east and head up California Highway 74, also known as Ortega Highway. Take my word for it: Ortega is a sports car road. An unforgiving sports car road. It’s 35 miles of elevation changes and tight twisties from sea level in San Juan Capistrano up to around 2500 ft in the mountains and then back down to sea level again at Lake Elsinore. If you’ve driven it, you know what I mean.

It’s not often you find a vehicle with such well defined and refined manners under two such very different driving conditions, but the Quattroporte’s schizophrenic personality means it’s as much at home on Ortega as it was cruising down Coast Highway. It feels like it was designed for roads like this. And, indeed, it was. Its designers certainly understood Maserati’s racing heritage, and my mind conjures up images of the Mille Miglia and the Targa Florio as we traverse one demanding Ortega turn after another. This is a solid car with instinctive steering, flat, fluid cornering and powerful brakes. The power is marvelous and accompanied by a wonderful melodious roar as the engine effortlessly soars to redline. This is Grand Touring at its finest.

Too soon it’s time to turn back. And the Maser happily assumes its cosseting as I trundle on back to Newport on the PCH.

Issues? I have two. Throttle effort is high, especially in city driving. And the thickness of the C-pillars causes me to use extra caution when changing lanes to the right.

Maserati says that 2007 is also the year the company turns the financial corner. Italian red looks great on the exterior of a Quattroporte but not on a financial statement.

The various Quattroporte models will continue to be priced at just over $100,000 for the base model up to around $120,000 for the Executive GT and the Sport GT. The automatic transmission is a $1200 option.

Maserati has a strong and successful racing history and 2006 was no exception. The Maserati MC12 sports car took the team and drivers championships in the FIA GT Championship and also won the GT1 class in the Italian Gran Turismo championship.

In early March the Maserati family will increase by one with the introduction of the GranTurismo at the Geneva Auto Show. This 2-door, 2+2 coupe will be fitted with the automatic gearbox and a more powerful V8 engine, delivering 405 bhp. And it will make its in North American debut at the New York Auto Show in April.

If I were a betting man I’d tell you that the Gran Turismo is the basis for a new Maserati racing car that could compete at Le Mans and in the ALMS here in the States. Wanna bet?

2007 Mazda CX-9—Seven-Passenger Zoom-Zoom

2007-03-01T19:53:00.000-05:00

Nobody asked me, but . . .

Mazda is on a roll. Sales are strong throughout North America, including Canada and Mexico. Zoom-Zoom has caught on. Why? Because Mazda has the product to back up those words. From Mazda3 sedan and sports coupe to the MX-5 Miata to the rotary-powered RX-8 sports car, Mazda builds cars that are fun to drive. And it’s not just the coupes, sedans and sports cars that exhibit the zoom-zoom DNA, even family-oriented models such as the CX-7 have Mazda spirit.

But what happens when you introduce the largest vehicle Mazda has ever sold in the U.S., a midsize crossover with three rows of seating and room for seven. Is zoom-zoom suddenly snooze-snooze?

To find out, I accepted Mazda’s invite to attend the launch of the new CX-9. The CX-9, the Mazda MPV (no longer sold in the U.S.) and the Ford Edge are cousins, loosely sharing a platform on which all three differ in wheelbase, overall length and track. CX-9 and Edge share the same Lima, Ohio-built 3.5-liter V6, identical except for minor tuning differences. Both have 6-speed automatics; the Edge has the new Ford-GM transmission while the CX-9 has a Japanese Aisin 6-speed, featuring a manual shift mode not available on the Edge.

When Mazda marketeers were analyzing the crossover landscape, owners of other competing crossovers told Mazda to “Don’t even think about introducing a midsize competitor unless it has three rows of seats.” So three rows of seats are standard.

Mazda also provided rear doors that open wider than the competition—Toyota Highlander and Honda Pilot—along with ingeniously engineered 2nd- and 3rd-row seats that tilt and slide with a simple one-hand operation. So unlike many SUVs and crossovers, third-row occupants aren’t seated in a penalty box. And when it’s needed, there’s class-leading cargo room behind the 2nd- and 3rd-row seats.

Prospective buyers also mentioned the s word: safety. So roll stability control, dynamic stability control and traction control are standard on all three models as are advanced dual front air bags, side-impact air curtains for all three rows and front-side impact air bags.

Design? Mazda customers like exterior styling that is bold, athletic and sporty. Inside they want comfort, convenience, driver-focused controls and comfortable supportive seating. All are attributes of the new CX-9. And for those times when the conditions call for relaxed cruising, the CX-9 offers an optional custom-designed Bose rear-seat entertainment system with surround sound that’s better than some movie theaters. I call it boom-boom.

Somehow, not much of what I’ve said so far sounds much like zoom-zoom. You’re right; I’ve saved the best for last.

When most companies introduce a new SUV or crossover they put you on the straight and level and tell you to do family things. Mazda, au contraire, adds a different twist. They aim you at the canyon roads north of Los Angeles and caution, “You get a ticket, you pay for it!”

So off we went, seated behind the wheels of a variety of Sport, Touring and Grand Touring CX-9s, some front drivers and others AWDs. I started with the base Sport and later swapped into a Grand Touring model, both with front-wheel drive, but the GT version is fitted with 20-inch wheels and tires versus the 18s on the other two models.

The first thing you discover when you finally clear downtown LA traffic is that these canyon roads we’re driving are sports car roads. And funny thing, the CX-9 feels like a sports car. Okay, it’s not an RX-8. The RX-8 only holds four people and the CX-9 seats seven. But with two on board I’m thinking to myself, “The CX-9 drives like a much smaller vehicle.” It’s balanced, it’s agile and it’s fun. I’m seated higher than I would be in an RX-8 but I don’t feel unsettled when going around corners. The CX-9 tracks predictably and true. The steering is nicely weighted and provides excellent road feel and feedback. When I push the CX-9 aggressively, it reels me in with a touch of stability control. But it’s never oppressive as some stability systems are wont to be. Brakes? Vented discs at every corner and nearly as large as those on the Porsche Cayenne S model. So the CX-9 stops really well.

And I’m loving the powertrain. Mazda’s drivetrain wizards have done an excellent job of matching the 3.5-liter V6’s torque and horsepower characteristics to the six ratios of the automatic transmission. The lay of the land results in numerous up and downshifts as the road twists and turns through the canyon. Up hills and down. Slow lefts and fast
rights . . . and vice versa. The throttle responds to my every command, instantly and smoothly. I don’t realize the transmission has been downshifting three or four gears in some of the turns until I happen to glance at the indicator on the dash. “It downshifted to third? It feels like it only dropped down one gear.” The shifting is so smooth and seamless it feels like a one-speed fluid drive. This powertrain control, balance and smoothness allow me to maintain high average speeds without upsetting my passenger. And isn’t that what Grand Touring is all about?

I didn’t get a chance to drive a CX-9 with all-wheel drive on this trip (I’ll make up for that omission sometime in the near future), but loving the handling of the front driver as much as I do, I know the AWD model has to be better with all four wheels powering the CX-9 through the turns.

Bottom line? It starts with an MSRP of $29,035 for the least expensive Sport model and ranges to $33,875 for the Grand Touring AWD model.

Bottom, bottom line? The new Mazda CX-9 is a great high-wire act of family-oriented features wrapped in a stylish sporty package that is the essence of zoom-zoom DNA. That leaves most of its direct competitors up in the air minus a safety net. Did someone say: gloom-gloom?

CHAMCO--China is Coming

2007-03-01T19:23:00.000-05:00

Nobody asked me, but . . .

Another National Automotive Dealers Association (NADA) Convention has bitten the dust. I’m speaking figuratively, or course, because this year the convention was held amongst the glitz and glamour of the Nevada desert in the city affectionately known as Lost Wages in the Hilton Convention Center. I generally visit the HCC at least once a year, typically the first week in November when SEMA takes over the entire town. And I do mean the entire town. Compared to the Tokyo-like density of people and exhibits at the Hilton Convention Center during SEMA week, the NADA felt like a ghost town. I could actually move from one hall to another without bumping into 461 other SEMA-ites walking in at least 326 different directions. NADA regulars told me that attendance was down this year (mostly the domestics) but that most of the usual suspects were in town.

I don’t normally attend the NADA convention, but this one was freeway close so I packed a bag, jumped behind the wheel of a Lincoln MXZ (Nee Zephyr, and judging by how Ford has magically converted the Five Hundred into a Taurus, who knows what name this smallest of Lincoln’s will wear next week. Anyone for Utopian Turtletop? Don’t laugh. Ford almost applied that badge to the Edsel!).

It’s about a four-hour flight (including one pit stop) from the OC to Vegas using mostly I15 as the route of choice. I’ll leave it to you to do the math. Anything else I say could and probably would be used against me in a court of law.

The M-K-Z (Is that the latest pronunciation? I’m not sure even the L-M folks know.) made quick “work” of the trip to Vegas. It’s a comfortable ride. It’s got excellent high-speed cruising ability, a supple, supportive ride, nicely balance steering and handling including confidence-inspiring AWD (It could use stronger brakes, however.) and a 3.5-liter V6 that is an easy breather at elevated speeds. Even my navigator (the stacked one occupying the passenger seat, not the one in the center stack) commented on how serenely time and landscape flew by. And it didn’t hurt that the Z was Sirius-radio equipped.

But I have digressed enough. Much of the news at NADA, whether you were dealer or media, was concentrated in two arenas: China and electrics. I arrived early enough on Friday afternoon to catch Michael Dunn of JD Power present some current thinking on China and where it’s headed automotively. At the show, itself, three booths seemed to be grabbing more than their fair share of attention: Zap, Miles Automotive and Chamco Auto (China America Cooperative Automotive, Inc). The first two are in the electric car business and the last is into China.

I spent a bunch of time talking to the Chamco folks and actually got to drive both of their first models, a pickup truck and an SUV, at parking lot speeds. Chamco auto signed an agreement with a Chinese partner, Hebei Zhongxing Automobile /company, Ltd. In Baoding, China in January 2006 (Chamco calls this company ZXAUTO China.).

I sat in examples of the SUV and the pickup at the Chamco booth. Candidly, and the Chamco folks know this, the quality is not up to U.S. expectations. If they were introduced today, both would be bottom feeders in the JD Power quality studies. But Chamco is committed to quality and has right of refusal on any vehicle that doesn’t meet Chamco’s quality engineers’ seal of approval.

The SUV, called the Landmark in China, is about the size of a Toyota Pathfinder or a Chevy Trailblazer. The extended cab Pickup, called the Admiral in China, is harder to quantify because it has a much shorter wheelbase than any of the pickups sold in the U.S. today. I had to go back to a 1997 Dodge Dakota Regular Cab with a six-foot bed to find a truck with about the same wheelbase and overall length.

Both vehicles are Euro 3 compliant and are legal for sale in Mexico. As a result, Chamco expects to begin shipping current production SUVs and Pickups to Mexico by June 2007 where they will be sold through a network of 25-30 dealers. This will allow Chamco engineers to accumulate real world customer data close to home and conduct extended durability testing prior to U.S.-legal models hopefully reaching American dealers by mid-2008.

Initially, U.S. vehicles will be built based upon the KISS principle: Keep It Simple, Stupid. Both the Pickup and the SUV will be offered in base and deluxe trim levels, with either rear- of 4-wheel drive (including a shift-on-the-fly transfer case) a choice of a 5-speed manual or 4-speed automatic (SUVs are automatic only), a choice of seven exterior colors and no options. This will simplify the product pipeline between China and the U.S. and assist in maximizing quality.

Shipments to the U.S. are planned by mid-2008, which would probably make Chamco the first importer of homologated Chinese cars in the U.S. Prices? Chamco is targeting a base 2WD truck at an MSRP of $13,250 and a deluxe version of the 4WD SUV at $18,000 and change. The basic warranty will be 3 years/36,000 miles plus a powertrain warranty of 50,000 miles. And full roadside assistance will be standard.

Chamco dealers are guaranteed by ZXAUTO China, for five years, at least a 20 percent pricing advantage versus any comparably equipped competitor, including other Chinese-manufactured vehicles. That’s a pretty powerful marketing statement.

About a year after the SUVs and pickups are introduced, Chamco will follow with entry-level sedans and crossovers, also from ZXAUTO. In addition, Chamco is talking to several other Chinese manufacturers with the goal of rounding out their vehicle lineup with a sports car, minivan and a hybrid. Currently, Chamco has a 4-cyliinder diesel-electric hybrid, capable of returning 80 mpg under development at its R&D center. This powertrain is projected for Chamco’s 2009 vehicles.

Chamco is planning on appointing a maximum of 150 dealers for the first two years of operation, after which the number of dealer points will grow to 400 nationwide. The first 150 dealers, along with Chamco’s Chinese manufacturers, outsourcing providers and its executive team, will be joint venture partners with Chamco. And, according to Chamco Chairman and CEO, William Pollack, all of Chamco’s top executives have agreed to salaries that are about 85-percent lower than industry averages in order to keep the company’s burn-rate to a minimum. In return, these executives have been given equity ownership and bonuses predicated on stock appreciation. So not only do they have “skin in the game” but also they are “sharing the pain” of making a startup company a success.

The SUV and pickup are already on sale in China and more than 50 other countries around the world, and according to Chamco executives, that have an established track record for reliability and high customer satisfaction. I can’t prove either of these claims, but I can tell you that Chamco isn’t attempting to reinvent the wheel with these vehicles, which I consider a smart move.

Both vehicles are body-on-frame designs loosely based on older Toyota models. So the basic underpinnings have been around for a while and proven. The same is true of the mechanicals: The 5-speed manual is a Getrag design manufactured in China, the 4-speed automatic is a Ford transmission, the transfer case is a Borg Warner design from China.

The current engine is a ubiquitous Mitsubishi 2.4-liter 4-cylinder, which will not be in the vehicles certified for the U.S. Chamco realizes the 2.4-liter is underpowered for U.S. drivers and driving conditions and has a larger 4-cylinder (another well proven design) under emissions development. Chamco is seeking a combine EPA fuel economy figure of 22.4 mpg to avoid the 2009 gas-guzzler tax.

Chamco is projecting sales of 75,000 vehicles the first year, 200,000 in the second and 400,000 by the fourth year.

I was told, not by Chamco but by a couple of disinterested parties, that more than 700 dealers met with Chamco executives during the recent NADA convention. How many of them actually sign up is a totally different story. But it does indicate a strong interest by American dealers in Chinese cars and the Chamco proposition.

However, lest I be accused of allowing the glare from a set oncoming high beams to blind my journalist objectivity, permit me to direct your attention to some of the potential berms and potholes littering the road to a successful 2008 Chamco rollout.

Will Chamco sign up 150 dealers willing to ante up $300,000 to buy into the deal as quickly as Chamco hopes? In some ways it’s not unlike Malcolm Bricklin’s now dead deal with Chery in which the dealers were asked to put $2 million into escrow to secure a territory and to partner with both Bricklin’s Visionary Vehicles and the Chery manufacturing facility.

When I drove the Chamco SUV and pickup in the Las Vegas Country Club parking lot, I found both to be solid feeling. Admittedly, this was low-speed driving in a lot devoid of the berms and potholes I mentioned previously. But later, following dinner, when William Pollack was asked a question about vehicle certification, he candidly admitted that they were too solid. During initial front impact barrier testing in China, Chamco engineers determined that the front end is not as occupant friendly as it needs to be, and additional front crumple zones will need to be added to reduce deceleration forces transmitted to the occupants.

All of this speaks to the fact that one of the shortest, bluntest arrows in the ever-expanding quiver of Chinese automotive knowledge and experience is the issue of homologation. Meeting U.S. safety and emission standards ain’t easy. And failing even one of a myriad of these regulations could delay certification and entry into the U.S. Every Chinese auto company has acknowledged this technical weakness and looked elsewhere (mostly to third-world countries) for its initial exports.

But I would be remiss if I didn’t report that Pollack expects both vehicles to shed around 300 pounds via advanced manufacturing techniques such as laser welding, which allows materials of varying thickness to be bonded together, optimizing distribution of impact forces while maximizing weight efficiency.

ZXAUTO would seem to have the production capacity to meet Chamco’s SUV and pickup needs. But during 2006 ZX auto sold fewer than 35,000 vehicles, which places them way down the totem pole of Chinese auto producers. Can ZXAUTO survive? Will the Chinese government allow them to survive? Will they be forced to merge with another auto company?

And while the prices Chamco is quoting for their midsize SUV and pickup are attractive, they are entering hyper competitive segments at a time when the market has already shifted away from these products.

Will Americans buy these vehicles, even at their much lower prices? In America, safety sells. Chamco is working on stability control systems, advanced airbags, side curtain airbags, etc. But I wouldn’t expect these features on the first models.

Chamco executives are committed to quality. And the Mexico experiences will help enormously. But can their Chinese suppliers provide the quality components required? That’s a TBD in my book.

Bottom line? Chinese cars are coming. Chamco is pursuing a logical course with vehicles that use proven technology and body-on-frame construction that should be rugged. They’ve got their stake in the ground and they are moving forward aggressively. Can they get here by the middle of 2008? I’d be hedging my bets.

But I guarantee this. There will be hell to pay if the quality isn’t top notch. I don’t believe any Chinese company doing business in the U.S. is going to get a second chance to get the quality right.

Mazda's Zoom-Zoom

2007-02-17T12:30:00.000-05:00

Nobody asked me, but . . .

I can count on the index finger of either hand the number of auto execs I know who carry a commercial driver’s license in their wallet. Robert Davis, Senior VP of Product Development & Quality for Mazda is the one. It has nothing to do with a Walter Mitty desire to become a weekend, long-haul, 18-wheel truck driver when he retires from Mazda. But it does have everything to do with one of the major reasons Mazda vehicles introduced these past dozen years or so not only talk the talk, but also walk the walk, or in this instance: drive the drive.

I’m alluding to zoom-zoom, of course, Mazda corporate speak for the company’s passion for creating cars with sharp dynamic focus. You can pay much more for an Ultimate Driving Machine, but these days I defy you to name another auto company building more affordable fun-to-drive vehicles than Mazda.

I have a pretty long history with Mazda in America, going back to the original Mazda Cosmo Sport, that diminutive sports car Toyo Kogyo introduced in the late Sixties that also happens to be powered by Mazda’s very first production rotary engine. The car was never officially exported to America. But this was at the beginnings of the “smog era” in America and the rotary engine, while viewed as a technical curiosity by most, was being evaluated by the Big Three to determine if it had any exhaust emissions advantages versus its conventional piston-engine competition.

I was a Chrysler engineer at the time working in the emissions lab. And one of my jobs every morning was to check the nocturnal emissions of vehicles that had been soaking in hot sheds over night. These evaporative emission sheds were constructed of two-by-fours encased in leak-proof plastic sheeting. I was one of only a few engineers small enough to fit behind the wheel of the right-hand-drive Cosmo.

I didn’t realize it at the time, but those Cosmo “drives” in Chrysler’s Highland Park road test garage were the beginnings of a three-decades-plus connection with the people and cars of TK that includes participating in the launch of the first RX-7 in Hiroshima, racing an RX-3 at Portland International Raceway, co-authoring three books on Mazda with Jack Yamaguchi and sharing baseball war stories and swapping caps with Kenichi Yamamoto, who shares the title “Father of the Rotary,” along with its inventor Felix Wankel, for his willingness to sacrifice everything by refusing to abandon what most others viewed as a hopeless task: creating a production engine from an incredibly crude Wankel prototype. (That’s a very long one-sentence paragraph, but take a deep breath and deal with it!)

In April of 1963 Yamamoto created what he called his “47 rotary warriors,” a handpicked group of TK’s best engineers chosen to work on the rotary engine. Joining this team a few months later was a recent university graduate, Takaharu Kobayakawa, affectionately known as Koby by his American friends.

I first met Koby on a trip to Hiroshima with Road & Track for a sneak preview of the second-generation RX-7. At the time Koby was assigned to public relations, broadening his automotive experiences by working with American journalists and learning first-hand what American enthusiasts wanted in a sports car. Neither of us knew that the other was an engineer. That happened later when Koby “reinvented” himself as the chief engineer for the third-gen RX-7 and I was one of three American journalists invited to Hiroshima to provide feedback on a very early development mule.

Mating that first rotary to the Cosmo Sport proved to be a perfect marriage, but Yamamoto realized that to a skeptical public weaned on piston-engine automobiles the rotary was little more than a curiosity. Yamamoto decided that the best way to overcome this skepticism of this new technology was to go racing, and the perfect venue became the Marathon de la Route, an endurance race that started and finished in Liege, Belgium, driving through mountain roads to the famed Nürburgring, where the cars would race for 84 hours straight. A Cosmo sport finished fourth behind two 911s and a Lancia Fulvia, an amazing result for the unproven rotary and Cosmo.

Twenty-three years later, in 1991, a 4-rotor Mazda 787B became the only rotary-powered car to win the most prestigious of all endurance races, the 24 Hours of Le Mans. Overseeing this victory was Koby, the 48th rotary warrior.

Which in a roundabout (also known as a rotary) fashion gets me back to Robert Davis and his need for an 18-wheeler driver’s license. Robert is a weekend warrior, owner of a racing team that campaigns five RX-8s and three Spec Miatas. He’s been racing Mazdas for 11 years and typically runs 8-12 races a year. He’s attended the SCCA Runoffs seven times with a best qualifying of 3rd and a best finish of 7th. He didn’t race last year. Instead Davis managed the team and they went on to finish 1st, 2nd, 4th and 9th. He’ll be back behind the wheel of an RX-8 in Touring 3 this year. And sometimes he assumes truck driving as well as race driving duties. Ergo, the commercial driver’s license.

Davis’s passion for racing directly influences the cars he helps plan and develop at Mazda. Want to know why a Mazda communicates so well with the driver, has such instinctive steering and road feel, has unbreakable brakes and is fitted with supportive seats and great ergonomics? Thank Robert Davis and his band of merry engineers who understand what fun-to-drive is all about.

An Aye for the i

2007-02-15T19:55:00.000-05:00

Nobody asked me but . . .

When you’re driving one of only two examples of a car currently in America, you’re bound to draw some attention. When you’re controlling it from the side of the car that is opposite to the norm in America, that’s another attention grabber. But when that car also is so small that it looks like it was dropped off directly from Lilliput, be prepared for being stared at—a lot—and answering questions, lots of questions.

Say hello to the Mitsubishi i, a car so cute and huggable both Barbie and her Bratz counterparts wish they owned two of them. Heck, Mattel probably wishes it owned the manufacturing rights. They could crank them out on the same production line that spits out Barbie and Ken dolls.

What exactly is a Mitsu i? Think tall, narrow and short. A car without hang-ups or overhangs. A 649 cc, 3-cylinder engine with a turbo. Tires so narrow, they would embarrass most current motorcycles. A parking requirement about half the length of a Maybach, but room to comfortably seat four adults.

There’s a chart here to allow you to directly compare the i to the Mini Cooper, the Maybach 62 and the Toyota Corolla, but here are a few salient numbers. The i is almost a foot shorter than the Mini and the Maybach has a wheelbase that is nearly a foot-and-a-half longer than the i. The i is 8 inches narrower than the Mini or Corolla but the Maybach is a whopping 20 inches wider. And the Maybach’s engine is dressed to the nines: It’s got about nine times as much displacement, horsepower and torque as the Mitsubishi’s diminutive 3-cylinder engine.

Mitsubishi is quick to tell you that it doesn’t plan to sell the i in the U.S. But they are evaluating it here to measure consumer reaction to its size, shape and styling, among other factors. One of those “other” factors is the strong possibility of the next generation Mitsu i being a battery-powered electric car.

Mitsubishi introduced the third generation of its battery-powered electric car about a month ago at an international alternative vehicle symposium in Yokohama, Japan. That car is based on the i. Mitsubishi says the electric car has a top speed of 80 mph and can travel 80-100 miles on a single charge. Data collected during daily real-world use in Japan will be used to assess the commercial prospects of battery-powered electric cars, Mitsubishi says.

The i’s platform features a rear-midship layout that mounts the engine forward of the rear axle line, which is ideal for conversion to electric motor and batteries. The rear-midship layout also provides an effective front crumple zone, realizing a happy marriage between roomier interior space and improved impact safety. And with the wheels pushed out to the very corners of the car, the i has an extremely long wheelbase vs. its overall length. Its wheelbase is only two inches less than the Corolla’s, but the Toyota is nearly four feet longer overall! This results in agile handling and a surprisingly comfortable ride.

Driven sans passengers, the i delivers sprightly performance and a sporty exhaust note reminiscent of the Maserati Merak. Four adults fit comfortably within the i’s seemingly short and narrow confines, but each additional occupant places a heavy demand on the i’s rather miniscule 63 horsepower. So with four aboard plan your freeway passing maneuvers well in advance.

But keep the pedal to the metal and the i’s mettle shows: It will run all day long at 80+ mph and still sip fuel at a pass-the-pumps 45 mpg.

Driving the fun, funky Mitsu i is a smile-a-minute experience. It’s urban and urbane. A jellybean on wheels. I can’t wait for the battery-powered i. It should be an electrifying experience.

Mea Culpa

2007-02-09T19:15:00.000-05:00

Nobody asked me but . . .

A couple of days ago I railed about Ford renaming the Five Hundred, the Taurus. And I was wrong when I said Ford would probably rename the Montego, the Merkur. Instead, Ford has decided to call it the Saybull.

Say It Ain’t So, Joe!

2007-02-06T20:24:00.000-05:00

Nobody asked me, but . . .

The press release I received today (see below) regarding Ford and the Taurus name really has my blood boiling. Why in God’s name—or anybody’s name for that matter—would Ford place such an honored and respected name on such an average car? Does Ford really think renaming the car is going to change consumers’ opinions?

I’ve been watching with positive vibes, the changes that Alan Mulally has been making at Ford, but this is certainly not one of his better ideas. Why not hold off making the change until a much improved Five Hund . . . oops . . . T****s worthy of the name is introduced? Until this happens, I'll consider the car a Fraud Taurus.

Let me guess. The Mercury Montego version is going to be rebadged as the Merkur!

NEW YORK (Reuters) -- Ford Motor Co. is planning to announce that its Five Hundred sedan will be renamed the Taurus, Dow Jones Newswires reported.

The news wire said Ford executives would announce the plan on Wednesday, Feb. 7, at the Chicago auto show.

No Ford spokesman was immediately available to comment.

The Taurus nameplate is a Ford icon. It first appeared in December 1985 as a 1986 model and fueled a sales revival at the automaker. The Taurus reigned as the top-selling car in the United States from 1992 through 1996, but gave up that title to the Toyota Camry. Sales continued to fall in following years. In 2006, Ford built the Taurus solely for use in fleets. Production was ended in October.

2006 Dean Bachelor Award

2006-12-09T18:38:00.000-05:00

To most Americans the letters MPG stand for miles per gallon. But for around 750 journalists, photographers and public relations professionals, MPG also is the initials of the Motor Press Guild, a Los Angeles/Orange County-based organization dedicated to the highest ideals of automotive journalism and promoting education and information exchange within the motoring press.

One of the major events on the MPG calendar every year is the Dean Batchelor Award Dinner. Dean’s passion for automobiles spanned many disciplines, from aircraft builder and B-17 flyer to automotive journalist. He was the consummate historian and researcher, editor, author, racer, designer and hot rodder. No matter what he was involved with at the time, Dean did it with style and with the highest ethical and professional standards.

Following his death in 1994, and to honor his memory and contributions to the automobile industry, the Motor Press Guild instituted the Dean Batchelor Award in order to recognize the best. The Award singles out persons demonstrating outstanding achievement in automotive journalism and communications.

This year the award was expanded to include category winners for best Articles, Books, Photography and Audio/Visual. Entries were judged against others in their respective category with one winner named for each category. Then the Dean Batchelor Award was selected from among the four category winners.

This year's winners of the MPG Best of the Year awards are:

Article Category: Pete Lyons, "Heroes Are Human, Too," an article in Vintage Racecar magazine on former Formula 1 Champion and Indy 500 winner Graham Hill.

Book Category: Mark Christensen, "So-Cal Speed Shop," a history of the Southern California hot rod movement as told from the viewpoint of Alex Xydias who started the So-Cal Speed Shop to supply the parts and knowledge needed by hot rodders first in Los Angeles and then across the Nation.

Photography Category: Stan Papior for the photos that illustrated the Insideline.com story, "The World's Greatest Driving Road."

Audio/Visual Category: Chris Szwedo, "A Gullwing at Twilight, the Bonneville Ride of John Fitch," a documentary on the attempt of racing great, John Fitch, to set a new land speed record in a 300SL Mercedes at the age of 88.

2006 Dean Batchelor Award: Among the four top finalists, the 2006 Dean Batchelor Award was presented to Mark Christensen for his book "So-Cal Speed Shop."

WheelsTV had entries in the Audio/Visual category, but we didn’t take a podium spot this year. You can be darn sure that we’ll be doubling our efforts next year.

About the photos:

2006 Dean Batchelor Award winner Mark Christensen and Alex Xydias, left to right.

The Dean Batchelor Award was designed by Gene Garfinkle and John Pyle with sponsorship by Ford Motor Company. The resin-cast Dean Batchelor Award symbolizes the “So-Cal Streamliner” race car that Batchelor designed and helped build in 1949.

Hermancing the Hybrid

2006-12-01T19:50:00.000-05:00

Nobody asked me but . . .

This is a sad day in our small auto community. Dave Hermance is gone. He lost his life while playing in his aerobatic flyer, which is probably the only thing in his life, except for his family and friends that he loved more than hybrid powertrains.

Dave was Mr. Hybrid at Toyota. He didn’t invent the hybrid, but he did more than any other individual to popularize the concept. And he had more to do with the Prius’s success in the U.S. than any other Toyota employee. Dave made hybrid synonymous with Toyota and vice versa.

An engineer with the rare ability to simplify the complicated. Dave was so good at explaining hybrid technology that he traveled the world to preach the Toyota hybrid doctrine. To other engineers, sure. But to politicians and to consumers, and, yes, even to the media. It was Dave who first explained that the CVT in the Prius Hybrid wasn’t a bunch of belts, bands, pulleys and rollers but rather a much more sophisticated, but simpler, electronic transmission.

Dave was also an outspoken critic of the EPA's methods and would express his displeasure in presentations and discussions with journalists. I think what he really wanted to see was for the EPA to base mileage estimates on actual fuel consumption, like some other countries.

My favorite Hermance story comes from an email I sent him when I was researching an article on alternative pwertrains for the year 2015 for the Auto Club of Southern California magazine, Westways. Being a left-handed typist I had transposed two letters in the word hybrid when I typed the subject line of the email I was sending to Dave. It read: Hybird Questions. Not more than five minutes later I had a response from Dave. It read: “Your last email was a sight for soar eyes.”

Dave Hermance was one of a kind. He will be sorely and soarly missed.

The Tech Wheels Keep A Turnin’

2006-11-24T22:02:00.000-05:00

Nobody asked me but . . .

In the future, tires and wheels will become smarter and safer. An example is Pirelli’s Safety Wheel System, which the company previewed last year on an SUV rim. The prototype wheel contains a hollow chamber filled with air. If the tire is punctured, a warning light on the dash comes on and a valve in the wheel allows air to pass from the chamber to the tire, maintaining tire pressure until you can safely pull over. This same system compensates for any natural loss of air from the tire, maintaining optimum pressures for nine to 12 months.

Then there’s Michelin’s revolutionary airless, integrated tire/wheel called the Tweel, a deceptively simple-looking hub-and-spoke design that completely eliminates an air-filled tire from the mix. Flexible spokes fused to a flexible wheel deform to absorb shock and rebound with remarkable ease, say Michelin engineers. Even without a cushion of air, the Tweel still delivers the weight-carrying capacity and ride comfort of a conventional wheel-tire combination. But don’t look for production versions for at least five years.

Available now to eliminate the leading cause of excessive tire wear and catastrophic failure—low tire pressure—is Pirelli’s X-Pressure system. A tiny sophisticated sensing system replaces the conventional valve stem cap. If the pressure in the tire drops by about 10 percent, the color of the top of the “Smart” cap changes from white to red. A set of four costs about $50. Future X-Pressure versions will be linked to your cell phone or your vehicle’s onboard information screen.

Farther down the road is Pirelli’s Cyber Tire, a tire with a memory. It communicates real-time information to the driver via the car’s onboard information system, including tire operating pressures and temperatures, dimensions of the footprint area, road-surface typology, and the vertical load exerted on the tire. As yet, the Cyber Tire doesn’t talk—but that could be next.

I’m Not Celling, but My Driving’s Smellin’

2006-11-24T21:03:00.000-05:00

Nobody asked me but . . .

Further evidence that cell phones and driving don’t mix comes from a recent University of Michigan study. But if you are among the few who don’t “imbibe” in celling on the road, don’t congratulate yourself just yet. Because the UM Transportation Research Institute study found that talking with passengers, eating, drinking and grooming may be just as dangerous for drivers as placing a call.

Drivers who engage in any of the aforementioned activities showed similar decreased levels of driving performance as those using cell phones. All non-driving activities such as eating and talking were associated with more erratic steering behavior. Speed fluctuation, checking side mirrors and other measures of driving performance showed mixed results.

“The results of our study show that many of the other behaviors that drivers engage in . . . are potentially just as detrimental to driving performance,” said James Sayer, an assistant research scientist at UMTRI.

WASH AND WAX, SIR?

2006-11-19T22:19:00.000-05:00

Nobody asked me but . . .
In my endeavors to keep up with the latest and greatest in automotive news around the globe, I surf a lot of international websites. Recently, I came across this item on a UK site. It is certainly reassuring to know that “free” enterprise is alive and well across the Pond. And after reading this item, you might want to contact Paul Dalton regarding a franchise for America.

Bugatti Veyron: keep it clean
Paul Dalton, the UK’s leading car detailer, has just launched the world’s most expensive ‘wash and wax’ for owners of super-premium cars including the new £840,000 ( that’s $1,500,000) Bugatti Veyron supercar

About the detail
• The Miracle Pinnacle Detail takes 64 hours to complete, over a period of 1-2 weeks
• It consists of 61 separate stages (excluding the preliminary paint measurement process), inside and outside the car
• At least four layers of Zymol Royale wax are applied, at 24 hour intervals; Zymol Royale is the world’s most expensive wax (£5,800 [$10,355] RRP) and was named after the famous Bugatti Royale
• Paul measures the paint before polishing to prevent too much paint being removed in the process
• No bucket and sponge is used; they are replaced by a warm water pressure washer and 100 per cent cotton towels
• The shine and protection of a Pinnacle Detail should last up to 6 months
• Paul has a fully equipped vehicle in the UK, but will travel anywhere; The Pinnacle Detail is available worldwide
• At £4,800 ($8,600), the 61 stage car detail costs just over £100 ($180) more than the UK’s cheapest hatchback, the Perodua Kelisa 1.0EX
About Paul Dalton
Paul worked at a Ford dealership before discovering a passion for detailing cars. He now has an extensive client list and has detailed hundreds of supercars and luxury cars.
“When the Bugatti Veyron was launched, I decided to create the ultimate detail to do it justice,” explains Paul. “Even a normal valet could devalue it, let alone the use of a bucket and sponge. Hence the Pinnacle Detail, the ultimate detail for the ultimate car.”

2006 Porsche Cayman S

2006-11-19T21:42:00.000-05:00

Nobody asked me but . . .

Porsche. There is no other car like it, and if you want one, you pay the price. These words kept reverberating through my brain as I hurtled up the FRD Drive on a road surface that is best described as Baja with pavement, dodging other cars, trucks, numerous errant-driven cabs and potholes. The former much more successfully than the last, which are mine-field like in their number, variety and severity. I was behind the wheel of a Porsche Cayman. Think Boxster with a roof or mid-engine 911, and two, yes two, useable trunks. But only two seats versus the 911’s two-plus-two-cats.

I really disliked the early Boxster from which the Cayman sprang. Designed at a time when Porsche came within a phenig of going bankrupt, the car reeked of a diet of bread and water (brot und wasser?), not the expected sauerbraten mit spatzen. In other words, someone had not used his noodle. Cheap, tinny, devoid of quality, the Boxster was the bare-bones “essence” of Porsche. Today things are back to normal at Porsche. And this model and a recent “win” in the industry-respected J.D. Power Initial Quality awards, prove Porsche has come full circle.

I’m in an S model, meaning it’s got a hotter engine and an MSRP of $58,900 plus $795 delivery charges. But wait. The bottom line on my car is $70,895, a result of numerous “must have” Porsche options. So it ain’t cheap. (And I direct your attention once again to the second sentence in this test.

Among those numerous options is a high-tech suspension that is as adjustable as a contortionist in a carny freak show. But it plays like a Stradivarius in its precision and tuning. I’m using the normal setting here on my way up north to the GW Bridge and New Jersey (Gees, I’m starten to sound lika NewYawker). The Cayman’s response to my every steering and braking request is laser-like. And it’s accompanied by instinctive seat-of-the-pants road feel that morfs the driver and car “as one.”

“I am Porsche. See me corner!”

Diving into and through this mid-Manhattan mayhem is also a great test of the Cayman’s ride. You can’t possibly miss all the potholes. I have worried that the Cayman might disappear into one of them. Yet despite what is a firmly damped suspension and what would seem to be minimal ground clearance and suspension travel, the Cayman survived unscathed. Some Teutonic tuning wizardry is obviously at work here.

The S’s 295 horsepower, flat 6-cylinder, which is derived from the 911’s similar engine, makes all the right sounds. Bellowing with authority when the pedal is to the metal and emitting that characteristic mellow but guttural melody that is the sheet music Porsches have played to since the first 911 was introduced in 1961. Flexible to the extreme, this 3.4-liter “boxer” engine can be lugged down to 2500 rpm in 6th gear and still pull strongly.

Performance? A 0-60 mph time of 5.4? seconds is flat-out moving. And it’s hard to knock the fuel economy: An estimated 20 mpg city and 28 highway.

The Cayman is endowed with the expected Porsche excellence in ergonomics, in-bred from years of competition. Seats are firm and supportive and the steering wheel adjusts for reach as well as rake. But the biggest news here for those who accepted a cheap plastic interior to get the early Boxster’s uniquely Porsche driving experience, is that the Cayman isn’t sack cloth and ashes. There’s a look, feel and sense of quality to every surface you can see or touch. Soft materials, excellent fit and finish. The sort of quality touches that mark the Cayman as truly the Porsche of mid-engine Porsches.

Bottom line? Read my second sentence for a third time.

2007 Honda Fit Sport

2006-10-29T16:06:00.000-05:00

Nobody asked me but . . .

Coping with expensive gasoline got you down?

Think Fit. Honda Fit.

It comes in two models, base at $13,850 and Sport at $15,170 (plus $550 destination). Sport models are equipped with aero bodywork, fog lights, larger tires, alloy rims and interior upgrades, including a high-performance audio system and leather-wrapped shift knob and steering wheel.

The Fit is a small car—not quite 2-feet shorter than a Honda Civic—but as a result of it’s greater height and clever packaging, inside it’s virtually a match for the Civic. In fact, the Fit has more front and rear head room and only 1-inch less rear leg room than a Civic sedan.

For $15,000 and change you don’t get a lot of soft-feeling plastics inside a Fit, but every surface speaks quality. There are no rough edges or uneven gaps. Fit and finish are exemplary.

The cloth-covered seats are comfortable and supportive. The wheel adjusts for rake. A variety of storage cubbies and cupholders, along with 60/40 split, folding rear seats that create a completely flat load floor, enhance utility.

With only 109 ponies available from its 1.5-liter 4-cylinder, the Fit expects the driver to understand the terms wide-open throttle and high revs. Both are required if you want to extract performance that will keep you up with the Joneses and their typical V6 and V8 machines. Luckily this is a Honda, from a company that made its reputation on the excellence of its small-displacement engines and smooth-shifting manual gearboxes.

Even driven hard you should be able to match the EPA’s 33 mpg city and 38 mpg highway estimates.

My jaunty Milano red Fit Sport was fun to fling around corners. I don’t know about you, but I found it refreshing not having traction control or stability control intruding on my play time. These devices aren’t even offered as options. But don’t get the idea Honda has skimped on safety. The Fit is equipped with a full complement of front, seat, and head curtain airbags.

I found the electric power assisted steering numb on center when driving down the highway—I’d prefer more input from the road. But, otherwise, no complaints. Especially around corners where the steering is quick and responsive.

The Fit has a small car ride, meaning you will feel the road. But except for sharp bumps, where the car feels like it suffers from too-stiff springs, the ride is not unpleasant. Just don’t expect Acura-like smoothness.

If you’re the practical mature adult who opts for a Fit, be aware of one thing. If there are youthful drivers in the family, hide the keys. I guarantee they will discover the car is a perfect Fit for performance tuning.

Mercedes Love Fest Update

2006-10-10T15:48:00.000-04:00

Nobody asked me but . . .

Back on September 7th I wrote about Mercedes-Benz and Match.com pairing up in a unique “Wheels of Attraction” event which offered 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.

Now the two companies have followed up with a Roper poll on car coupling.

• 36% of Americans say they love their car. Those most likely to feel this way are:
o Convertible owners (54%); 42% are women; 46% are luxury car owners; 44% live in the Western U.S.
• 23% feel strongly enough to view their car as a member of the family
• 26% of Americans talk to their car
• 23% consider their car a best friend
• 12% of Americans feel their car understands them better than their significant other
• 85% report having had a romantic moment in their car with someone
• 13% of Americans had their first kiss in a car
• 46% of Americans believe their car matches their personality
• 26% plan to keep their cars for “years and years”
• 8% have received a vehicle as a graduation gift, and six percent have been given a car for their birthday
• 14% of Americans say their car played a key role in their wedding day
• When asked to recount a favorite memory involving their car, Americans reported they were most likely to be with friends during the summer on a road trip
• Men reported all-time favorite car-related memories to be with friends (65%) or with a date (40%), while parked (53%) and during high school (34%)
• Women reported all-time favorite car-related memories to be with friend (52%), while on a road trip (41%) and during college (14%)
• Regionally, Midwesterners were most likely on a date during their favorite car memories, while people in the South and West were more likely to be with their family

The LoveMercedes Tour national survey of 1,016 American adults (18 years and older) was conducted by Roper. For those stats fanatics in the audience the findings are projectable to the general population within +/- 3 percentage points at the 95% confidence level.

You Scratch Maybach and I'll Scratch Yours

2006-09-19T22:24:00.000-04:00

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

2006-09-19T15:19:00.000-04:00

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

2006-09-07T20:27:00.000-04:00

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?

2006-09-07T19:53:00.000-04:00

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?

2006-09-06T13:48:00.000-04:00

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

2006-09-04T18:51:00.000-04:00

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

2006-09-04T18:47:00.000-04:00

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.

An Open Letter to Jim Wangers

2006-08-10T20:51:00.001-04:00

Nobody asked me but . . .

Jim Wangers
389 Wide Track Blvd
Pontiac, Michigan 14032

Dear Jim,

I’m sure you’re enjoying your retirement. But GM needs you . . . again.

Here’s a news alert hot off the Automotive News website regarding Chevrolet:

"General Motors will put the Chevrolet Camaro sports car into production in late 2008, and put it on sale in early 2009, CEO Rick Wagoner said today.

The Camaro will closely resemble the concept car unveiled in January at the Detroit auto show, Wagoner said.

The new Camaro will be a rear-wheel-drive car with ??independent rear suspension.?? The car's styling work is being done in the United States, while the rear-drive platform is being engineered in Australia, Wagoner said. Buyers will have a choice of V-6 and V-8 engines, and manual and automatic transmissions."

Blame me for the double question marks around independent rear suspension.

I’d bet that Pontiac didn’t talk to you before they introduced the latest Pontiac GTO. You know. The one from Australia with the bland styling and the fuzzy image. The one that is quietly disappearing off the Pontiac order sheets because of total disinterest by the buying public. Is there anyone at Pontiac who even knows what GTO stands for?

I know you weren’t a Chevy guy. But you are a Car Guy and Chevy is in need of your assistance. Desperately. They are about to do a “Pontiac.”

Help Chevy to remember that three of the reasons customers love muscle cars is because they “Go fast, waste gas and kick ass.

Okay, these days you would be persona non gratia at any auto company if you even hinted that wasting gas was a good thing. And I agree totally. But, hey. Two outta three ain’t half bad these days. In fact, my K&E would have that “half bad” slide-ruled out to 66.666666666%. Which, I think you’ll agree, is better than 50%.

Oh, I almost forgot to mention one of the other reeeeealy important reasons for the muscle cars’ success: Bang for the Buck! Ford got it right with the new Mustang—300 ponies for under $25 grand when it was introduced in 2005.

Chevy’s thinking is already on the wrong side of the road when they start mentioning features such as independent rear suspension for the Camaro. What’s next? A nav system, stability control, wood trim, an electronic parking aid?

The working acronym should be KISS not MI$$!

The only GM sporty car that needs IRS is called the Corvette. If GM wants to copy a failed model, they need look no farther than Oh Dearborn and the last Mustang Cobra.

The only hue and cry for independent rear suspension on a Camaro will come from those who have never driven a real Camaro, never heard of Mark Donohue and only read (and believe) what all their other friends read (and believe) about IRS being God's gift to handling.

Lord knows you can’t make anything with carburetors and solid axles go fast or handle these days. Just ask Dale Earnhardt Jr.

There, I got that off my chest and I feel better.

Thanks for your help, Jim.

Sincerely,
The Carmudgeon

PS I have a free 2008 495 bhp Pontiac GTO and a Bridge in Brooklyn to the writer of the best response, for or against, Chevy’s Camaro design philosophy. Me? I’m hoping Rick Wagoner’s words are pure spec-ulation, because I’m not feelin’ e-lation.

See VT or CVT?

2006-08-09T19:11:00.000-04:00

Nobody asked me but . . .

See VT or CVT?

One is an advertising campaign for visiting Vermont. The other is a type of transmission.

Do you know the difference? Do you care?

Well you should.

If you are in the market for a new car these days, you could be purchasing a CVT, which stands for Continuously Variable Transmission. What exactly is a CVT and how does it work? Here is a basic primer courtesy of the folks at Edmunds.com.

Although there are different variations on the CVT theme, most passenger cars use a similar setup. Essentially, a CVT transmission operates by varying the working diameters of the two main pulleys in the transmission.  The pulleys have V-shaped grooves in which the connecting belt rides. One side of the pulley is fixed; the other side is moveable, actuated by a hydraulic cylinder. When actuated, the cylinder can increase or reduce the amount of space between the two sides of the pulley. This allows the belt to ride lower or higher along the walls of the pulley, depending on driving conditions, thereby changing the gear ratio. If you think about it, the action is similar to the way a mountain bike shifts gears, by "derailing" the chain from one sprocket to the next — except that, in the case of a CVT, this action is infinitely variable, with no "steps" between.   
There is one other type of CVT which the Edmunds folks don’t mention. That would be the electronic CVT, which is used on virtually all full hybrids, such as those from Toyota/Lexus and Ford. They are even simpler and more elegant designs than the mechanical CVTs used in most other automotive applications.

The "stepless" nature of its design is a CVT's biggest draw for automotive engineers. Because of this, a CVT can work to keep the engine in its optimum power range, thereby increasing efficiency and gas mileage, especially in city driving. A CVT can convert every point on the engine's operating curve to a corresponding point on its own operating curve.
CVTs have been around for a long time . . . they date back to the 1880s. But I first heard about them in the 1960s when Daf, a Dutch automaker, introduced the transmission on some of its small, low-powered models. And I do mean low-powered. Because of limitations in the area of the materials used for the rubber belts, the engines used with these early CVTs were limited to around 1.2 liters or less.
The diminutive Subaru Justy, which was sold in the U.S. from 1989 through 1993 was offered with a CVT. There wasn’t much Justy-fication for a CVT in that tiny Subaru, but today, you’ll find CVTs handling more than 250 bhp and more than 250 lb-ft of torque hooked up to various Nissan and Audi models.
In fact, current conventional CVTers include the Ford Five Hundred and Freestyle, Mercury Montego, Audi A4 and A6, Nissan Murano, Maxima and the upcoming Versa and the Dodge Caliber.
And I’ll leave you with these questions. CVT or no CVT? Would you buy one? If you own one, do you like it? If not, why not?

My inquisitive mind would like to know.

2006 Honda S2000

2006-08-09T16:12:00.000-04:00

Nobody asked me but . . .

About six months after the launch of the Honda S2000 back in 2000, I was chatting on the phone with Kim Baker. Yes, that Kim Baker of Bakeracing. Corvette constructor and racer extraordinaire. Kim mentioned he was importing, building and selling some Super 7 kit cars and that one of the engines he really liked was the 2.0-liter from the Honda S2000.

Kim lives in a rather unpopulated area of Massachusetts. Great if you love driving on two-lane twisties but not convenient for grocery getting. I mentioned having tested a S2000 recently and that the handling seemed like it wasn’t as well sorted out as I expected from Honda.

Kim laughed and replied, “Yeah, it’s a little loose on the rear end. I can buy a lot of those cars really cheap at auction. It’s always the back ends that are smashed up. Almost all of them are ‘totaled’ by the insurance companies. But the engines are practically brand new.”

Spool forward six years. The current S2000 hasn’t changed much in appearance, but in other ways it’s both bigger and smaller. Bigger in displacement: from an original 2.0 liters up to 2.15 liters. Honda calls it a 2.2 liter, but the displacement is really only 2157 cc.

Smaller in horsepower as in 237 bhp versus an original 240. But in this instance less is more because the loss of those three ponies results in peak power occurring at 7800 rpm instead of 8300 and a useful increase in torque from 153 lb-ft @ 7500 rpm up to 162 lb-ft at a lower 6800 rpm. Which, from the standpoint of all-around engine drivability makes for a less frenetic revving experience. The engine has a lot more usable torque at lower rpm, so you feel less like you are driving a car that has been tuned solely for the race track. The new less anti-social S2000 is much more streetable. And recognizing how many drivers lack even a modicum of social graces these days, that’s not such a bad thing.

But fear not. The S2000 still fills your ears with a cacophony of Formula-1 sounds when you rev it, even if the redline is a lower 8000. It’s also faster. And don’t forget the “turbo” kick you feel as the revs zip pass the 6000 rpm sound barrier, a result of the engine’s VTEC (Variable Valve-Timing and Lift Electronic Control) technology that switches the engine into hyper-drive to provide max power and efficiency at both low and high engine speeds.

A succinct description of the gear box would include: Formula-car-like in its precision, unbeatable synchros, short throws, perfect ratio splits, best in any road car. In other words, I like it a lot. And it’s mated to pedals that are perfectly positioned and weighted for precise heel-and-toe downshifts.

2004 was the year Honda added the longer-stroke motor and re-tuned the S2000’s suspension to tame that aforementioned oversteer. This year Honda incorporates electronic tuning into the suspension in the form of VSA (Vehicle Stability Assist). Working in concert with a drive-by-wire throttle, VSA continuously monitors yaw rate, steering input, throttle input, and braking pressure to determine if the car is following the driver's intended path, and can independently coordinate each of the disc brakes through the 4-channel anti-lock brake system, along with the throttle, to enhance vehicle stability.

The weather during the week I drove the S2000 alternated from wet to dry and, candidly, VSA makes the S2000 more stable and forgiving than ever in inclement weather conditions. But it also negatively impacts the car’s dry pavement “fun factor.” The good news is that the system can be disabled with the touch of a button when conditions warrant it.

The S2000’s brakes, steering and suspension are all designed to keep you in intimate contact with the road you are traversing. The brakes quickly and controllably suck off speed when required, allowing you to go deep into the pedal before ABS initiates. The steering is ideally weighted, linear and precise, providing direct communication with the pavement. Precise and predictable handling, wet and dry, are aided and abetted by the S2000’s Bridgestone Potenza RE050s, 215/45R17s up front and 245/40R17s at the rear.

The ride is sports car firm but the roadster’s structure is very rigid so shakes and rattles are held to a minimum. However, I did detect a tendency for the outside rear to kick back under power and with aggressive cornering on a rough surface. I’d guess a mild retuning of the rear shocks would resolve this issue.

I’m not large by American standards, standing only 5 feet 8 inches and weighing 145 pounds, so the S2000s smallish cockpit fits me perfectly. But I can appreciate that taller and heavier drivers might have a problem fitting comfortably. For me the seats were great. The steering wheel does not adjust but it was perfect except for the stitches that dig into my thumbs when I grip the wheel at the “proper” 9- and 3-o’clock positions.

Controls are logical and well placed. Instruments are all electronic with a Formula 1-inspired bar graph tachometer that sweeps through an arc of around 115 degrees and a digital speedo. Storage space is at a premium, both in the cockpit and the truck, so pack accordingly.

The power top works easily. I’m not convinced it needs power, but at a MSRP of a tad more than $34,000, about $10 grand more than a Miata MX-5 (Don’t call it a Miata anymore!), maybe Honda designers figured it was called for. In any case don’t bother with the tonneau cover Honda has provided for covering the top when it is stowed. It is frustratingly difficult to install properly and consumes virtually all of the boot space when the top is up.

These few annoyances aside, the S2000 is a sports car lover’s joy. It retains the purity of the sports car driving experience that we cherish in its predecessors from the Sixties and Seventies combined with amenities—proper heating and air conditioning, power windows, mirrors and door locks, airbags, power steering, and the like—that are de rigueur on any car these days, sports car or otherwise. So it’s modern but also memorable. In other words, a keeper.

Connecting DC Electrics (Not what you think,), little GEMs, Matra (The French Connection), Road & Track and Saddam Hussein . . . Just for the El of it

2006-08-01T21:17:00.000-04:00

Nobody asked me but . . .
Are you aware that a few years ago DaimlerChrysler bought an electric vehicle company called GEM (Global Electric Motorcars) because by selling a glorified golf cart DaimlerChrysler accrued emissions credits in California that allowed the company to continue to market conventional vehicles in the state?

Okay, I’m being a little cavalier here. (And don’t forget a Cavalier is a small Chevy, not a DC automobile. And a “little cavalier” would be a very small car indeed.)

And doesn’t DaimlerChrysler have the best abbreviation for the name of an automaker doing an electric car short of AC Delco?

Zero emissions GEM vehicles provide clean, quiet, efficient, affordable and (mildly) fun-to-drive transportation. I have driven various 2- and 4-seater GEMs around the beach city of Santa Monica, California. They are limited to a top speed of less than 25 mph so that certain safety features required of “real cars” don’t have to be installed. As an alternative to conventional vehicles, a GEM does have an impact on air quality.

Over 30,000 GEM vehicles have been produced and distributed across the United States and internationally, and they are in use in settings such as city centers, master planned and beach communities, rural areas, military bases, local, state and national parks, industrial developments, airports and college and university campuses.

In fact, if you are a car guy, you might be interested in this factoid: DaimlerChrysler is partnering with Matra Manufacturing and Services to market all-electric GEM vehicles in France. I’d assume it’s a division of the Matra car company, famous for its open-wheel race cars and 12-cylinder racing engines and a three-across (it’s French remember) Matra Bagheera sports car that I tested in France during the 1970s.

Here’s a short sound bite of Matra history from Wikipedia, the online free encyclopedia: Mécanique Avion TRAction or Matra was mainly a French aerospace concern which took over the Rene Bonnet racing car company in 1962. At the time Rene Bonnet was building a sports car called the Djet and Matra took this over. Sales were slow and in October 1964 it was decided by one of Matra's directors, Jean-Luc Lagardere, that the company should use motor sport to advertise its products. In October 1964 he established Matra Sports. Initially Matra used Cosworth and BRM engines but funding from Elf in 1967 enabled Matra to begin work on the construction of a 3-liter V12 engine for Formula 1.

My discussion now becomes even more convoluted and personal . . . but stay with me here, because you might find the following interesting, entertaining and mildly amusing.

In the early 1990s a French publisher, Hachette, known worldwide for a women’s magazine, Elle, purchased the U.S. magazine group then owned by Diamandis Communications, but earlier spun off from CBS Publications.

There is no truth to the rumor that executives of CBS Publications, based in New York City, thought that Elle was short for “elevated” a term associated with subways that ran on elevated tracks.

Remember the Third Avenue El? It was memorialized in a poem that I had to memorize during a sophomore college English course. The author, whose name I have forgotten (Surely someone out there in WheelsTV Land must remember!), waxed poetically about “a Nipponized piece of the old Third Avenue El,” a reference to the fact that the elevated line had been torn down and sold as scrap iron to the Japanese who turned around and fired it back at us during WW II. Isn’t it amazing (and amusing) what one remembers from college?

It turns out my unknown poet took some broad poetic license in his poem.

Thanks again to Wikipedia, I can now share with you the rest of the story. In the 1940s, as part of the integration of the different subway companies in New York City, the Third Avenue El and its counterparts on Second, Sixth, and Ninth Avenues came under criticism from New York mayor Fiorello LaGuardia and his successors. The Els were regarded as blights to their communities and obsolete, given that subways were being built, or were on the drawing board, to replace them.

The IND Sixth Avenue Line and the IND Eighth Avenue Line did render the Sixth and Ninth Avenue Els obsolete. Except for a small shuttle service for the Polo Grounds on the Ninth Avenue Line, the Sixth and Ninth Avenue Els were closed by 1940 and demolished by 1941. Whether any portions of these two lines made their way to Japan before war broke out in December 1941, I have not been able to determine. The Second Avenue El was also gradually demolished from 1940 to 1942, leaving only the Third Avenue El, which was closed in sections from 1950 to 1973.

If you are a film buff you might remember seeing the Third Avenue El's in the 1947 film The Lost Weekend, in which a desperate Ray Milland struggles down Third Avenue, looking for a pawnbroker to hock his typewriter, desperate for money for another drink.

In the 1992 remake of that movie, a buff Arnold Schwarzenegger hocks his desktop computer, desperate for money to join the local Jack LaLanne health club.

Okay. Where was I? Right. Matra, Elle and Lagardere. The flagship of the Diamandis magazines was Road & Track, a magazine I worked for at the time. Jean-Luc Lagardere of Matra was one of the key investors that funded the Hachette organization in America. (There is also the sneaking suspicion that Saddam Hussein also had money in Hachette, but that’s a story for another time.)

And don’t me started (plug for electric vehicles to come) on why this somewhat convoluted piece of automotive past-, present- and future-think doesn’t include something on Carmen Electra. If I cogitate for more than a nanosecond, it just might . . . just for the El of it!

Keep On Truckin'

2006-07-29T16:36:00.000-04:00

Nobody asked me but . . .

In just its third season of NASCAR racing in the Craftsman Truck Racing Series, with 14 of the 25 races having been run in the 2006 season, Toyota sits atop the manufacturer standings with seven wins to next-best Ford with four. And Toyota drivers Todd Bodine, David Reutimann and Johnny Benson are one, two, three in the driver points standings.

So, whatcha thunk?

Is it fair to have a “for-in” auto manufacturer, with headquarters in Japan, no less, racin’ for greenbacks and glory against our good ol’ boy dough-mess-tic auto companies outta Deetroit?

Next year Tie-oda is movin’ up the ladda to the Nextel Cup with a racin’ version of the Camry. This ain’t hearsay. But is it heresy? Is Bill France, Jr. and Company buckin’ tradition and sellin’ out to Japanese yen? Should the Nextel Cup exclude forriners. Or do most consider Tie-oda a dough-mess-tic company these days?

Heck, they got plenty of manufacturing plants in the U.S. of A., including an all-new truck plant in Texas. Does that count for anything? Or nuthin?

Are them racers from North Carolina, Alabama and other far flung places in the Southeast—and the rest of the country these days—sellin’ their souls to the Tie-oda devil? Or are they simply recognizin’ the times they be a changing?

I’d shore like to know whatcha thunkin.

Sin-seer-lee, Billy Bob Mudgeon

2006 Honda Ridgeline

2006-07-22T10:28:00.000-04:00

Nobody asked me but . . .

Honda is a late-comer to the pickup ranks and, Honda being Honda, it’s no surprise that the 2006 Ridgeline is as different in the truck segment as the Acura RL is in the luxury car market.

During the past 15 years light-duty pickups have evolved from work trucks into family lifestyle vehicles, used for everyday driving and recreational activities. And it is this buyer the Ridgeline hopes to appeal to with its emphasis on safety, comfort, handling and utility.

So let’s start by putting the Ridgeline into perspective. The midsize Dodge Dakota is about a foot longer in wheelbase and overall length. The new Toyota Tacoma, a “large” compact truck is about the same length overall. Inside, all three are close in head and shoulder room but the Ridgeline enjoys a considerable advantage in hip and shoulder room, resulting from a significantly wider track and 3–6 inches greater width.
Prices start at $27,700 (plus $515 destination charges) for the base but very well equipped RT model. Order “everything” and the $34,640 RTL comes equipped with leather seating, HomeLink, heated front seats, power moonroof, XM satellite radio and a navigation system.

A typical body-on-frame truck with a live rear axle suffers in the areas of structural rigidity and ride. With a unit body combined with an integral ladder frame and independent rear suspension, the only pickup on the market with IRS, the wide-track Ridgeline handles and rides more like an elevated, oversize Accord than a typical pickup truck.

The Ridgeline features a tailgate that can drop down conventionally or swing out from the side for better access to cargo or to what is probably the Ridgeline’s most innovative feature: a weather-tight storage compartment integrated into the floor of the bed that’s large enough to hold a 72-quart cooler or three golf bags.

Step up into the Ridgeline’s spacious interior and you’ll find Accord-like comfort, convenience and safety: Front, side and side head curtain airbags plus traction control and vehicle stability control are standard in all models. In addition, it’s the first four-door pickup to earn the government’s highest crash test safety rating, five stars for both frontal and side impact crash test performance from the NHTSA.

Powering all versions of the Ridgeline is a 3.5-liter 255-horsepower V-6 mated to a five-speed automatic and Honda’s Variable Torque Management (VTM) all-wheel drive. Like most Honda engines this one bristles with technology but lacks low-rpm pulling power. There’s adequate torque, but it peaks at a rather high 4,500 rpm. Honda says the Ridgeline can tow 5,000 pounds, but if I were going to use a pickup to haul a load that heavy, I’d look for a truck with a V-8. EPA estimated fuel economy is 16 mpg city and 21 mpg highway, but those numbers don’t consider hauling heavy loads or going deep in the throttle a lot of the time.

Flexible in character but not in structure, exceptionally comfortable and well equipped, the Ridgeline fuses the capabilities of a truck, including towing, hauling and off-roading, with traditional Honda strengths such as high resale value, fun-to-drive performance, and exceptional durability, high quality, and reliability, along with industry-leading safety. All it needs is a bit more bottom-end grunt.

Pro (and con) logue
Ridgeline sales have not reached Honda’s expectations. So what’s the problem? Honda isn’t thought of as a truck manufacturer? No V8? Too expensive?

Truck . . . or not a truck!

The Carmudgeon’s inquisitive mind would appreciate your thougths.

Lessons Learned from Racing

2006-07-20T20:17:00.000-04:00

Nobody asked me but . . .

The cheapest money GM spends every year is the budget for the two Corvettes racing in the ALMS. Don’t get me wrong. It costs GM millions (I hear upwards of $50 million) to compete in the ALMS, but compared to the hundreds of millions the company pisses away every day on a stock value that is in the dumpster, “paper” that is rated in the junk category by Wall Street, recalls, bloated executive salaries, poor quality, unfocused (I’m being kind here.) product and a myriad of other issues, racing is downright bargain basement cheap.

I’ll give you an example of what I mean. A few weeks ago I was at the ALMS race in Mid-Ohio. During the Saturday morning practice session one of the Aston Martin DBR9s that competes against the Corvettes was hustling down one of the fastest sections of Mid-Ohio real estate when a brake proportioning problem caused the car to suddenly swap ends.

The Aston driver, Pedro Lamy, exited the track on the outside of the turn where a bit of banking can launch a car. The car traveled perfectly backward as it flew off the track a distance of 142 feet at about three feet in the air. His flight—a track record for both altitude and duration for the Mid-Ohio track—was apropos for Ohio, the state that bills itself as First in Flight in honor of Orville and Wilbur Wright whose Dayton-based bicycle shop was the birthplace of the Wright Flyer.

Lamy was extremely lucky. Had the car been “flying” at even a slight yaw angle it would have rolled itself into a tight little ball of British aluminium (Yes, that is the correct spelling!) and carbon fiber as it landed in one of Mid-Ohio’s dreaded gravel pits. When the car landed, it bounced once and then slid into a tire wall at high speed.

Lamy was uninjured, but the Aston’s rear and under carriage were not as lucky. The wounded Aston was trucked back to the pits and unloaded. Immediately, a horde of Aston engineers and mechanics were all over the car, assessing damage, unbolting body panels and the various aero under trays and removing what looked to be a 100 pounds or so of Mid-Ohio grass and gravel. In less than three hours the car had to be ready for qualifying.

It was. With what seemed like practiced clockwork precision the damaged bits and pieces were repaired or replaced. It wasn’t perfect, but give full marks to the boys behind the wrenches and the boys behind the wheel, Lamy and co-driver Stephane Sarrazin, who put in a time only 0.184 seconds slower than their teammates for third on the GT1 grid.

This Astontatious digression now returns to Corvette and General Motors. If you want to win races, you have to be able to think on your feet, make instant decisions, fix things when the right parts aren’t available, overcome adversity at every turn, and not infrequently, forego food and sleep.

Of course it helps if you start with the right preparation, and if you’ve followed the success of the C5R and the C6R Corvettes, you know that Corvette Racing has competed in 69 races since the team's debut at Daytona on Feb. 5, 1999. As of May 21, 2006, the team has scored 48 victories and 33 1-2 finishes. Corvette Racing has won the ALMS manufacturers and team championships five consecutive years. Included in those 48 wins are an overall win in the 2001 Daytona 24-hour and four class wins in the 24 Hours of Le Mans.

It’s taken a great deal of blood, sweat and tears from the folks at Pratt &Miller and General Motors who design and build the cars. Plus great driving and great wrench and pit work and great timing and scoring to be that successful. “Team” and “work” would be an appropriate two-word descriptor that is usually written as “teamwork.”

So, GM, if you can build such fast, reliable race cars, why can’t you take what you’ve learned on the race track and apply these same lessons to the less-than-great production cars you are designing and building these days? Success on the race track is not equating to “wins” in the showroom. Ironically, some of your production car engineers are the very same folks who help design your winning race cars. Start populating every level of GM with these “won’t quit” engineers and executives and you’ll transform the organization overnight.

But my question to GM is this: Do you have the will to win?

Who Really Killed the GM EV1?

2006-07-17T20:47:00.000-04:00

Nobody asked me but . . .

I’m not a General Motors apologist. They haven’t done a lot right recently. But in the interests of fair and objective reporting, the heat the company is currently (pun intended) taking regarding the EV1 electric car in the documentary Who Killed the Electric Car? is far from unbiased.

I haven’t seen the movie. Yet. But I was in NYC recently and some friends I work with had. I’m the car guy in this group. They live in Manhattan and most of them don’t own cars. We all agree that “Green” is good. But their view of GM being the Bad Guy here is a result of technical innocence and naiveté on their part, not some vested interest in hitting the big bad GM automotive bureaucracy when it is seriously down.

The reality of the electric car? It’s the answer to the question no one ever posed.

Suppose you came into my car dealership (It’s called Carmudgen Motors and we have a toll-free 800 number: 800 366-8225, which is easier to remember if you use 800 DON’T CALL!) looking for a new car. And suppose I asked you if you’d be interested in the following vehicle: You could drive it for 75-150 miles on a good day before it would have to be plugged into a special home charger, which was about 1.5 feet by 2 feet by 5 feet. It was essentially the size and shape of a gasoline pump.

The electricity the car ran on was produced by batteries that were still in the advanced prototype stage, and I couldn’t tell you exactly how long they would last, but I could guarantee that they would be very expensive to replace.

I’m a damn good car salesman so you might have missed it when, in the paragraph two before this one, I used the expression “on a good day” to describe the car’s range. The Gen 1 batteries got 55-95 miles per charge. Later batteries upped the range to 75-150 miles. Recharging took as much as eight hours for a full charge (although one could get an 80 percent charge in two to three hours. But on a bad day—say a late January day in Michigan or a mid-August day in Washington DC—and that range could easily be halved.

Why? Batteries run down more rapidly the harder you accelerate. Batteries also lose juice when it gets cold. The colder the cold, the lower the juice. And consider the next problem. The EV1 didn’t have a cooling system. Didn’t need one. And where do you suppose the hot air comes from when you crank your gasoline engine over on a cold day and switch on the heater? Riiiiiiiiight! From the coolant circulating through the engine.

So what did the EV1 have instead? Think heat pump. A solution quite a bit less efficient than a conventional cooling system and much slower to provide “heat.” But the EV1 also had a heated steering wheel and seats. And guess where the electricity for heating your hands and your tushy came from? Right, again. From the batteries. And what do you suppose happens to the EV1’s range when some of the charge is diverted to keeping you comfortable?

Spool forward six months to that muggy DC day, temperatures and the humidity hovering in the high 90s. How long do you think that heat pump, now functioning as an air conditioning system, will require to cool the interior of your EV1 to the same level as your wife’s minivan? Er, try never. It just won’t happen. And what is the one thing every American driver demands from his car’s air conditioning system? Right, once again. Instant cool down. Not measured in minutes, but in seconds. Not gonna happen with the EV1.

I guarantee that if our elected officials in Washington DC had been required to drive nothing but EV1s for a year, they would have either quit their jobs (highly unlikely) or they would have seen to it that electric vehicles were legislated or regulated out of existence.

Don’t believe this would happen? We have history here. Remember seatbelt interlocks? Our friends in Washington legislated them into law because most drivers refused to buckle their safety belts. So for a couple of years we had cars that couldn’t be started unless the belts were latched. What a disaster. This solution led to disillusion and frustration by the very people who had passed the interlock law in the first place. And guess what? They undid it, replacing it with automatic belts (Let’s all hear it for the motorized mouse running around the door frame.) and eventually airbags. All because drivers refused to buckle up.

Did I also tell you that the EV1 was strictly a small 2-seat commuter car? Soccer moms and families consisting of more than two consenting adults need not apply.

GM was totally up front in telling “buyers” the EV1 was for “lease only.” It was a way for the company to learn something about all this new technology while also maintaining control of the hardware and software.

And the liability issue is real. Who’s the first name on a lawsuit if your EV1 needs replacement batteries and the companies that built the originals have stopped production?

Until there is a breakthrough in battery technology that allows an auto maker to create an electric vehicle that is as seamless to drive and to refuel as the vehicles consumers currently purchase, the electric vehicle is doomed to a very limited audience of committed Greenies. And there ain’t enough of them for any company to make a serious business case.

I consider those who remain convinced that there is a conspiracy in play here the modern-day equivalents of consumer advocates who believed that the car companies had a 200-mpg carburetor hidden on a high dusty shelf in the fuel systems lab that never saw the light of day because of collusion among the car companies, the oil cartel and the politicians in Washington “owned” by the oil companies.

So, GM, I’m backing you 95 percent in this one with 5 points lost for the fumble out of bounds (no change of possession) by the running back from PRU during his run down the sidelines following the handoff of the EV1 from the quarterback from GM Tech.

GM deserves high marks for putting its technology into, and its corporate face onto, the EV1. Unfortunately, for the biased minority, this is a classic example of the adage: No good deed goes unpunished.

BMW iDrive

2006-05-31T14:51:00.000-04:00

Nobody asked me but . . .

Is there a BMW owner out there who really understands and—more importantly—likes iDrive? I remember the first time I ran into iDrive. It was at the Detroit auto show. After listening to a 5-minute spiel from the BMW pitchman, I moseyed over to one of the BMW PR guys hanging around the stand and said, “iDrive is the answer to the question nobody ever posed. If BMW is the Ultimate Driving Machine, why do I need the Ultimate Riding Mechanic sitting next to me to explain how to operate the car? If it ain’t intuitive, it doesn’t belong in the car, much less the ULTIMATE DRIVING MACHINE.”

My PR friend stood there stunned. After about 30 seconds he said, “How can you say that? You haven’t even driven a car with iDrive. You’ll love it. It makes total sense. It frees up space in the dash and center stack. It’s got one simple, handy control to make it easy to set the audio system, heating and cooling, navigation and a bunch of other functions that are normally spread around the interior.”

That simple handy control was a landlubber’s version of a compass rose. Originally you could move it in 16 points of a compass. More than quickly, users found that the control might have been German but it certainly wasn’t germane. If the driver’s hand-eye coordination was a little off—easy to understand when you realize that the driver ought to have his eyes on the road, not on the Ultimate Driving Machine’s magic controller—he probably caught NNE instead of NE. That meant that instead of “finding” the HVAC system to set the mode to “Defrost,” he’d actually opened a window into the wonderful world of BMW navigation. Meanwhile, the windshield was fogging over to the point of zero outside visibility.

“Make your next left turn.” Left turn? Hell, I can’t even see the road!

iDrive gen one was quickly followed by a more user-friendly (read less complicated) iDrive gen two in which the number of directions you could move the controller was halved. I would have been much happier if BMW’s iDrivers back in Munich hadn’t stopped there. Halve it again. And then again. Then, for good measure, chuck the whole device through my fogged-up windshield. I’d gladly pay for a new windshield not to have the nuisance and frustration of iDrive staring at me like a maniacal HAL every time I plopped into the driver’s seat.

Please, if someone, anyone out there really likes iDrive (no BMW engineers or PR persons allowed, thank you), I’d like to know who you are and why. For the rest of us, consider this the start of a petition designed to wipe iDrive off the face of this . . . er, every BMW. Our motto: Leave no kidney-shaped grille unstoned!