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rp

REVIEW: Pontiac's Swan Song, The G8 GXP

Nearly as American as the hamburger, fries and a milkshake, it is a shame to see it go. It has been around since the mid 1920s and has been a driving force behind sensational products. When it was announced, on that fateful April day, that Pontiac would be phased out, I believe a part of every automotive enthusiast died.

Infamously known as a brand vying to put an aggressive spin on General Motors products, Pontiac had dialed up the sport and created years worth of memorable cars. Let us think back: the Bonneville, GTO, Firebird and G8 are all landmark vehicles. On the day they have decided to cease production of the Solstice I figured would be the best time to write an obituary for Pontiac. Then I started thinking. If anything, this should be a celebration and a time to memorialize the brand’s greatness.

Source: media.gm.com

Meaning there was only one thing to do: review the G8 GXP.

Let’s face it, Pontiac is in their predicament for one reason. It was not producing exciting, innovative products – which was the core of its original mission. To be an “athletic” brand, it had to bring together powerful motors, in-your-face styling and impressive driving dynamics.

A 1995 Grand Prix never did it for me and neither did the 1999 Trans Am 30^th anniversary edition.

But, in 2004 Pontiac had a renaissance and it started with the new GTO. Based off of GM’s Holden, it looked rather bland inside and out. In a day and age with the retro design throwbacks, coupled with the new Dodge Charger and a vintage-inspired Ford Mustang roaming the streets, it was a slaughter. Lacking any true Pontiac bloodline, the Holden was ignored.

One would think that the Holden-inspired G8 would suffer the same fate but it did not.

Source: media.gm.com

Styling wise it is a mesh of conservative lines paired with subtle undertones of sporty intentions. A quad-tipped exhaust system is integrated into the rear diffuser, a rear lip spoiler finds its home on the boot, large intakes are placed in the facade and 19 inch, polished rims provide a foundation. It is as though Pontiac took a page from Mercedes-Benz’s W124 E500 and BMW’s E39 M5 playbook. Well done, indeed.

Behind the wheel, the interior is put together well and is solid; however, the materials utilized leave much to be desired. For example, the silver interior trim bits appear to be simply painted plastic, leather that covers the seats and doors feels more like leatherette, and the upper dash is a peculiar hard plastic. It is rugged.

Source: media.gm.com

My biggest pet peeve is the E-brake handle, which is incorporated into the center console when not applied. But, when you pull it up to apply the E-brake it looks awful; a cheap mass of black plastic with an unsightly black tube. The trick: leave the E-brake down.

For nearly $40,000 it is normal to have higher expectations.

At least it is solid and there is plenty of room in all directions. Thanks to a large greenhouse, there is ample headroom – even for giants – and legroom, front and rear, is nearly endless. No buts about it, the G8 is a large car. This startled me because originally I did not realize how massive the G8 really was until it was in my driveway.

Source: media.gm.com

Switching gears, there is something endearing about the simplicity and straightforwardness that lingers around the G8. There are no transmission settings nor is there any fancy dual-clutch gearbox or inflatable bolsters integrated into the seats. With this Pontiac, what you see is what you get. And, I am fine with that because that is how a performance automobile should be. You get an emergency brake, a shifter and a steering wheel. That is all the gadgetry you need.

Source: media.gm.com

Twist the key and start the 6.2 liter LS3 V8; it growls to life with a bassy tone. Producing a respectable 415-horsepower and a hefty 415 lb-ft of torque, the GXP accelerates to 60 in an impressive 4.6 seconds. I reckon this can be improved if there were wider rear tires. Countless times I found the GXP wagging its tail and trying its very best to find traction at the back end.

Want to hear one of the greatest soundtracks? Upon lifting off the throttle, on the overrun, you will hear one of the finest tunes of the land: pops and bangs.

Accompanying this motor, for my test vehicle, was a six-speed automatic. I highly suggest going for the manual and not because the automatic was bad – in fact it was a pretty good example with timely shifting – but because the manual will induce more rawness into the GXP.

The blasé interior appointments are long forgotten by the short time it takes to hit three digits. This is what the G8 is all about: speed, handling and involving the driver while doing so. Oh, and you can take four others along, six if you include the two dead bodies in the trunk.

Source: media.gm.com

And as much as I love accelerating, it is just as crucial to have stopping power. Pontiac turned to Brembo and equipped the GXP with 14 inch, vented rotors in the front clamped by four piston calipers, and 12.76 inch rear rotors suppressed by a single piston. Brake feel is not immediate upon depression but once you work your way into the pedal stopping becomes direct.

Back to driver involvement, which seems like an oxymoron while discussing an American car. The G8 GXP has some of the heaviest steering I have felt in a contemporary car in a long time. Gripping the thick, sausage-like steering wheel I found the GXP to deliver precise turning inputs and at the end of a long testing session, my shoulders were a bit tired. That is the sign of a vehicle with a proper steering set-up.

Source: media.gm.com

Taking low-speed turns, the GXP feels a bit like petrified wood. Although rigidity is usually welcomed, I believe this may have been a bit overkill. So, after experiencing this it is clear the G8 is not an easy car to drive. You cannot wing it with a pinky or you will end up understeering into a pole and/or tree. At speed, the stiffness is welcomed wholeheartedly as it tracks the road perfectly with dead-on accuracy. It does not bob across lanes or require heightened supervision, it just goes.

This translates into the G8 having respectable handling characteristics. Through the corners you can punch it through the turn and it will follow through without getting sloppy or understeering. Granted, some body roll will be present due to its higher center of gravity but for a vehicle weighing over two tons, this is nearly as good as it gets.

Where the G8 truly shines is in the suspension department. Although it is shod with 19 inch rims, you would not know it because it handles road imperfections like a champ. Reverberations are kept to a minimum and the cabin is relatively isolated from harshness. It manages to achieve a near perfect balance of cush and firmness. It does not bounce across the highway, as though it is convulsing, nor does the GXP float like a magic carpet ride.

Source: media.gm.com

Given its power, size, cargo room and seating for five, the G8 makes a stunning grand tourer. Achieving 14.5 miles per gallon is not a travesty either, particularly when we are talking about 400 plus horsies. In addition, because it is not appointed like an Audi you can rough it up without feeling bad, albeit, the durability of the materials is questionable.

After spending a week with the G8 GXP it was easy to conclude it is truly an American great. Could it achieve classic status? That will be determined in the years to come. According to the Buick/GMC/Pontiac marketing chief , Cheryl Catton, the marque will only build 2,000 G8 GXPs and Solstice Coupes.

With that said, if you do not mind an interior of arguable taste and desire a proper sport sedan, the G8 GXP is more than adequate for your needs. After all, it is what the M5 and AMGs of the world use to be.

Source: media.gm.com

Finally, I must say that it is a good thing Bob Lutz decided to kill the G8 with the demise of Pontiac. If GM had taken the Pontiac and ruined it by creating a compromised Caprice it would have ruined the legacy of the G8. Now, Pontiac has had an unparalleled swan song and the brand will go out on top through the spirit of the G8 GXP.

So I thank you, Bob.

rp

A New Face Joins The Party: 2010 Saab 9-5 Photos Leaked

Saab has had very interesting history in the U.S. and in recent years it seems the brand simply dwindled into products that lacked innovation, originality and style. This all was punctuated with General Motor’s sale of the marque, to Koenigsegg, this past June.

Source: autozeitung.de

With this sale there is hope. While cars became more diluted and began sharing components with GM, there was something lost in the mix. Probably the last great product turned out by Saab was the 9-3 Viggen but I cannot be entirely sure because I never drove or tested it. So, it has been either 10 years since the last great car or 20 plus.

The recently driven 9-3 Aero SportCombi, February 2009, had a delightful drivetrain and amenities; however, it just lacked a stellar interior. It seemed very GM and not very Saab and this speaks volumes from where the Swede came. Do not get me wrong, it would be a fantastic car for a discriminating, quirky buyer but I do not believe its awesome drivetrain and mediocre everything else could be a driving force behind a sale. Especially, when the competition is as strong as ever.

Saab’s departure from GM is probably the best thing that has happened to the jet builder. And, to no one better than Koenigsegg: A proper, Swedish manufacturer that produces cars that are unique and people want to drive. For the survival of the Saab entity, this is crucial.

Source: autozeitung.de

Behold, the new 2010 9-5.

Bearing a modified Saab façade, this new car seems to show a departure for the company. Where a significant chunk of their autos have been hatchbacks, the 9-5 was the beginning of a contemporary, executive car that was a sedan. Their first outing, the Saab 9000, was a reasonably grotesque-looking hatch. Hurray for sedans!

Sporting a new and larger grille, it harkens back to some of Saab’s recent design cues but it does not emulate them entirely. A welcomed change. This is where the similarities to past Saabs are abandoned.

Source: autozeitung.de

From the A-pillar back, the car is completely unlike anything put out – by Saab – before. Interestingly enough, the Swedes implemented a clamshell roof design as seen on Nissan’s GT-R and ironically enough the Koenigsegg CCX(R). And, they did it right with the blacked-out A-pillar. Two thumbs up. This blacked-out treatment continues along the roofline until it reaches the brushed aluminum C-pillar. It is a successful attempt at really selling that “floating roof.”

But, this the first integration of this design that I have seen on a four-door saloon. I cannot tell if it works or if it comes off as sort of tacky, as seen in Kia’s Soul.

2010’s 9-5 wears a minimalistic side profile with exception of the line at the bottom of the doors. Tastefully integrated into what appears to be a piece of brushed aluminum at the bottom of the front fender, this line extends to the rear and tapers off in the rear door. It is a fantastic example of a design cue that takes away from its visual height and heft.

Source: autozeitung.de

Coming around the rear of the new 9-5, a couple of aspects stand out. The first is the prominent LED bar, which extends across the back end of the 9-5, and adjoining piece of brushed aluminum. This LED bar appears to light up as seen in one of the photos but it remains uncertain if this will light up the entire length of the LED bar.

Source: autozeitung.de

Secondly, the line that evaporates into the rear door near the side rocker appears again in the rear bumper. A simple, elegant execution. This creates a nice flow from the front to the rear rather than have disjointed and miscalculated lines. Once again this line serves the purpose of removing visual heft from the rear view of the car.

Source: autozeitung.de

Now, one area Saab always carries over is the interior and they have reworked it quite a bit this go around. Drawing some inspiration and aspects of the 9-4X concept, the 2010 9-5 seems to have more of a flow to it. Instead of looking comparable to Zach Morris’ telephone in the early 90s, the new Saab interior has finally arrived in the 21^st century.

Source: autozeitung.de

A large, centrally mounted display looks quite fitting. Assuming Saab did not make an obtuse system, it should be a blast to use. Seats appear supportive, carbon fiber-look trim – coupled with brushed aluminum – adorns the cabin and monitors are placed in the rear of the front seats. Topping this off is a spacious backseat, albeit it looks like headroom may be slim for taller passengers. But, I have realized something else that has me worried.

Take a closer look at the switch gear, particularly on the center stack; it is sourced from General Motors. So, it is clear this creation was dreamt up not entirely from our Swedish buddies but with some aid from GM.

Source: autozeitung.de

This makes me wonder, how good will this car be? Although we have seen notable improvements across GM’s brands – specifically their respective vehicle’s driving dynamics – they still remain to have quality issues. Will this spread to the 2010 9-5? Doubtful, but thankfully this will hopefully be the last GM-inspired Saab to grace the planet.

Thank goodness for the sake of Saab. Hopefully Koenigsegg will inspire the downtrodden brand to produce more bespoke vehicles and take heed of their potential.

Source: autozeitung.de

At any rate, Saab is already on the “right path.” Usually Saab would have just spit out the last generation 9-5 with a slightly modified grille. Now they have a totally unique vehicle and that is a start. Next step, Saab-specific interior bits.

Let’s hope it drives as good as it looks.

rp

Step Aside X3, Q5, GLK, SRX, FX, MDX: Volvo's XC60 Is In Town

It seems that as we progress closer to 2010 there are only two ways to design a car: by form or for function. We see new additions of four door coupes that have room for five, but only seat four, then there is the latest craze; fastback sedans.

The new 5-series GT and Audi A5 Sportback are the latest culprits that inject functionality into their brand.

Source: rp

Designing for function has always seems so blasé. When the A5 Sportback debuted recently it was sort of a downer to see the A5, which was one of the sleekest designs produced last year, turned into a sedan/wagon/thingamajig. How many times do you see a Scion xB or a Honda Element, jump out of your seat and say “Wow, I am blown away by that cube!” Probably rarely.

But if I was a betting man, I would say that a Ferrari F355 makes just about any auto enthusiast melt.

Volvo was a brand that used to live and die by functional design. Up until recently, that is. Now when you look at just about any Volvo in their line-up, the cars have hips and feminine curves.

Source: rp

Bringing us neatly to the all-new XC60. Where the old XC90 is nearly three inches taller, slightly wider and much boxier, the new XC60 is squatter and more curvaceous. Unsurprisingly, this accounts for less cargo room. The older XC90 has it beat by more than 10 cubic feet of space. But rest assured, the 60 delivers more legroom front and rear.

The 90’s design seemed like stylists were fumbling with Legos where the 60 appears much more fluid.

Source: rp

To see this, it is clear that the side profile has been tailored to give the car a suave appearance rather than its geekier sibling, the XC90. The 60’s beltline has a gentle incline that begins in the middle of the rear door. Its placement is crucial in order to show off that rear ¾ panel with its Marilyn Monroe-esque curves.

Source: rp

One of the car’s best lines is the dramatic streak beginning in the front fenders and trails elegantly into the rear door. This one line helps take away from the rather minimalist side profile.

Source: rp

Included in this hipper update is new lighting. Up in the front fascia are four mini LED tubes and at the rear are two large, sweeping LED rear lights. I never thought I would say a Volvo looked sexy but it happens to remind me of a women’s silhouette.

Source: rp

Slipping into the XC’s plush leather seats was an experience. At first glance they appear unsupportive and flat, but after sinking into the ergonomic bucket seat you realize they put La-Z-Boy’s to shame.

Source: rp

Stop and observe the cabin. Although it seems rather businesslike and cold – featuring a lot of black panels and aluminum – there is serious attention to detail. The leather on the seats has two grains, the orange contrasting stitch provides some pop, and the interior doors and panels shut with confidence.

Source: rp

Volvo’s latest interior ode to Swedish futurama is the slim, bending center console. Home to all of the normal functions, some can become tricky to operate. But that is no comparison for the navigation system, which is incredibly difficult to utilize without its remote control. Unfortunately, I had the pleasure of dealing with this when the barely used tester came to me without one. Instead I was left with two buttons and a nipple-like control located on the back of the steering wheel.

The experience can be compared to using a PC without a mouse. It can get downright frustrating trying to program the navigation unit.

Source: rp

However it made up for this foible with one of the cooler features: a dash-mounted central display. Through this screen it is easy to see what kind of reception the telephone is getting– it makes using the Bluetooth a lot easier – each side of the vehicle’s temperature setting and where air is flowing. At first glance it may appear foolish to have separated the navigation and other functions, but now it makes plenty of sense.

And what would a Volvo be without safety? Standard on all XC60s is Volvo’s proprietary driver support system, City Safety. Essentially, below speeds of 19 MPH or less, the system uses a velocity sensor that monitors the likelihood of an accident. As the sensor observes a closing speed that is dangerous, it will either pre-charge the brakes of automatically brake the XC in an effort to stop the vehicle entirely or lessen the severity of the impact.

Source: rp

Of course I would have liked to test this feature but I did not feel so inclined to risk stuffing a $42,250 SUV into another car.

More importantly, it was interesting to see how the newest addition to the XC line-up drove. Starting the XC60’s 3.0 liter, turbocharged I6 brought the 281-horsepower, 295 lb-ft torque beast to life. Mated to this motor is a six-speed “geartronic” automatic transmission. It gets the job done as quick and smoothly as a conventional automatic can.

Weighing in at 4,174 pounds, the Volvo has plenty of power to skirt along the freeway with virtually no turbo lag. Passing at speed requires a downshift or two, but, nothing to get fussy over. Getting on the highway is not a problem as the T6 takes just over seven seconds to hit the magical 60 miles per hour mark.

Its suspension is tuned so that it is on the stiffer side but it is not nearly as stiff as the dreaded set-up on the BMW X3. This means that on the freeway it does not bounce fervently from road imperfections and it manages to remain luxurious without feeling like an old-school Cadillac on hydraulics.

Source: rp

Equally as important as getting up to 60 is how quickly it finds itself back at zero. An area the Volvo has room for improvement, its braking feel was not quite as sharp as one would expect. Equipped with nearly 13 inch discs up front and roughly 12 inchers in the rear, slowing down was underwhelming. It takes a bit of a heavy foot to garner a reaction.

Although it is relatively squat, body roll could not be entirely eliminated. Pushing the XC60 through the corners was still a fun experience and given its SUV status it handled the curves very well; just do not try your best Michael Schumacher impression. But with its heavily weighted steering, the XC feels confident through twisties and begs to be pushed. Granted, the steering needs more than usual directional input from the driver and more road feel.

Source: rp

After a week with the XC60, it is clear that this is a fantastic vehicle for the right buyer. Its styling continues to make headway from the old days of square, green housed Volvos, its interior materials are on par if not better than Audi’s, and, it achieved a solid 18 MPG.

But, there is one issue.

It does not radiate excitement and this does not bode well for the cool factor. Thankfully, someone at Volvo had this in mind because it was recently announced that Volvo will be accessorizing the XC60 with R modifications. And, it looks awesome.

Source: Volvo North America

An official at Volvo North America confirmed it should be available in 2010’s first quarter.

With that said, this is a highly competitive offering from the Swedes. In the market for a small, premium SUV? You will be doing yourself a great disservice by ignoring the XC60.

rp

STUD or DUD: Mercedes-Benz's SLS AMG "Gullwing"

In a downbeat economy with crater-ing auto sales, you would not expect a serious performance machine, with a price tag to match, to spring up and debut itself now would you? Well, if you have plenty of disposable income and a desire for doors that go up, Mercedes-Benz can fulfill that void for you.

Source: Auto Bild

Introducing: the new SLS AMG "Gullwing."

Yet another retro-inspired design in 2009 unveils itself and I will be the first to admit that I am starting to become sort of jaded by this. Granted, I adore the original Gullwing, so, I do have a sincere appreciation for what this vehicle represents.

Source: Mercedes-Benz North America

Read more here.

rp

RANT: Where Is BMW Going?

Since the announcement of BMW’s latest M cars, the X6 and X5, I have been questioning “Why?” For me, this seemed to be a move for the brand that is in likeness to Porsche’s Panamera.

Source: Cartype.com

After all, BMW’s Motorsports division was originally created to offer a sportier, more intense version of a plain Jane car within the line-up. This meant upgrading virtually all of the vital components in order to create a high-performance auto. So, we are talking about lighter components – even if the end result was not lighter than the vanilla version – better brakes, bigger engines, tighter suspensions, seats with bigger bolsters, rear-wheel drive and naturally aspiration.

And the X6M does most of those things with exception of having rear-wheel drive and being naturally aspirated.

Sure it performs too, when I had dinner with Ludwig Willisch, the former head of BMW M GMBH, in April after the New York Auto Show, he boasted about how it could best an E46 M3 around the track; this had my jaw on the table next to my steak.

But, I cannot help but wonder if this is yet another sign that BMW is headed down the wrong direction.

Although I know someone will argue that the firm must generate profit and by some brand dilution they survive, but I am not sold that people will be flocking to dealerships to get an X6M. Especially with its polarizing looks and an economy that seems to still be deep in the trough.

Source: Caradvice.com.au

Source: Topspeed.com (Artist rendering)

Perhaps it is an easy target but aside from its M cars, BMW is not wowing anyone with its new line of Gran Turismo cars either. If it is a strategy to get American buyers to part with the wagon and accept this, it is a brilliant side step. If it is just an attempt to create another niche then it is a catastrophe.

Bottom line, I think I speak for a number of enthusiasts when I point out that I do not need 11 transmission settings nor do I want a “Power” button that allows me access to the full lot. Just give me all of it, damn it.

Source: mp3car.com

Give me a driver-oriented interior design and angle the center stack towards me as in my E46 330Ci. Perhaps a large, forced induction motor would not be required if it had been placed in a lightweight, rear-wheel drive and no nonsense vehicle. Kind of like that E36 M3 CSL/LTW that bears the one of the world’s greatest I-6s.

Am I out of touch with contemporary automobiles or does BMW need to get back to basics?

rp

Bringing Back The Dead: Plymouth Road Runner Concept

“Meep-meep!” Anyone familiar with Saturday morning cartoons knows
what that is the sound of.

But, could it be the noise that
spurs the rebirth of an American icon, the Plymouth Road Runner?

Source: Michael Leonhard

Better yet, is this what Chrysler needs? With retro-inspired
designs seemingly never dying out, it appears an independent Austrian
designer, Michael Leonhard, has penned up a new concept that
could give a renaissance to the Plymouth nameplate.

Read more here.

rp

10 Tips to Avoid a Traffic Ticket

Source: Vodcars.com

Oh-no! You probably shouldn't have done that. Here they come, creeping up on you and your heart starts pounding. They must be a foot off your bumper and the tension builds. And, then…

The lights are switched on.

Your heart sinks and the judgment has been made; you are getting pulled over.

Sound familiar? If so, read on because I have 10 tips that will either help you get out of a ticket or at least contribute to a lesser fine.

Read the tips here.

rp