As American As Hot Dogs And Baseball: The 2010 Chevrolet Camaro

As far back as I can remember I have always been a gear head. My mind is constantly churning with thoughts and images of automobiles.

Source: rp

To really capture the essence of the obsession, a close friend – who I have had the pleasure of knowing since kindergarten – summoned an old memory. He said that he remembers us on a third grade trip in New York City. While we were passing through the Lincoln Tunnel, I leapt up and pointed to a dark Mercedes-Benz: “That’s a CL600, do you know how rare that is?!” Then I proceeded to inform the chaperone just how expensive and luxurious it was. Yeah, I was that guy.

For me, there has always been a slant towards European automobiles. “Give me the Germans and Italians,” I would always say.

But the U.S. manufacturers never tickled my fancy. Even with their burbling V8s making a racket, I never looked twice. Eventually as things heated up in auto journalism and I got a chance to get behind the wheel of a handful of vehicles that were as ‘Merican as a hot dog and baseball, the realization was clear: they are not that bad – when they are not half-assed. In fact, I began to like them, faults and all.

Source: rp

A huge reason that shunned me away from them was the sub par image of American cars. Lackadaisical designs and lethargic interiors were the norm and on top of this reliability seemed questionable. Owning an American car essentially sent a message to the world that you had no regard for your automobile.

Until now, that is.

After being on a hiatus, the Camaro is back. Looking into the storied history of this icon is like watching Elvis’ downward spiral from his humble roots to his flashy, bloated and early death. But this Camaro actually looks like a Camaro and it performs like one too. It is pretty obvious this is not a lame attempt to create a muscle car.

What is magical about the 2010 Camaro is how it looks. Long and wide, it bears quite a menacing stance. Both of my testers, shod with 20’’ + rims, look as though they are artist sketches with their proportions. This is not a bad thing, considering that most cars look best in their initial sketch.

The sexy, traditional lines manage to not go unnoticed either. During my two weeks with the LT and SS versions involved more head turns than just about any car I have ever had. This includes an Audi R8, which is one of the most unique looking vehicles on the road today.

Countless times I was getting shouted at: “Nice car, man!”

Interestingly enough, there was no particular age group that was more drawn to the car. Everyone was interested. At one intersection I counted nearly a handful of gawkers and a couple of individuals stopped to inquire about the car. Mind you this is a 20 second light!

Source: rp

This speaks volumes about the design and how striking it is. The only element that I find a blunder with are the three horizontal lines located in front of the rear wheel. Although it seems that they were thrown into the design to make the Camaro appear shorter, it would come off much cleaner if they were not included. C’est la vie. Rarely is a design perfect, but the Camaro comes pretty damn close. My favorite part of the car has to be the rear quarter where the “hips” are reminiscent of a woman’s sensual figure.

One major thing that stood out was the flimsy front clip. The front valence, grille and the grille surround appear to be made of a composite plastic or something similar because it feels as though given enough force you can rip off the front of the car. Likely this was done to make the car lighter, but if you bump the front of the Camaro, it will be nearly impossible to avoid breaking just about everything.

Source: rp

Situating yourself into the driver’s seat, it is pretty clear that the retro theme continues throughout the interior. An interesting design feature is the gauge cluster positioned on the center console. Although it is greatly appreciated to have those particular instruments, their position is way off from eye level, so checking levels is reserved to when you are at a stop. I like to think whoever penned this idea had a little sense of humor since my automatic Camaro had a “Transmission Temp” gauge.

Peeking around the other details of the cabin, it is noticeable that this car is unbelievably similar to the concept that was shown to the public. Of course, minus the swaths of leather and expensive metals that adorned the concept’s interior.

Source: rp

One thing that did not get left out is the large piece of plastic that covers the door panels and wraps upwards into the dashboard. Although it manages to look pretty cool at night with its aqua ambient lighting, it just feels terrible. This seems to be the theme for the interior: looks good, feels cheap. The center console’s painted plastic feels as though a fingernail could scratch it and there is a large, hollow spot in the dash directly in front of the passenger’s seat.

Another concern includes the ultra low roofline, which gives the Camaro a “chop-top” look, takes away significant headroom, front and rear. If the seats were not positioned so low, it would be even more of a problem. You can theoretically fit four people inside but your two rear passengers will hate their lives if they are over 5’11. Passengers put into the back seats complained that there was no headroom and they continuously bumped their heads into the headliner. Personally, it does not bother me too much, but for buyers thinking the back seat means practicality, think again.

Another issue that is commonly mentioned is the huge blind spot, thanks to the c-pillar. Thankfully, the Camaro is equipped with extremely wide mirrors that provide excellent field of vision. If they are not doing the job, you do not have your mirrors adjusted properly.

Source: rp

Although some of these design misgivings play a big role in how good a car is, for the Camaro, it is more important that it performs.

Equipped with three motor choices, the LT has a 3.6 liter V6 producing 304-horsepower and 273 lb-ft of torque. The SS’ get a bit more difficult because the automatic SS comes with a 6.2 liter, 400-horsepower LS3 derivative making 410 lb-ft of torque, while the manual comes with the LS3 V8 putting out 426-horsepower and 420 lb-ft. Coupled with these aggressive engine options are a Hydra-Matic six-speed automatic with TAPshift, in the LT, and a traditional Tremec six-speed manual in the SS.

The auto gearbox works just about as good as any driver should expect an auto to perform. The buttons on the back of the steering wheel provide up and downshifts in an acceptable pace, but it is not nearly as quick as a DSG sytem or Lexus’ IS-F eight-speed tranny.

On the manual, throws are relatively short and getting into gear happens with ease. The clutch has plenty of takeup so there is room to work with, unlike Nissan’s 370Z that provides a fraction of space. Overall, the manual is easy to work with and easy to drive compared to other contemporary manuals.

Source: rp

Fuel wise, the Camaro LT is not a tremendous drinker. With an enormous 19 gallon tank and an average of 19 MPG, the LT can get some impressive mileage between stops. The SS on the other hand is a bit thirstier, averaging 15 and a half MPG during real-world testing.

The two motors I tested, the V6 and LS3, both have totally separate characters – as expected. The V6 sounds eerily similar to the recently retired Infiniti G35 motor. Although it seems pretty downplayed from inside the cabin, it has a loud babbling note, which lacks a bass-like grunt. The grumbly V8, on the other hand, was the motor you would expect a proper Camaro to have. Deep and filled with plenty of grunt, the exhaust note became an object of my affection. On the overrun, expect to hear pops.

Alas! An American auto builder that can produce an efficient six cylinder. The LT’s V6 is a capable powertrain, propelling the large, 3,700 pound coupe to 60 MPH in about six seconds. If you require more power, speed and rumble, the SS can get you to 60 – with a lot of drama – in just over four and a half seconds. Mind you the SS tips the scale at just about 3,850 pounds. She is not a lightweight.

Source: rp

Knowing that the Camaro was not exactly on the Atkins diet, one would expect it to be a sloppy handler but it is not. Putting it through corners is not too hard as body lean is limited and grip is aplenty due to the large rear tires. The adequately bolstered seats keep you just about in place and ensure that your attention is where it matters most, the road.

A grievance I have with the 2010 Camaro is its steering feel. Weighting on the lighter side makes it easier to drive but it is not quite as direct as I would like it to be. Granted, I know this is a muscle car. At speed, the Camaro requires more attention than I expected, acting somewhat twitchy.

Probably the most impressive element of the car is its suspension. Through corners it is tight and stiff, and during elevation changes it remains glued to the tarmac. Even taking the V6 through a test road, nicknamed “Rollercoaster Road,” provided an entertaining, adrenaline-filled experience. The kicker is that it is restrained from going too far. You can take the car into rough pavement and it will hold up without punishing your backside.

This brings up good point about the Camaro; it is not a raw car. It is relatively refined, in my eyes. The first time I got it sideways I did not even realize. It is a remarkably isolated experience. Between the high dashboard, high shoulderline and low roofline, I felt like I was peering through a mail slot. I loved it.

Coming to a slow, I had a peculiar experience in my LT tester. To be frank, the brakes were terrible. Perhaps it was the added weight from the 21 inch rims because the car had less than 2,000 miles on the odometer. Here’s the twist though: when I was at a GM event in Detroit recently, I drove the LT Bumblebee edition and the brakes were superb. They were easier to modulate and bit was at least 10 times better. The LT was set up with 12.64 inch rotors in the front and just under 12 and a half inches in the rear. Both front and rear are suppressed by one piston calipers.

The hardcore performance SS, meanwhile, is furnished with Brembo-sourced 14 inch rotors up front and 14.4 inch rotors in the rear. Clamping these are four piston calipers, front and rear. Stopping power is dramatically upped and pedal feel is more instant. The Brembo brakes enjoy a more significant amount of bite.

Source: rp

The real test came at the end of my time with the 2010 Camaros. I was not saying “thank God,” instead I was saying “bummer.” I thoroughly enjoyed my time with both cars and for a former Europhile this further proves that the American auto builders are improving.

Do not get too excited though, the Camaro had its fair share of faults. For instance: the LT was fitted with a body kit that was not quite attached so firmly on the passenger-side front valence, the hollow passenger-side dashboard, mismatched paint between the front clip and hood panels. Whether or not it was an early production model is inexcusable. And, it seems that further research has turned up a bevy of issues with new Camaros. Click here to see exactly what I am talking about.

What I can report, however, is that the latest Camaros I have seen appear to be built with a higher level of care. For instance, my SS tester was a bit more solid than the LT I had driven.

Although it will take time for those improvements to be made, it is nice to see that the Americans have finally cracked it; it is a very desirable car to own. Further proof of this is seen through the sales numbers that point to the Camaro essentially propping up Chevrolet sales.

Lastly, GM did one thing I never thought possible. Made me proud of the American car I was driving.

~nz

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FIRST Impression: MINI E Brings Together Excitement And Efficiency

In the day and age where alternative energy vehicles are becoming more important to manufacturer’s and their future, it was only a matter of time before the quirky little guy got in on at the act. Yeah, I am talking about MINI.

Source: rp

With the automotive world going through a paradigm shift towards zero emission vehicles and various alternative energy methods, it was only natural for BMW to get involved in some fashion. Although the hydrogen 7-series was an innovative take on the possibilities of the future, it does not seem realistic in the near-term. So, it appears the brand went back to the drawing board and came up with something more pragmatic.

Hence, the MINI E....

Click here to read more.

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2010 Mercedes-Benz E63 AMG Spotted In The Wild 3 Mo. Before Debut!

Ironically, after penning yesterday's piece about the need for an E63 AMG Coupe, look what I happen to run into...

Source: rp

With the 2010 E63 beginning to roll-out in Europe this month and slated to debut in the U.S. in November, this was the last thing I expected to see parked several blocks from downtown Ridgewood, NJ. Decked out in an absolutely sinister-looking black on black combination, the new E63 looks menacing standing still.

An interesting aspect about this new E-class AMG is that I nearly passed it, perhaps it was the black paint job, because it remains relatively subdued.

Sporting Florida manufacturer plates, I assume it was a car from Mercedes-Benz's North American Headquarters, located only minutes away in Montvale, NJ.

Ah, the beauty of living in Bergen County. Home to Mercedes-Benz, BMW, Jaguar, Volvo and Ferrari/Maserati/Alfa.

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Why Mercedes-Benz Needs An E63 Coupe...

There is something supernatural about an inanimate object that has character; an entity that has no soul or life, but manages to create a connection with us.

It is not unusual to hear of a child who becomes attached to their beloved stuffed animal. But, when an adult becomes attached to a telephone or a vehicle and personifies the object, there are two things that spring to mind: one, the individual is mad. Two, the item is that good.

In regards to Mercedes-Benz’s C63 AMG, it is that good.

Source: Mercedes-Benz Media

This neatly brings us to why I am writing this. Back in late April, Mercedes hosted a press event for their all-new 2010 E-class. While showcasing the new E-class sedan and coupe variants, Benz happened to give us a peak at the all-new 2010 E63 AMG. Not only did its aggressive front valence and squared off, quad-tipped exhaust look appealing, but the sound that resonated from the 63’s 518-horsepower and 465 lb-ft V8 shook the room. I was caught behind the exhaust on one of the higher revs and literally jumped from the sound.

Following the up close and personal look at the 2010 E63, the next morning, Mercedes officials announced that there would not be a 2010 E63 Coupe.

What? After two previous generations of CLK AMG’s now they kill it? I could understand if the AMG program was being cut back on a larger scale but when I see ML63s, G55s and S/CL 63/65s being produced, it makes me wonder: why NOT an E63 Coupe? If anything, an AMG coupe would be right up its alley and could give some competition to the BMW M3 and upcoming Cadillac CTS-V Coupe. And, I do not even want to hear the E63 Coupe would be “too niche,” because that did not stop production of the CL63 and CL65.

Source: rp

It is not that the E550 Coupe was a bad driver. In fact, it was quite good. Equipped with a solid motor, it launches off the line with haste, the 550 Coupe corners with limited body roll and it is suave – props to the elimination of the B-pillar. The bigger problem lies within its personality; it is soft. And the AMGs of the world are anything but.

An AMG is the equivalent of a snarling bank robber strolling into a bank, blowing up the vault and rushing out the door with a big bag of cash. Mind you, the whole time the thief wears an Armani suit.

The point is, an AMG is meant to be a rawer version of a well-mannered Benz, which is exactly what the E550 Coupe is. Why not inject some personality into it?

That is what made the C63 endearing. It is loud, unrefined and it wants to put you into the seat. The C63 AMG is unbelievably brutal. Who is not a fan of the loud guy at the party?

Call me crazy but there is a connection between man and cars. If you have driven an AMG, you would believe it too. Just do not check me into the insane asylum.



This just about sums it up.

~nz

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25 Models & 24 Months Later, Where Will GM Be?

Are we through the woods yet?

After tough times and a disintegrating economy that deflated around the world, it seems we could have reached the end of the downturn. The glimmers of hope are appearing just about everywhere. Homebuilder’s confidence has risen, unemployment has rebounded from its endless plummeting and auto sales ticked over the 11 million mark for July. Whether it will last is another question.

And, it appears the economy is not the only thing rebounding; so is General Motors. Last week GM hosted an event to showcase their current and future products – and to gloat about the unprecedented fuel economy of the Chevrolet Volt.

After having the rare opportunity to visit GM’s design facilities and get a chance to see what the company has up its sleeves for the next 24 months, I have taken the time to reflect on what is in store for the troubled automaker. Now that its focus is solely on Buick, Cadillac, Chevrolet and GMC, it appears that the manufacturer may have the opportunity to “get lean.”

The tour provided a rare and in-depth look into “the new GM,” and the beginning of what may be a rebound for a haggard Detroit.

Source: General Motors

Leading off was Cadillac. Taking a glance at its CTS Coupe concept, it appears very impressive. Low and wide, bearing a clean design with some edges here and there makes it very aesthetically appealing, particularly when wearing a Pearl White paint job. Although it was certainly easy on the eyes, it was not nearly as mind bending as the CTS-V Coupe mules that were wearing a helluva lot of camouflage. These mules were spotted on the GM Proving Grounds, but GM had taken my camera and patched up my telephone. No luck, sorry.

Probably the most interesting aspect of Cadillac’s design language is its new focus on interior craftsmanship. Some new mock-ups showed new, intriguing approaches to subtle design modifications that could make a massive difference. For instance, one interior had a purple contrasting stitch that can be best described as a dot-dash pattern. It looked sensational. This approach to design, specifically on interiors, will be a huge element that separates Cadillac from future competitors. What it will come down to are two things:

1) Producing these new changes in PRODUCTION cars, not concepts that do not see light outside of the design studio.

2) Quality, quality, quality. No one cares about how great a stitch looks if it’s ratty and falling apart.

In addition, Caddy unveiled two new models: the ATS and XTS.

The new “baby Cadillac” looks absolutely fantastic. The show car, painted in a vibrant blue, looked stunning. Now, if the brand can gather everything together and put together a solid interior, top-notch powertrain and an overwhelming driving experience, it will be LIGHTS OUT for the competition. It really looks that stunning. Armed with rear-wheel drive and all-wheel drive variants, it will be taking on Audi and BMW head-on.

The big-daddy-Caddy, the new XTS, looks like one serious machine. Do not believe the hype that says it looks like a Cadillac Sixteen, that’s simply inaccurate. If anything, I firmly believe that it appears to have the same general shape as a Maybach. It is an elegant vehicle that appears as though it would whisk you away gently, rather than storm off in a hurry. Hands down, it is a greater design than Jaguar’s XJ – from the exterior, as it appeared to be a static model with no interior.

Whether or not it will be able to steal market share from the other big luxury sedans will be the measuring stick determining success. Competition remains fierce as ever with staggering technology and hybrid systems making their way across the landscape. It will be interesting to see how Cadillac plays out the XTS.

Next in line was GMC, which was relatively dull. To be frank, I could have fallen asleep during this brief presentation. The only announcement that left an idea what may be in GMC’s future was a smaller, Scion-like concept. Interestingly enough, it seemed to be more “car-ish” than truck-like, but it wore large tires and looked like a cool hauler. Essentially, imagine a Scion that does not look geeky and does not make you feel like less of a man. Blam-o, that’s the GMC concept.

By seeing the trends from last year’s oil speculation, it is clear that GMC has recognized that it has to make smaller vehicles or at least manufacturer fuel efficient ones. Keeping that in mind, it is likely we will see GMC beginning to rebadge… I mean produce, greener vehicles in the future.

Speaking of rebadging, Buick is about to turn up the heat. Already beginning its assault with the 2010 LaCrosse, Buick has a lot of fascinating vehicles in its pipeline. With exception of the Buick Vue*, which will likely be the compact electric sport utility vehicle, they all look attractive.

An example that should strike fear unto entry-level luxury brands like Lexus, is the Buick Insignia*. Literally, the midsize sedan concept – that was on display for journalists – is an Insignia with a Buick grille slapped on. Recall that the Opel Insignia won 2009’s European Car of the Year award.

I thought GM’s CEO Fritz Henderson said that he was “not a fan of rebadging.”

Above, an Opel Insignia OPC

Source: FancyTuning

Regardless, it is a brilliant car that has shown its prowess overseas. This is one of the most exciting cars that will make its debut in the U.S. With some luck, Buick will make a return to a more performance-oriented saloon, as seen with Opel’s Insignia OPC. I am keeping my fingers crossed.

Elsewhere in Buick’s design lounge was a compact concept. Its design was a mash-up of an Insignia and the previous generation Mazda 3. I do not know what to make of this type of car for the “new Buick" nameplate.

I have always envisioned the brand to be geared towards the older crowd and I was not mistaken. While driving the 2010 LaCrosse, I inquired about the market demographics for the new LaCrosse; it is for 40-59 year old professionals. Whether or not the brand will be able to penetrate a younger audience is up to Buick’s marketing team.

The LaCrosse will not be the brand’s saving grace in the U.S. If anything, I think the electric Vue* and an Insignia OPC are going to inject some liveliness into the upcoming, versatile American brand.

At the end of the day, there has to be some serious reimaging at Buick and fast. Time is ticking and speaking for the New York and LA crowds, no one in the 18-30 year old age group wants to be caught dead in a Buick. That is a fact.

Source: General Motors

Yet someone at GM has it right, because Chevrolet’s Spark is going to become a competitive offering in the low-end market, particularly with a young demographic. The Asian production model that I poked around was edgy, well-built and had practical controls. For the first time, it appeared to be an American econo car that did not seem that way. After recently spending a week with a Nissan Cube, I enjoyed the refreshing look at an economy car that has some spunk while NOT being overrun with cheap materials.

Perusing the other models in GM’s infamous design dome, I was surrounded by a Volt, a new SUV offering – the Orlando – an all-new Malibu, the 2011 Camaro convertible, Europe’s Cruze and the all-new Aveo. Out of the entire group, only the Camaro and the Volt excited me.

The rest just seemed to be rather dull and bland. There was no excitement or pizzazz. For instance, the new Malibu’s interior, which has a lot to live up to due to the current generation’s success, is heinous. One specific element is this new dash treatment that places a large band of mesh across the width of the interior. Although it is design flair and an attempt to cover the HVAC vents, it comes off rather hideously.

Hopefully the designers will make some modifications to their work within the next six months. Otherwise we may see a new trend of mesh running across future GM products. Think I am overreacting? Look at some of the interiors of the latest GM products. A new theme is an expansive piece of plastic that runs from the middle of the windshield to the door. It makes an appearance in: the Camaro, Volt and Insignia.

Electrifying the world last week was the Volt’s supposed 230 MPG rating. This had me thinking: although GM knows that the Environmental Protection Agency merely has a draft, they went along and rejoiced anyhow. However, the EPA backed away from this claim. So, GM has either taken a calculated risk and has thoroughly tested the Volt’s capabilities, or they have spoken too soon.

Time will reveal the truth and for GM, it better pray it is in its favor. Until the official testing method by the EPA is determined, I am not buying the numbers.

Although I do not have a crystal ball, after last week’s trip it is easy to see that GM has been putting a lot of work into itself. It is evident in a large amount of its designs and its craftsmanship continues to increase. Doors shut with confidence, not rattles. Workers continue to take pride in the fruits of their labor and new management is here to stimulate the brand. Imagine if the company went bankrupt 25 years ago?

Whether or not it’s determination to live will pay off, now that it has damaged its image, will come full circle after the next two years. If GM can surpass the negative persona forced upon the manufacturer, a return to success is imminent. Otherwise, we know what happens next.

~nz

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*Not the actual name of the new vehicle mentioned. But, from what was observed in Detroit last week, we made an educated assessment.

Infiniti ESSENCE Concept WOWs In Monterey

Infiniti not only showed the world a glimpse of the upcoming M sedan but it also decided to drop jaws in Monterey with the Essence concept. Bearing entirely new design cues, it certainly is a looker.

With an in-your-face grille and a sensual side profile, there is not a lot about the Essence to dislike. LEDs find themselves home in the headlights and taillights, but most interestingly in the front grille's emblem. And, if that was not enough, get a look at the intsrument cluster on this beast! Looking as though it has taken inspiration between Aston Martin and Lamborghini's Reventon, it is a juxtaposition of metals and bright screens. The execution is bar none and looks as though it is a fancy German or Swiss watch -- IWC anyone?

Source: AutoSpies

Elsewhere in the interior, the Essence bears a bespoke look to it that puts every other Nissan/Infiniti creation to shame. Although the GT-R is one of the quickest vehicles on the planet, its interior cannot hold a candle to this. The Essence has a flat-bottomed steering wheel, plenty of alcantara, aluminum and large paddle shifters.

After getting a gander at this new concept from Infiniti, only two questions remain:

1) Why didn't the M look more like this?

2) Will the upcoming G take some of this design language and implement it in a smaller, tighter package? If I was a betting man, I would say something becomes inherited.

For pictures, click here.

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Cadillac Is Bringing It Back: The Next Gen Escalade Previewed YESTERDAY

While rumors were circulating about the discontinuation of Cadillac's hugely successful Escalade, fear no more. Cadillac is bringing it back! Although we cannot be certain when and how it will look, this will all be revealed shortly as there was an event YESTERDAY.

Source: MotorTrend

AutoSpies has found out that Cadillac is previewing the vehicle to big wigs and wants to hear their thoughts on the new designs. Located in SoCal -- Santa Fe Springs -- the event happened in a secured facility.

If you went to the event, click here to inform the masses.

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Bentley Reveals Its Latest & Greatest Flagship, The 2010 Mulsanne

Move over, Arnage. The new kid is in town. Today, Bentley unveiled the latest and greatest from the luxury icon: the 2010 Bentley Mulsanne. And, its looks were not exactly a secret as spy shots got a dead-on look at this auto before it's debut.

According to Bentley, the Mulsanne is designed to replace the aging, decade-old Arnage. Bearing an entirely new platform, that will be produced starting next year, the new Bentley will be constructed within the Crewe, England factory.

Source: BentleyMedia

Although details remain vague on the latest B-car, if history serves as a guiding principle, the flagship will likely use a large displacement V8 capable of 425 - 550 horsepower and an unwieldy amount of torque.

Dr. Franz-Josef Paefgen, Chairman and Chief Executive of Bentley Motors, spoke about the all-new Mulsanne, saying:

“The challenge we set our engineers was to create a new grand Bentley that would stand as the pinnacle of British luxury motoring, offering the world’s most exclusive driving experience. They have responded to this challenge with real passion and the result is a luxury grand tourer that sets new standards in terms of comfort, effortless performance and hand-crafted refinement – the very qualities for which Bentley is renowned.“

Look for the 2010 Mulsanne to go on sale in mid-2010. More information about this new model will be coming forward this September at the IAA in Frankfurt Motor Show.

For more pictures, click here.

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STUD or DUD: FIRST Interior LIVE Shots Of Hyundai's S-Class Competitor, The Equus

No one saw Hyundai's Genesis sedan coming and the dominant luxury manufacturer's have paid the price. As seen in the latest JD Power rankings, where the Hyundai Genesis was rated the highest newly-launched vehicle, Hyundai has taken the auto industry by storm.

Source: Autofans

Now, the brand continues to reinvent itself by taking on the large, luxury sedan segment with the Equus. 001 was on the scene this morning and got some shots revealing the INTERIOR of the new, 7-series fighter.

Click here for more pictures and information.

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Caution: Newly Licensed

What is more dangerous? A teen driver or a nail gun to your head? All things being equal, probably the teen driver. Knowing this, many states have begun to modify their licensing policies accordingly. But, for one mother this is simply not enough.

AOL Autos uncovered a new trend being brought up by Susan Kessler, clearly, an overly protective mom. Kessler’s plan for wild, teen drivers: a magnetic sticker that attaches to the rear of the vehicle with “Caution Newly Licensed,” scrawled upon it.

Uhm, er. Am I the only one seeing the holes in this lame, passive idea?

Apparently so, as Kessler is making her rounds on daytime talk shows with plenty of support. According to AOL Autos, Kessler and the mommy brigade has been able to dole out signs to more than 15,000 people over the course of four years.

Source: AutoSpies

Theoretically, the magnetic signage would provide a “protective bubble,” around the newbie driver. In reality, although I think it is likely that surrounding drivers would observe the caution sign, it would not make any difference if a teen driver were simply a bad driver. Is a sign going to come into play if a distracted teen disobeys a signal or stop sign? No.

Although Kessler means well, it is like trying to put a band-aid over a stab wound. The gash will bleed through.

What we do know is stronger regulation and increasing a driver’s time behind the wheel does decrease the likelihood of an injury, fatality or accident. Taking this into consideration, it is obvious that a static sticker is not going to really aid new drivers. Rather than be submissive, it is time to take a proactive role in licensing.

It is unrealistic to increase age restrictions on newly licensed teens. For instance, if you live in a midwestern state, it is imperative to have an automobile to reach points of interest. But, one method that could be implemented is increasing time constraints with professional instruction. In my great state of New Jersey, the professional instruction period was a paltry eight hours when I received my permit. This is not even remotely enough time for a student driver to garner a “feel,” for a particular car.

Knowing this, professional instruction needs to be risen to a higher level of importance, rather than be looked at as though it is a chore. Also, it is crucial to improve the quality of professional instruction. What do I mean?

There has to be training outside of real-world situations. How is a new driver suppose to react when they are not sure of their vehicle’s true capabilities? Every newly licensed driver should be put through, at minimum, a one-day course that lets students explore the limits of their car on a closed course with professional instruction. Imagine a course that covered high-speed avoidance techniques, hydroplaning and things like 60-0 braking? Then, no one would be unconfident on the road.

By doing so, every driver will become fully aware of what a car is entirely capable of in hairy situations. Once again, this dials up experience behind the wheel. To be quite frank, I am pretty sure plenty of adults require this in-depth training.

The last crucial piece to this puzzle would be to increase the difficulty in the driver licensing exam. The current test is a joke. Although certain aspects, like the parking distance from a stop sign/fire hydrant, has some real-world application there has to be a greater influence on the basic principles of how a vehicle works. Hear me out.

For instance, certain topics like front-wheel drive vehicles and rear-wheel drive vehicles and how they react in varied conditions should be covered. Do many young teen drivers understand the concept of understeer and oversteer? Probably not. But, they should.

When all is said and done, magnetic tags is not going to do much except embarrass your poor child. More than likely, after being teased, the young’n will remove the sticker anyhow. What is the probability you would see your child behind the wheel without it and be able to punish them anyhow? Then, you will be in charge of driving them around as though they were 12 again. Not fun.

So, who’s with me? Let’s teach the children proper driving and please let’s not drop the ball with these half-assed stickers. It’s the easy way out.

rp

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General Motors: Where They Are Going...

Touched down from Michigan late Tuesday night and recouped throughout Wednesday.

Wow, traveling can tire you out!

Check for a post related to General Motors and their future before the week's end.

**Make that Monday (8/17)

rp

REVIEW: Mercedes' C63 Performs White Magic

The sound of a car can tell a lot. Almost like a picture, an exhaust note can say 1,000 words. For instance, when you hear an Aston Martin or Ferrari V12, singing their siren-like harmonies, it is clear they are trying to lure you in to seduce you. Then there are brutes.

Sounding more like a chainsaw on steroids or a boater’s dream, there are not too many cars that classify in this realm. And, rightfully so. Usually these cars have monstrous V8s bulging out of engine bay and enough torque to warrant a visit to the emergency room, simply to remove the silly smile off your face. That is the brilliant thing about performance cars, they are edgy and downright in your face; a proper sports car does not apologize for its behavior. Neither does the subject of this review.

Source: rp

With its blatant overindulgence in guttural, V8 burbles and unique whip cracking finale, the C63 AMG has one of the most radical stock exhaust notes I have heard.

It is as though the 63 met the innocent C-class, took it on a bender and de-flowered it. The brilliant noise provides this C-class with serious character. Previous experience in Mercedes-Benz’s products left me yearning for more as they came off as uninspired and isolated automobiles – the 63 could not be more disparate.

Comparing the AMG to the standard C-class is like comparing apples and oranges. They are not even in the same league, forget about the ballpark. There are a number of improvements on the C63 that speak to the gravity AMG brings to the table.

Source: rp

The most significant change is the wider track, nearly one and a half inches wider in front and a half inch in the rear. This endows the front end with flares so generous it makes DTM race cars jealous.

Ironically though, it is becoming harder to distinguish AMGs from their mediocre counterparts. With the popularity of C-class sport models, bearing similar styling treatments, now the AMG has some subtleness to it. If you debadge the nameplates on the car I am willing to wager that most people will overlook the quad exhaust tips. So, in some respects it is a sleeper. For some reason, this AMG’s styling reminds me of the B5 Audi RS4 with more flare – no pun intended. Perhaps it is the venting, located in the front valence, just beyond the front tires.

Source: rp

Regardless, it is a damn good looking sedan. At first the styling was not appreciated but over time it seems to grow on you. There are two ways to tell if you adore a car: the turnaround or by the continuous infatuation with driving said vehicle. And, every time I locked the Mercedes and walked away, I could not resist turning back to look. It is as though you are betraying the car by letting it sit still.

Source: rp

In the cockpit, AMG has revamped the interior to meet their discerning approval. Besides throwing in some aluminum trim, they have added sport seats, which are easily the most supportive I have ever experienced. Warning: being 6’8, 240 lbs I just made the cut. Any bigger and you will certainly be agitated by the narrow seat. But, if you are on the petit side, the vehicle is equipped with adjustable bolsters. If adjusted tighter, you are not moving far – if at all – while going into a tight corner.

Source: rp

Additionally you will find the thick, flat-bottomed, three-spoke steering wheel. Immediately behind this are the steering wheel mounted, silver paddle shifters for the seven-speed automatic transmission. Adorning the floor are AMG specific carpeted mats and tasteful aluminum pedals. Very attractive add-ons that serve more functional purpose, excluding the floor mats, rather than aesthetics. Overall though, I feel the interior seems to be designed rather American-like.

This is not necessarily a bad thing because older Benz interiors were rife with confusing ergonomics and were overwhelming to be surrounded by. Now, there are larger buttons and easy to understand symbols. Where this German’s interior differentiates from the American interiors is quality. Panels are fitted closely, materials are first rate and over bumps the interior is solid as a rock. My only grievances are the chintzy window switches and the abuse of chrome throughout the interior. Chrome accenting the dash, doors, trim bits, buttons, instrument cluster, cupholders and speaker surrounds is overkill. This was also experienced in the 2010 E-class. Moderation is key.

Source: rp

Although set up in a different way, Mercedes’ navigation interface is reminiscent of Audi’s MMI unit with more refinement. It is easy to use as it is equipped with center stack mounted sectional buttons (Radio, Disc, Navi, Tel, etc.) and an MMI-like circular switch flanked by Back and Clr buttons. The new software manages to flow around the system without lag and calculates/recalculates routes with haste. This is where it beats Audi’s system. No waiting around for eons.

More importantly, the C63 AMG is not meant to be ogled, it is meant to be driven and driven hard. This was apparent as my tester came with nearly no tread on the rear tires, clearly, other journalists had been doing an impressive amount of burnouts. Surprisingly though, the C63 remained planted throughout testing and did not get hairy in rainy conditions.

Under the Gullwing-inspired, “power dome” bonnet lives a 6.3 liter V8 producing 451 horsepower and 443 lb-ft of torque, there is an overabundance of power. I never thought I would say such a thing. Acceleration is brutal and harsh, with passengers becoming pinned in their seats or head slamming into the headrest. With wide open throttle, you plant your foot through the aluminum pedal and hang onto the steering wheel as you feel yourself dramatically pulled back.

Benz claims the 63 can achieve 0-60 in 4.3 seconds but it feels as fast, if not faster, than Cadillac’s CTS-V, which runs up to 60 MPH in 3.9 seconds. But, even more impressive is how quick the AMG can go from 60 to triple digits.

Can you say warp speed? Mind you this was with bald tires.

Source: rp

Mated to this badass V8 is a seven-speed automatic gearbox that can be operated VIA paddle shifters on the steering wheel. Named SPEEDSHIFT, it has three driving modes: “Sport,” “Comfort,” and “Manual.” Each has their own personality. Comfort gives the slowest shifts, and is tuned to provide less revs and gear holding. Sport mode shifts approximately 30 percent faster than Comfort and holds gears for higher revs. However, if you want the most impressive performance, it is wise to engage Manual. Mercedes says this mode shifts 50 percent faster than Comfort. Interestingly enough, to change gears VIA the shifter you have to move it to the left, to downshift, and to the right, to upshift. At first it seems pretty awkward but when you observe the instrumentation it makes total sense.

At the end of my time with the C63, however, I still preferred the traditional up and down actuation seen in many contemporary auto/manuals.

With its widened stance, the updated suspension works wonders through sweeping turns and handles punishing surfaces to the best of its ability. The AMG saloon is outfitted with a three-link front axle and a reengineered multi-link independent rear suspension that dials in more camber. This translates into a very capable cornering fiend that eats turns for breakfast.

Source: rp

Through twisties, the car feels as though it is on rails with manageable traction.

If that is too mundane for you, just push it past the limit and she will gently show you the tail end. Turning on the ESP Sport mode may inhibit your tail wagging at some point but it will definitely keep you out of a tree.

Impressively, the 63 has limited body roll and its suspension drives well in varying conditions. This German is versatile. Unlike Pontiac’s G8 GXP, which felt wooden, the AMG feels nimble and on its toes. Weighing in at nearly 3,650 lbs it is only 11 lbs heavier than a C350 and about 80 pounds lighter than a BMW M3 sedan. It is stiff without going overboard, like the Lexus IS-F that bounces frenetically down the highway. Although some may say it takes bumps on the harsher side, it comes with the territory of a rigid suspension and low profile tires.

Steering wise, the C63 is on the heavier side but not as though the front wheels are dipped in concrete. And, at low speeds it does not become so loose that driver’s lose confidence in the capability of the vehicle. Props goes to Mercedes for creating a steering set up that actually has some road feel. I know, I too was shocked.

Source: rp

At speed the car tracks the road perfectly and its inputs are dead on accurate without feeling as heavy as an elephant. Once again, the car proved it has the capability to maneuver and it is not like a vintage, straight-line performing American V8.

Coming to a stop, there is some serious hardware braking the C63. Vented and drilled, the AMG boasts 14.2 inch rotors up front squeezed by six piston calipers. The rear brakes measure 13 inches and are suppressed by four piston calipers. More or less, when getting on the brakes with gusto, it puts your stomach into your throat. Slightly uncomfortable but totally necessary. I put them to good use while driving on one of New Jersey’s finest roadways and a massive black bear was curious what all the racket was about. Mercedes-Benz C63 AMG brakes 1, black bear 0.

Remember though, all of these shenanigans comes at a price; thirsty drinking. Although the EPA rated the AMG at 12 city and 19 highway, with combined mileage of 15, I achieved just above 14 MPG after a week. Although I drove aggressively, I did put on a decent amount of highway mileage, which I assume dragged the MPG figure upwards. Considering the power driving the AMG, I was somewhat happy with my number.

Source: rp

In the end, giving back the keys to the C63 was a painful handoff. After all we had been through, and my countless turnarounds to look back at the hardcore Benz, it seemed as though it was personified. I have had it easier breaking up with ex-girlfriends, is that wrong? It is quite possible that I had a tinge of withdrawal the day after.

How do I figure that? The AMG is a drug. Every moment I was driving it, there was an immense, pleasure-filled rush and when I was not driving it, I craved three letters: A-M-G.

This is what makes a brilliant car.

I had not spent a week with an Alpine White, cold-skinned automobile. I had spent a week with a robust, powerful character. The formula that MB utilized on creating this car better continue on throughout the next generations of product because it is stellar.

Source: rp

If anyone is looking for a partner in a bank heist, count me in. Although the AMG is competitively priced in the market, it still boasts a $58,075 base price – including destination and a gas guzzler tax. As tested, with the goodies, and you are looking at a price just above $66,000.

At the time of publication, I had still not received the opportunity to drive the BMW M3. When the time comes, I would love to do a showdown. And, it may be a good thing I have not received the chance to drive an M sedan because I cannot imagine driving getting much better than the Mercedes-Benz C63. Keep them coming, boys.

rp

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Blood Red Underdog Doesn't Go Down W/O A Fight -- We Drive The Audi TT-S Roadster

What is better then blasting down the freeway at speed in a brand new Audi TT? The simple answer: a convertible. The long answer: a blood red Audi TT-S Roadster, top down and hair flailing.

In the competitive landscape of teeny, steroid-powered roadsters there is a lot of talent. With BMW’s new Z4, and household names like Mercedes-Benz’s SLK and Porsche’s Boxster, the TT-S needs to be great. Good will not suffice. And, after becoming more acquainted with the 2009 TT-S Roadster, I am not quite sure it surpasses that mark.

Source: rp

There are several arguable aspects about the TT-S that cannot go overlooked. One is the power of it. Yes it produces over 250 horses but is that enough when the latest competition is putting out 300? It boasts a soft top design. In a day and age where hard top convertibles are becoming lighter and are able to remain just as rigid as their coupe siblings, it is a wonder why they continue to ignore the latest trend in auto technology. Finally, as we shall discuss later, the souped up TT does not run cheap.

But, let’s get down to brass tacks.

Source: rp

Starting off with newer sheet metal, the TT was redesigned from its original look that debuted in 1998. It was not a terrible looking car but it was a bit too soft; a bit too wallowy. In a time when the new Volkswagen Beetle was taking the world by storm, the TT bore a similar silhouette. Obviously the TT needed more aggressive design traits to display its sporting intentions without looking as though it came from the laugh factory. And, Audi recognized this.

Now the TT Roadster looks more streamlined rather than a bloated and stumpy coupe. The second generation TT has grown over five inches in length, nearly two inches in the wheelbase and approximately three inches in width. This stretches the exterior side profile and eliminates the original TT’s stout appearance.

Source: rp

More of the exterior details are not so bulbous and round, rather they are a bit edgier. But, something round had to stay and that remains in the muscular fender flares. Top down the car’s rear deck is flatter and does not have the first generation’s significant drop-off at its hind quarters.

With those previous design elements out of the picture, the latest iteration of the TT does not look goofy, like the first generation did, nor does it feel overly feminine. Taking this into consideration, it allows male drivers to operate the Roadster with the top down and without disguises – since there are no more fears of being embarrassed.

Source: rp

Slip into the bolstered sport seat and you will quickly realize how comfortable the driving position is. The driver is confronted with a three-spoke flat-bottomed steering wheel and a closely positioned, large shifter that controls the dual-clutch “S” tronic gearbox. All of the important aspects actually driving the car are positioned nicely and in proximity to the driver; however, the MMI control unit is a bit of a stretch. Due to this extension, it can get distracting to use the MMI interface at first. After becoming more accustomed to its operation, the dash mounted MMI can be used with efficiency.

Although the TT is not a large car by any means, the high beltline creates a relaxed atmosphere that instills a feeling of safety. So, when you turn to your left and quickly observe that you are at the same height of a tractor trailer’s wheel well, you do not really care because it seems safe. I can live with that.

Source: rp

Looking around the cockpit, it is clear that Audi has once again carefully crafted this interior. It’s the little things that stand out.

Source: rp

The contrasting stitch that finds itself along the seats, dash, steering wheel, shifter boot, emergency brake and center console gives the interior a subtle pop. Carpeted floor mats are adorned with similarly colored contrasting piping, once again, adding visual appeal. On top of the aforementioned, there is a tasteful amount of brushed aluminum trim pieces and accents throughout the cabin. And, just in case you forgot what you paid for, there is a plentiful helping of TT-S badges to provide a fresh reminder.

Source: rp

The most recent trademark from the latest crop of Audi’s autos seems to be the scent of Nappa leather. It remains one of the most distinct and strongest odors I have found in an interior.

Ironically, however, Audi did not invest in their stock sound system, which is only good for 140 watts through nine speakers. This means that this is an audiophile’s nightmare. Essentially, the system is on the same level as a tin can with string as a wire. If a proper stereo is a must, look into an upgraded unit.

Although speaking in terms of the vehicle’s hardware, the TT-S is an impressive piece of kit with plenty “S” specific features.

Source: rp

Since we are speaking about a roadster, let’s get this out of the way: the soft-top is fully power operated and takes 12 seconds from start to finish. Conveniently located behind the roll hoops is a power, mesh wind deflector. I had the pleasure of testing it in cold weather, nearly 100 degrees and at varying speeds. The deflector works wonders and makes driving in brisk temperatures, and at triple digit speeds, doable.

Power is supplied by a 2.0 liter, turbocharged motor producing 265-horsepower and 258 lb-ft of torque – mind you this is only 15 horses and 22 lb-ft more than the six cylinder. Equipped with the slick shifting “S” tronic transmission, the TT-S rifles through shifts in .2 seconds. With the added power, and lighter 77 pounds compared to the 3.2 with “S” tronic, Audi claims the TT-S Roadster can sprint to 60 in 5.1 seconds; a half second faster than the comparable 3.2.

This power is not too bad at the fuel pump neither. Throughout testing, the S ended with a combined MPG of 23.

Sour

Punching the accelerator brings about a brief period of nothingness then BLAM-O! the RPMs zip to the redline. Yeah, so there is a bit of turbo lag. What IS amazing about the TT-S is how quick it feels off the line. Thanks to the dual-clutch transmission, which shifts nearly seamlessly, the motor’s limited power comes out in a big way. It is so quick that it almost seems a bit video-gamey with the paddle shifters.

The sound from the turbocharged four cylinder is not going to knock your socks off initially but with due time there is a certain tone between 2800 and 3200 RPMs that becomes endearing. What IS addicting is the sound emitted from the quad-tipped exhaust during upshifts. And, to be quite honest I cannot describe it. Listen here.

Source: rp

Keeping the wheels spinning efficiently is Audi’s legendary Quattro all-wheel drive system. But, for this particular model it has been tweaked in order to respond faster. In addition, the suspension is model specific and has been lowered 10mm in order to lower the vehicle’s center of gravity. Unfortunately, over speed bumps and extremely harsh pavement, there is a noticeable cowl shake.

The magnetic setting is simply the best I have yet to test. While most vehicle’s magnetic suspensions turn the cars into rock hard bricks, this system managed to keep it dialed down just enough to tackle the rough streets without eroding the cartilage between your joints.

To know you spent the extra coin on an S variant and not take it through the corners is a mortal sin. Carving up the back roads is this car’s strong suit. Body roll is kept in line and the magnetic suspension ensures the TT-S is planted to the road. Quattro maintains traction except at the very limit where I encountered some understeer.

Source: rp

Although the Roadster weighs in at nearly 3,400 pounds, it feels much more nimble due to Audi’s Servotronic steering. At low speeds it has some of the lightest steering I have felt on a test car, which I cannot say is appreciated. Literally, it is capable of being “flicked,” into a turn with one strong finger. At higher speeds, it puts on weight and remains stable but it is still on the lighter side

Coming to a stop, the TT-S has ample braking power. Set up with 13.4 inch rotors up front and 12.2 inchers in the rear, braking manages to be ample. Pedal feel is not mushy nor too “bite happy,” so, deceleration can be smoothly modulated.

After spending a week with the TT-S Roadster, it is apparent that it is a formidable competitor. Screw the hard tops. Although they benefit from a quieter cabin and will age better as opposed to a cloth top, there is something about a rag top that is charming. Audi says that the reason behind this design was to save on weight and lower the vehicle’s center of gravity. I applaud the brand for sticking to their guns.

Plus, the TT-S would most likely have little to no trunk space. With the soft top, it manages to actually have decent trunk space albeit it is relatively shallow.

There is a lot to like about the TT-S. Then, there is the price: $55,075 as tested for the Premium Plus model. For a 2.0 liter, blown motor that is a lot of coin but armed with Quattro and skirting around nearly as quick as the Porsche Boxster S, I believe it remains a competitive offering.

If only they could get rid of the Servotronic. I mean, how can Audi keep a soft top then equip it with that steering technology; it is an oxymoron to some extent. Give me the R8's heavy and determined steering.

Source: rp

Oh, and by the way. Make sure to apply sunscreen. Do not make the same mistake I did.

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rp