Automotive Times

REVIEW: 2009 VW Jetta TDI, Fighting Off The Hybrids...

2009-10-01T07:23:00.013-04:00

After years of undue madness, gluttony and ever-increasing vehicle size, it appears that the automotive industry has finally corrected itself. It is like the stock market; what goes up, must come down. In this case, what becomes bloated, must become efficient.

This year more manufacturers than ever are trying to trim their miles per gallon. Some have decided to introduce different alternative energy systems onto existing models, while others are working on entirely new platforms. Regardless, it boils down to who can get the job done and provide the most creative solutions to this simple problem.

Once that process has been bypassed, there is yet another roadblock: what alt. energy powertrain should be used -- diesel or electric? This is where plenty of manufacturer's are torn.

The Germans seem to have stuck to diesel motors -- although it seems a couple brands may be encountering a paradigm shift (2010 Mercedes-Benz S-Class Hybrid, BMW X6 ActiveHybrid). Japanese manufacturers have not turned back since the roll-outs of the Honda Insight and Toyota Prius. And the Italians? Well, they are still wondering when their espresso will be ready.

Source: CarandDriver

Having driven numerous hybrids and diesels, it continuously rings true: if you want more driver involvement, a diesel is your best choice.

With that said, I was able to get my hands on the Volkswagen Jetta TDI. What makes this particular vehicle stand out from the crowd of similarly priced hybrid autos is that it is subtle. Hybrids have a tendency to look very "out there" with fierce "look at me," styling. The Jetta TDI could not be any more of a polar opposite. If you are looking to impress the Joneses by saving the world, this is not the vehicle to have.

But if you are looking for something that is handsome, yet does not attract too much attention, continue reading.

Looking at the exterior of the Jetta TDI, it is likely you will not be able to tell the difference from the regular Jetta. The only genuine differences I spot is in the model badging and the exhaust. Other than that, you are looking at your run-of-the-mill Jetta.

That being said, the entry-level veedub four-door sedan has always been a safe bet, styling wise. Although the current generation took a lot of flack from VW loyalists because they thought its rear looked a bit too "Corolla-ish," it has aged well and the updated, darkened taillights improve the looks. Hint: what VW really has to do, is import U.S. models with LED taillights. Then forums would not be so jam-packed with "Where can I get LED tails" threads.

Source: Volkswagen of America

If you thought the exterior differences were slim, wait until you get a peek inside.

Get a look, albeit, there is not much to look at. Besides the revised gauge cluster to correspond with the diesel motor, I did not spot anything unique to the TDI. Equipped with the usual Jetta interior, there are amply bolstered leatherette front seats, leather-trimmed steering wheel, shifter and emergency brake, and class-leading soft-touch plastics covering the dash, doors and center console. Fit and finish was adequate, although I found certain interior door grabs felt rather cheap and loose.

What is a tremendous plus, is the new navigation unit that has found its way into the Jetta. Although it is a DVD-based unit, the touch-screen system operates relatively smooth. To my surprise, it actually worked better than the Passat CC's that I tested several months ago. There was less lag and inputs were executed speedily. Now I must ponder why Audi uses MMI, which at first is a bit overwhelming and has a learning curve, compared to this simple and straight-forward navigation unit.

Had you been expecting an exclusive TDI interior, we are sorry to break your heart. But, the differences are apparent where they matter most, for instance, in the engine bay.

Propelling the front wheels of the TDI is a 2.0 liter four-cylinder motor. It is not the kind of diesel that is uber refined; it makes some chatter and is louder than a conventional gasoline engine. However, there is something incredibly gratifying about cruising in top gear with that deep rumble resonating throughout the cabin. It reminds me of a diesel locomotive when its motors go full tilt.

With 140-horsepower and 236 lb-ft of torque there is enough power to get the car rolling, but the key player is not the motor's power; it is the transmission.

Source: Canada.com

Coupled with the engine is a six-speed DSG gearbox. This pairing makes acceleration times pass by with more haste and ensures that metropolitan merging can be executed without fear or delay.

Off the line lag is a huge problem with hybrid vehicles because it takes a second for the electric motor to switch back to its gasoline partner. A second or two can make a difference when we are talking about avoiding an accident or launching a car from a dead stop.

Although the transmission does have a sour point: the software for the tranny has been programmed so that it drops the car into first gear when at a stop, the problem is upon re-launching the car; it is a bit jerky. When in bumper-to-bumper traffic it can be downright annoying. Imagine a manual transmission in first gear being driven by a novice driver. This is unusual for DSG, which in previous experience, has worked as smooth as silk.

Source: Volkswagen of America

Thankfully, this is balanced out by the Jetta's surprisingly good handling characteristics. Even though the TDI is a front-wheel drive vehicle, it manages to keep torque steer at bay and corner with more precision than I expected. Essentially, it is exactly what you would expect from a Jetta, but with a different sound, more pull and better MPG.

Speaking of which, let's get to the numbers. Like a conventional gasoline motor, the diesel achieved better mileage while cruising at highway speeds and suffered while crawling in city traffic. At highway speed it got as high as 42 MPG but quickly about-faced and dropped like a rock down to 28 MPG in New York City grid-lock.

During my week of testing this came out to a combined MPG of 34 MPG real-world. Most of this driving included suburban roads and strayed from city traffic.

So, what does this really mean for the Jetta TDI? Simple. It cannot exactly compete with the MPG of today's top hybrids, the Prius and Insight, but it does offers something that they do not: A thrilling driving experience.

The Jetta can get up to speed quicker, corner better and although its interior is somewhat bland, the quality of the materials is class-leading.

Source: Volkswagen of America

It is clear that I am not the only one thinking this way. Sales of the Jetta TDI models have been helping Volkswagen out tremendously in these tumultuous times. With diesel prices beginning to undercut gasoline, it definitely makes a stronger case to get behind the wheel of a diesel. Last year when diesel prices were inflated beyond reasonable levels, it was easy to see that even if you had gone the extra mile and purchased a diesel, it was fruitless due to price gouging.

Keep an eye out for the 2010 Golf, which will be offered in TDI form from approximately $22,000 to $24,000 depending on transmission type and doors.

Now with a lower introduction price and another option to choose from, it looks as though diesel will propel VW into a bright short-term future.

~nz

rp

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Hummer Owners Have Got It All Wrong

2009-10-01T06:44:00.005-04:00

Source: Hummer

For an auto enthusiast, these days have not been easy. Fluctuating gas prices, which have been high and low, stricter emmission regulations, the "Green" movement and technology softening cars all make up the list. With that said, it seems that there has been an assault on sport utilty vehicles. After years of admiration for the hefty haulers, it seems the Green push has squelched the lovefest.

But according to Hummer owners, you would be surprised to hear otherwise. As a matter in fact, Humvee drivers are smitten with their sport utilities and they have an interesting reason as to why...

Click here to read more.

rp

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2011 BMW M5 Information Leak, Turbo V8 On The Way

2009-09-30T09:49:00.003-04:00

The car that started it all is due up for a refresh, and we have the most up-to-date information on it. Thanks to Edmunds, information from a company "insider" has leaked on one of the most iconic vehicles within the past two decades.

Source: M5board.com

Since its incarnation, the BMW M5 was meant to stand apart from the crowd. It is solely responsible for starting the sport sedan revolution. By combining an exciting powertrain and solid handling characteristics, in a practical sedan setup, made the car likable with families and enthusiasts alike. As an M car, its duty is to set the benchmark in its class. With this in mind, BMW may be upping the ante for the fifth generation, which is rumored to include Formula 1 technology....

Click here to read more.

rp

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2008 World Car Of The Year Coming To U.S.: Mazda2 Arrives In 2010

2009-09-30T09:44:00.004-04:00

Looking for something cheap, fun and spunky? Mazda may have the answer to your petit lust. Finally, the zoom-zoom brand has responded to their dealer's desires and will be bringing the Mazda2 to American soil.

Source: carmagazine.co.uk

Late last week in a meeting with the company's top dealers, Jim O'Sullivan, Mazda's CEO, announced that after much waiting, the 2 will be making an appearance in U.S. showrooms in late 2010...

Click here to read more.

rp

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IMPA Test Days 2009: Part 1, Road Test Day

2009-09-25T20:27:00.009-04:00

Source: rp

Unfortunately it appears that as we spiral down a road of technological improvements, we become more inclined towards instant gratification. With e-mail, instant message, texting and now twitter, we hardly have to wait anymore. When we do, it creates frustration, anger and an unsettled persona. In psychology, this is called "expectation theory."

I am willing to wager that if a study was conducted that looked into the mood swings of an individual who was told "no," thereby ignoring their wants for instant gratification, they would go from normal to irritated rather quickly. You hear that, ivy-leaguers? Get cracking on that study.

In the information age, time is being fractionalized into tenths and hundredths of a second. Hell, I cannot even wait the 30 seconds for the elevator to get to the ground floor when I press the button.

Source: rp

Thankfully, in the auto industry there is an organization -- the International Motor Press Association -- that holds a bi-annual event appropriately named Test Days. Essentially, the gist is to allow professionals in the industry and members of the organization to have the opportunity to test drive new models that have recently launched. Although it would be pretty hard to review a vehicle you drove for only 20 minutes, give or take, it is nice instant gratification.

With a plethora of analogies out there, I find the stripper one fits best here. Imagine: you are presented with a bevy of the most beautiful women and you get to have your allotted time with them, albeit a short period, and at the end of the night you're left with nothing but an empty wallet and dreams.

Source: rp

Here it is in automotive form: industry professionals are presented with the latest and greatest, you get a short spin on the road and on the track, then you go home keyless and with a heavy heart. Later on, wondering when you will be able to land another rendezvous.

The first day consisted of road tests. And the beauts were scattered around like aces at a poker tournament. Some notables:

BMW X5/6 M
Audi S5 Convertible
Aston Martin DBS
Nissan 370Z Roadster
MB S400 Hybrid
MINI JCW
Shelby GT500

Stay tuned for part two, which was IMPA's track day @ Pocono Raceway

For more than 100 photos of Day 1, check out my post on AutoSpies.

Source: rp

~nz

rp

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SPIED: Pre-production Audi Mule In Colorado

2009-09-24T12:50:00.005-04:00

Ah, I love the smell of new Audi's in the morning. Look at what we just got in. A "spy" photo of what appears to be a pre-production Audi mule running around. But what is it?

At first glance, it looks like a current A6 with wider fender flares. But, is there more to it than just some fender flares? We happen to think so.

Source: Fast Lane Daily

There are several options: a current generation RS6 mule, a next generation A6 or a next generation RS4.

Click here to read/see more...

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Edo Creates FXX-clone For The Street

2009-09-23T10:26:00.002-04:00

Since Ferrari needed to test future technology, to be implemented on upcoming models, the FXX was born. It was one serious piece of kit, too. Sounding nearly identical to an Formula one car, it was designed with only one focus in mind; performance. Herein lies the problem: Ferrari only built 29 and made one more for the Ferrari god, Michael Schumacher.

Source: Motor Authority

So, this got Edo Competition thinking and they went to work on tuning the regular-spec Enzo. The result is staggering: a 6.3 liter V12 producing 840-horsepower and 575 lb-ft of torque. And to get a little more "oomph," Edo says that without mufflers the Enzo XX Evolution should be able to make over 860-horsepower.

In addition, other engine components were modified. This includes: new camshafts, new titanium valve spring retainers and connecting rods, modified cylinder heads, new high-performance exhaust headers, high-flow catalytic converters, mufflers and air filters, and new solid tappets that allow the monstrous engine's revs to climb up the ladder to an unreal 9,600 RPMs.

Read more here...

rp

August Sales Data A Fluke: One Year Later

2009-09-09T18:23:00.007-04:00

One year ago, annualized auto sales data, SAAR, seemed hopeful going into September. Then, all hell broke loose. Sales continued to crater, the auto manufacturer’s outlook became bleak and sure enough the bankruptcies came.

I hate to say “I told you so,” but I did.

With a disaster on its hands, the current administration stepped up to the plate to offer an incentive program, similar to Germany’s, in order to boost the auto sector. Thankfully, it worked.

Now it appears that many are excited that the Cars for Clunkers program has done so well in the U.S., but they are forgetting last year’s “August rush.” This was one of the precursors to last September and October follies.

Source: Usingmyhead.com

For the past six months it has been eventful to watch the annualized sales index hover in between nine to 10 million. Thanks to the Clunker program, there was a last-minute boost in July sales and we have seen August rake in some serious gains.

July stepped up from those ghastly numbers and raised the SAAR to approximately 11.2 million, while August saw a significant jump to just over 14.5 million.

Here is the problem: these numbers are distorted and although the market seems to have an idea that there is a bit of inflation due to the incentive program, there is not a real sense of where the numbers will land. However, some analysts have made approximations.

In a BNET-syndicated Reuters article, Barclays analyst Brian Johnson checked in:

"We expect sales for the remainder of the year to fall well below August results, but believe momentum from the program as well as the stabilization in the economy and improvement in consumer confidence could boost sales above the 9.5 million average seen in the first half," Johnson said.

Source: Flickr

Another point to consider is that now that the CARS program is over and soon-to-be housing incentives will cease shortly, there could be a “veil” protecting the U.S. economy for the short-term. Once the effect from the programs wear off, could the economy begin to slip again?

After all, it does not appear that employers are adding jobs.

According to the latest from Challenger, Gray & Christmas, the leading outplacement consulting firm, although August showed the second lowest levels of job cuts for the year, it does not mean that the economy is out of the woods yet.

John Challenger, the chief executive officer of Challenger, Gray & Christmas, said in a recent press release, “The next four months will be very telling about the state of the job market. The final four months of the year are typically among the heaviest for downsizing.”

Challenger further insists that this does not necessarily mean 2010 will begin with robust hiring. If anything, it could make employers more cautious with their candidates. Essentially, the king of job cuts is hinting that we could have a slow recovery.

Taking these factors into consideration, it appears that we will see the SAAR data return to the 10 – 11 million range. Unfortunately, the economy is not strong enough to carry auto sales any higher, and without an incentive program, new car sales are going to remain hit relatively hard.

~nz

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Audi's A3 TDI Pricing Announced, Undercuts Lexus HS250h By More Than $4k

2009-09-04T12:36:00.004-04:00

Today, Audi of America announced pricing for the latest diesel variant to make its way from the other side of the pond. The 2010 Audi A3 will slot in at just under $30,000.

Source: about.com

With many assuming the major competition will be Lexus' HS250h, it seems that Audi has made the right move by pricing in well below the competition. With an EPA estimated 30/42 city/highway MPG, the A3 makes the comparison versus a HS that much harder; considering an HS can achieve 35/34 city/highway. Oh, decisions decisions.

Knowing this information, is the HS doomed? Or, would you still consider taking one home?

Click here to view the full press release and weigh in...

rp

FIRST Impression: New Jaguar R's Diagnosis, Multiple Personality Disorder

2009-09-04T03:41:00.018-04:00

There is something about a big cat that is captivating and absolutely terrifying. Perhaps it is because it seems personable and as though it would not hurt a fly. But, in due time and if the moment is right, the feline will show its true self.

Once you turn your back, its instincts can be unleashed in the blink of an eye.

Source: rp

It is this cunning subtlety that makes these creatures unpredictable. One minute you are playing with pillow soft snowball and the next it is clawing your eyes out mercilessly like a saber tooth tiger.

The same can be said for the new R versions coming out of the big cat brand, Jaguar. There is something magical about the two-faced genetics that make up the new R variants. One moment the XFR is cruising down a meandering path, quiet and taking bumps as though it is on a cloud. The next, its monster 5.0 liter, V8 powerplant is snorting 510-horsepower and tires are chirping from 461 lb-ft of torque.

Source: rp

What makes the new R’s special is that they have accomplished a nearly impossible goal; having multiple personalities. This is where so many others have failed, miserably. An example is the sport saloon Lexus IS-F whose suspension is so taut that it bounces like a Mexican Jumping Bean across a freeway.

Another is a small SUV that tries too hard to be a car. The BMW X3 rides over small crevices with no forgiveness; this reminds you to put its good handling to work by dodging all of the road’s imperfections.

This is how the XKR and XFR outshine the competition. It provides a soft ride – like you would expect from a Jaguar – on rough pavement and isolates the cabin from harshness, yet if you want to get on the track and beat the hell out of it you can. This is unlike a normal Jaguar, which were very common among those stuck-up, rigid types.

It is like putting some Tabasco sauce on your filet mignon. It’s an effective way to spice up a classic cut that has already proven its worth.

Source: rp

After a brief spin, to me the steering is uncomfortably light on both the XKR and XFR; however, it is direct. Think: Mitsubishi Evo-ish. Personally, I would prefer heavier steering as it provides more confidence in the switchbacks. Although this may make the XFR a bit too soft for some drivers on the track, it is not meant to be a Lotus Exige and you have to remind yourself of that. It is a practical five person saloon with a heavier design influence on an extremely comfortable ride.

But, when you are cutting through the corners with limited body roll and hitting triple-digit speeds on the straight that fact may be forgotten.

Taking this into consideration, I would suggest acquiring five track helmets. You know, in case the family wants to go to the track to do a lap. Imagine that, a family drifting through an apex at 100 MPH. Sounds like it would bring any family closer together.

With the new XF and the upcoming XJ, it seems as though the big cat has circled back to the fountain of youth. With some liveliness being pumped into the brand’s image and its motors, this is the most alive the British brand has been in years.

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Pininfarina Brings Sexy Back To Maranello, The 458 Italia: New Shots

2009-09-02T22:38:00.016-04:00

Late last week, new photos of Ferrari’s latest mid-engined sex machine hit the web. Now there is a clearer picture, no pun intended, of what the 458 looks like.

Let us take a closer look at the latest from Maranello. As Ferrari’s F430 becomes outdated, with similar styling to the F360 Modena, there was only one way to go with the all-new 458; where Pininfarina had never gone before.

Source: Car and Driver

With a front-end that cannot be compared to any red-head from the past, the 458 Italia is a totally unique Ferrari. The only aspect that can be traced back appears to be the silhouette, which is reminiscent of a 246 Dino with an increased derriere. And, without fail, Ferrari has once again overloaded the 458 with plenty of technology.

The wildest things implemented into the design include: two front air scoops that deform as speed increases to add downforce, as well as the now customary flat underbody in order to aid air flow. The remainder of the design has been designed solely with aerodynamics in mind.

Source: Car and Driver

Analyzing the design of the 458, there are clearly elements of the 360/430 front fenders and A-pillar. Furthermore, the upward sweeping shoulderline combined with the thick rear-end and exposed taillights, gives way to an Enzo-like side profile. Walking around the back of the car, it is noticeable that Pininfarina has implemented a triple exhaust. This design has not been seen since the Ferrari F40 and it seems to work without looking tacky.

One element that seems to be disconcerting is the headlights. They look rather insect-ish. The very tiny Xenons, that have stacked LEDs trailing upwards, seem to give off a Lotus vibe. Although I can appreciate a new design direction for any brand, this particular execution does not strike my fancy. However, the two intakes near the headlights are an ingenious addition. They are included into the design without looking too snout-ish. Well done, Pininfarina.

Source: Car and Driver

Getting more acquainted with the cockpit, it seems to be the most driver-oriented vehicle I have seen to date. And, get this: there are no wiper or turn signal stalks. All of the traditional functions one would expect on the stalks have been relocated to the steering wheel. This may take some getting used to but the set-up seems to be pretty nifty from the pictures.

To the left and right of the steering wheel are more areas that can be controlled as needed. On the right: Bluetooth, rearward camera controls and speedometer. On the left: inputs for the left-hand TFT screen and other on-board computer purposes.

Source: Car and Driver

Elsewhere, the interior is very businesslike. Aluminum accents the dash and center console, there are deeply bolstered seats and a flat-bottomed, three-spoke steering wheel. From the latest pictures, there is not anything that stands out negatively.

At the end of the day, it must be remembered that these are merely pictures. What it will appear like in the flesh is more important. By the sounds of it, I do not think it will disappoint. I mean, how can you hate a mini Enzo/246 Dino with 570 screaming horsepower?

Source: Car and Driver

With any luck, the 458’s ride height will stay similar to the studio shots – slammed!

Likely the 458 will sell out its first year’s allocation within weeks, as that is the Ferrari way. People will buy into Scuderia no matter how good or bad it looks – case in point, the new Ferrari California.

The main question remains: is this what the brand is about?

Regarding the 458, I can say a resounding “Yes!” Welcome the new era of curvaceous and sexual Ferrari designs with arms wide open.

~nz

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Is The 2010 Honda Crosstour A Disaster In The Making?

2009-09-02T22:29:00.005-04:00

Finally, now that it is September, we have received a look at Honda’s latest and greatest – but I am not sure it is the latter. Yesterday, Honda’s all-new Accord Crosstour made an appearance, and the more I look at it, I wonder if it is a flop in the making.

Taking it from the top, the car is based on the Accord. Although it is a perennial favorite amongst many, the Accord is not a particularly striking vehicle. If it were my money, I would rather invest in a Civic sedan and squeeze a little tighter. Now this Crosstour-jobby is aiming to compete in the growing and competitive crossover area.

Source: HondaNews

In a press release issued yesterday, Erik Berkman, vice president of American Honda Motor Co., Inc. said "Our concept is to broaden the appeal of the Accord line-up by leveraging traditional Accord strengths of fun-to-drive performance and handling while also adapting to dramatic shifts in the light truck marketplace.”

The reasoning behind the Accord Crosstour makes a lot of sense, in fact, it is brilliant. With Subaru’s Forrester absolutely killing its target market, with a 76 percent increase year-over-year in August 2009, it seems sensible to try to get a piece of their market share. Yet the main problem that can be foreseen, lies within Honda’s styling.

Looking at the latest imagery shown yesterday, it appears rather unsightly. An angular front clip and enormous grille seem to take over the front of the vehicle’s overall design. As the design transcends backwards, it seems to become more curvaceous and free-flowing – thus creating a clash that has not been seen since the Greeks and the Turks.

Source: HondaNews

Even Acura’s ZDX looks better than this. Beak and all.

The reason is that Acura kept the theme similar throughout the entire design. The Crosstour looks as though two separate teams worked on the front and rear of the design.

Hopefully its interior and powerplant choices can make up for the exterior’s faults. If not, I am sure that there are some Honda loyalists that will step up to the plate and pick up one of these “hunchbacks,” as I saw someone nickname it.

I mean, they do sell the Element and Ridgeline, right?

The saving grace for this vehicle will be how much utility it has. People will buy nearly anything, as long as it has a significant amount of utility. Case in point: Scion xB. However, with a sloping roofline, it does not appear as though it will have a cavernous rear hatch. Granted, the studio photos are not exactly providing the best angles for judgment.

Stay tuned for more details on the Accord Crosstour.

~nz

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

2009-08-29T13:37:00.021-04:00

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

2009-08-26T17:30:00.005-04:00

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.

rp

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

2009-08-25T02:52:00.007-04:00

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.

rp

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Why Mercedes-Benz Needs An E63 Coupe...

2009-08-24T16:38:00.009-04:00

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?

2009-08-18T22:33:00.014-04:00

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

2009-08-17T13:51:00.006-04:00

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.

rp

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

2009-08-17T13:42:00.005-04:00

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.

rp

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Bentley Reveals Its Latest & Greatest Flagship, The 2010 Mulsanne

2009-08-17T13:27:00.005-04:00

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.

rp

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

2009-08-17T13:21:00.003-04:00

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.

rp

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Caution: Newly Licensed

2009-08-14T14:38:00.007-04:00

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...

2009-08-13T01:49:00.004-04:00

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

2009-08-13T00:00:00.019-04:00

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

2009-08-06T15:24:00.029-04:00

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 her e.

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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Diesel's Days Aren't Doomed, Just Bring Cheaper Versions!

2009-08-03T14:28:00.009-04:00

Inspired by a recent MarketWatch article, I could not help but weigh in on this topic. Diesel has come a long way and it is time it has received its recognition. And slowly but surely it is starting to make headway in terms of sales. What is the saying? Slow and steady wins the race?

Anyone keeping up to date in advances in alternative energy vehicles should have read at least once by now that diesel has made tremendous advancements. No longer is it plagued by the past's debilitating issues and it does not emit that horrendous cloud of thick, black smoke. How do I know?

Source: rp

Last year, Audi brought me along on the Audi Mileage Marathon and the experience proved to me that diesel is going to give hybrids and electric vehicles a damn good run for their money.

((For more coverage on the Audi Mileage Marathon, click here and here.))

Although the Americans seem to be straying away from diesel technology, with the introduction of hybrids and electric autos, it will be interesting to see if there is a backlash when hybrid and electrics batteries need to be replaced. You do not actually think that will be cheap, do you? The only article I could find of significance, albeit slightly outdated, was this piece from HybridCars.

But, enough hybrid bashing. When all is said and done, they turn out to be decent cars that have been geeked out. All of the hybrids I have driven lack that sensational, fun factor. This is where diesel has its competitive advantage; it is a blast to drive a diesel.

Sure it does not have the same sound as an inline six-cylinder, but, not many cars do. As a matter in fact, I happen to enjoy the rugged sound usually accompanied by a loud turbo whistle.

What it comes down to is that manufacturers have to start building cheaper diesel options. We see Audi producing the Q7 TDI and BMW showing off its 335d and X5 diesel but those come in above that $40,000 mark. Volkswagen, on the other hand, is seeing tremendous success with its cheaper TDI's.

According to MarketWatch, TDI's accounted for 26 percent of Volkswagen's June sales -- led by the Jetta Sportwagen. In addition to this, VW's TDIs had another record setting month for July.

Knowing this, I think the Americans missed out here. Instead of spending countless dollars to produce a $40,000 + Volt -- that will likely be compromised due to tighter costs -- imagine they produced their European diesel motors stateside and started putting them in their entry-level vehicles. Just food for thought.

As we see in Volkswagen's gameplan, diesels are keeping its sales afloat right now. As of today, VW announced their July sales were up .7 percent year over year. It is not much, but it is something. In this tepid environment, something is MUCH better than nothing.

Source: Audi of America

Audi has seen the light and is finally bringing the A3 TDI across the pond. According to Audi's Product and Midwest Communications Manager, Christian Bokich, the A3 TDI will hit showrooms early this December. Although EPA numbers place it at 30/42 city/highway, I saw first hand on the Audi Mileage Marathon that it is capable of 50 + MPG given the right driver and conditions.

Source: rp

Remember, Lexus' HS250h had trouble getting into the 30s while I was behind the wheel.

Now will BMW retort with a 1-series diesel or will Mercedes-Benz strike back with a C-class BlueTec? Does not appear so as there has been no updates on the subject matter.

With diesel competition starting to heat up, the fight for market share between hybrids is going to get fierce. Mind you that gas prices have remained under three bucks recently -- thankfully -- and that is keeping buyers interested in gasoline motors. If gas prices shoot up, we could see a paradigm shift as we did last year.

Currently, diesel prices have deflated from their premiums and are hovering around regular gasoline prices. It could get cheaper if the boys in D.C. reevalute the Federal tax on diesel fuel. A brilliant point the MarketWatch piece brings up is that in Europe diesel fuel receives a tax break.

Uh, are we behind the times or what? No wonder our automotive industry is in shambles.

rp

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Yes, I Have Taken The Plunge...

2009-07-29T21:20:00.002-04:00

I have joined the cult that goes by the name Twitter.

Follow along at: twitter.com/rposluszny.

rp

REVIEW: Pontiac's Swan Song, The G8 GXP

2009-07-29T19:42:00.015-04:00

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.

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

2009-07-27T14:15:00.017-04:00

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.

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

2009-07-21T20:40:00.021-04:00

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.

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

2009-07-13T23:12:00.004-04:00

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?

2009-07-08T16:26:00.013-04:00

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?

Bringing Back The Dead: Plymouth Road Runner Concept

2009-07-07T11:10:00.005-04:00

“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

2009-07-06T12:47:00.004-04:00

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.

REVIEW: VW Passat CC VR6 4Motion

2009-06-30T11:24:00.014-04:00

Four doors. Coupe. What do the two have in common? Apparently, a lot. What was once thought to be separate identities has now become one, thus the birth of the four door coupe. But I still do not understand how it is possible for a four door sedan to be called a “coupe.” So, I did what any rational first grader would do; consult the dictionary.

According to Merriam-Webster, a “coupe” is either “a four-wheeled closed horse-drawn carriage for two persons inside with an outside seat for the driver in front.” Or, “a 2-door automobile often seating only two persons; also: one with a tight-spaced rear seat.”

Source: rp

I see the keyword being two doors but Mercedes-Benz saw it differently with their marketing blitz of the CLS, which touted its likeness to classic, Mercedes coupes. It appeared to be a stretched E-class with a sloping roofline and a graceful rear-end. In my eyes, it was merely a mash-up of an E-class and CL, but, it had some funky headlights.

Coupe or sedan, it did not matter because it was damn good looking.

Previous four door coupes like Mazda’s RX-8 and the Saturn Ion featured shady rear doors that were reminiscent of those long, unsophisticated Ford E350’s. Not cool. The CLS was different and brought sexy back.

This translated into sales rocketing forward and a new niche becoming born. Instinctively, other auto builders joined up by sketching out ideas and concepts, which soon made their appearance at auto shows.

Source: rp

Bringing us neatly to the Volkswagen Passat CC.

Volkswagen’s CC is a triumph of styling pleasure. From the graceful, sloping roofline to the two-tone interior, it is a car that I can liken to a svelte supermodel. And, its more conservative details make this a better looking car than a Mercedes CLS.

Not that it matters because to the untrained eye people mistake this for the CLS, although it proudly wears its VW badges.

Source: rp

Every line is executed perfectly as though it is flowing from the front fascia to the rear quarters. Easily the most interesting line on the car happens to be on the top of the rear windscreen, which arches in an elegant manner – reminiscent of a Mercedes CL windscreen that has been translated in a more conservative fashion.

There are only two aspects of the car’s exterior that are bothersome.

Source: rp

First, are the unnecessarily large, wraparound taillights. I think the rear could have been capped off with a more conservative integration with flush LEDs a la the current Passat.

Secondly, the unfinished rear tailpipes. Not chrome or brushed aluminum? Shouldn’t a car of this caliper have this standard rather than shell out another $150 on top of $42,630 as observed on our test car?

Source: rp

Ironically, the interior of the CC boasts an extreme attention to detail. Look around the interior and it feels as though you are in a hip and trendy espresso bar. Brushed aluminum surrounds the cabin with fine, aluminum details in-between the door grabs. At the top of the bolstered sport seats is a gap that is bridged with a tiny piece of Alcantara. Since this is a “coupe,” there is seating for two in the rear but this suave Passat has bolsters in the rear seats providing more a bucket seat feel. In addition to all of this, there is a contrasting stitch that provides a subtle pop to the interior that makes Marc Jacobs envious.

Source: rp

Rest assured, although there is aluminum and a trendy café feel, it is warm and inviting. Light splashes in from the panoramic sunroof and a high beltline makes a driver feel as though they are in a cockpit.

Fit and finish is exceptional with tight panel gaps and no rattles over rough terrain. This is a substantial change from my 2004 Touareg, which had panel gaps as wide as the Atlantic Ocean and had several rattles throughout the cabin.

Source: About.com

On the technology front, Volkswagen has finally stepped up to the plate with a proper navigation system. After years of poorly developed systems, the firm has chosen to utilize a 32 gigabyte hard-drive based, touch screen unit with what VW calls a Media Device Interface. So, if you change the climate control to flow differently it pops up on the navigation screen and makes sure you are aware of it. Also integrated into this unit is the vehicle’s rear view camera.

Using the new unit is remarkably easy albeit accompanied with slight lag when you overload it with inputs. Besides confusing the Garden State Parkway’s direction on the final night I was testing, it performed well with timely route calculations and recalculations.

Source: Motorreport.com.au

So, now that we know it is a well built car accompanied by jaw dropping looks, let’s drive it.

CC’s can be equipped with either a four-banger 2.0T or the Van Wilder of engines, the infamous VR6 that now has been upped to 3.6 liters. The turbo is good for 200-horsepower and 207 lb-ft of torque while the inline six is rated at 280-horsepower and 265 lb-ft of torque. But the VR6 is lacking in one element; sound. It does not have that prominent burble as heard in the early Touaregs and R32’s. Rather it sounds anemic and at low speeds a whiny transmission overtakes all of the motor’s pleasantries.

And this power does not mean you get a paltry MPG. With a solid mix of highway and city driving, I ended up with nearly 19 MPG at the end of one week with the CC.

Source: rp

Shifting gears in the über sex machine is a six-speed tiptronic automatic. Although the six cylinders have some grunt, it is unfortunate the VR6 is not available with a dual-clutch or traditional manual gearbox. Most likely these other transmission options would have improved the quick, but not fast, 0-60 MPH time of 6.2 – as claimed by VW. Shift times have improved over previous tiptronic generations and are acceptable, but remain no match for a DSG transmission at the end of the day.

Regardless, the CC is deceptively quick due its suppressed road noise and luxuriously tuned suspension that isolates you from the road’s craters. I had the pleasure of figuring this out while doubling a neighboring village’s speed limit and getting pinched.

The car’s ride is smooth as glass and when you get caught in one of New York City’s clusters of potholes you will soon find yourself drifting over the potholes and not taking lumps on the top of your head. Surprisingly, although the suspension has been tuned to take bumps, it does not float or wobble on the highway at speed. It remains relatively taut and confidence inspiring.

The more time on the highway I spent with the CC the clearer it became it is a very good grand touring car. But, how would it do in the curves? After taking it through some twisties, it was also obvious it is not a sports car. Weighing in at 3,854 pounds, the car is not a lightweight and you feel it through the corners. Heavy body roll is apparent through cornering. Coupled with the 4Motion system, grip is there but at the limit traction dissipates and understeer rears its ugly head.

Source: rp

Steering is boosted heavily at low speeds so low speed maneuvers can be achieved with the touch of a pinky, but at high speeds the steering becomes much heavier to ensure poise in the fast lane. This makes the CC a flexible and easy-to-drive car. While steering feel is numbed out as though the steering wheel has been injected with a shot of Novocain, it remains relatively direct to the touch. Granted, it is not as sharp as say a Nissan 370Z or Mitsubishi Lancer Evolution X.

When coming to a stop, brake pedal feel could use some sharpening up. After getting through some unresponsive feedback, the brakes come alive. Once again, a notion this car is not quite as sporty as a “coupe,” should be.

Which is the bottom line, really. The CC is a great car and fulfills its goal of being a sportier, upscale “regular” Passat. But you cannot expect it to perform extraordinarily well outside of the bounds of a GT car. To draw a comparison, it drives similarly to the 2010 Mercedes E-class.

Whether or not people will consider this a “poor man’s CLS,” is beyond me. However, I did feel a bit like a poser with the CC. But, I would rather feel that than blend into the crowd in the all too commonplace BMW 3-series or Mercedes-Benz C-class in this price point – this is VW’s niche, being different.

Personally, I would take the half-priced supermodel over the girl next door any day.

The Spies Want To Know: Which Would You Have? Audi Q5, Lexus RX, MB GLK?

2009-06-26T16:48:00.004-04:00

With the release of plenty of new, small SUV models, it seems the battle of small, femme fighters is relatively hot with three luxury brands churning market share..

Source: Mercedes-Benz North America

Mercedes-Benz’s GLK-class is doing extremely well year-to-date with sales, as of May, hitting 9,444 units. Known for its angular design, inside and out, the GLK seems to be a relatively adaptable design, which can be made more manly with wise options and packaging. Seemingly a direct X3 competitor, it is arguably the most interesting new offering brought to this market.

Source: rp

The perennial safe bet and favorite in the small SUV realm is the Lexus RX. Although it has been revamped inside and out, the average consumer will not be able to tell the difference from a 2009 on the road. YTD sales, for 2010 models, have tacked on an impressive 6,997 units slotting just under Benz’s. While you gain reliability and easy-to-use ergonomics, you lose some soul.

Source: Audi of America

Audi’s sporty and squat Q5 is the latest newcomer to the game. After battling the competition with brutal advertising that hammers away at Lexus’ RX, it has made some progress. YTD sales for the newbie registered in at a respectable 4,377 units. Taking a surprising first place in Car and Driver’s battle, it is clear the Q5 has brought its “A” game.

Looking around the New York City metro area, it has become evident that the Q5 is beginning to make a strong presence. I nearly see a new, dealer temp tag Q5 daily.

So, my question is which would you have? Discuss.

What Lies Ahead...

2009-06-17T01:45:00.005-04:00

Patience, grasshoppers.

Here are some teasers of what is to come. Keep posted.

Source: rp

Source: rp
Source: rp

Source: rp

rp

Cheap Thrills: Nissan 370Z Leads The Pack

2009-06-12T03:20:00.003-04:00

An exhaust note can tell a lot about a car. The Nissan 350Z had a unique, burbly soundtrack but it was relatively weak. While driving the new 370Z, it became clear the exhaust note was fiercer and produced a deeper bellow. It was adjusted and meaner.

This theme has been carried out throughout the new Z car.

Source: Nissan North America

Not only does the 370 feature a new engine, it also has a new transmission, improved fuel mileage, more technology and it is lighter. Considered the “Everyday Sports Car,” the new Z is something to behold, especially when it has been fine tuned.

Read more here.

REVIEW: 2009 Mitsubishi Lancer Evolution X MR

2009-06-01T11:13:00.009-04:00

A tuner’s dream, the Evolution has been known in many circles as one of the top handling cars of our day. But, what else is there to an Evo? It seems as though Mitsubishi has packed in a bit more equipment this time around.

Source: rp

Editing: Caroline D'Angola

Well, after taking delivery it became apparent that the latest generation is certainly a better looking car than its predecessor.

The former Evo was plagued with a lower beltline and a bulbous-looking cabin; not particularly well proportioned. The new silhouette of the X is much cleaner looking and provides a more attractive looking profile.

Source: rp

Editing: Caroline D'Angola

Of course the obligatory, massive rear spoiler returns. I will always wonder if Mitsubishi engineers will be able to utilize a lip spoiler or something more subtle. After all, do you want a huge wing shouting “look at me,” if you are speeding in a Rallye Red MR?

I did not.

Not to mention the spoiler makes this car seem best suited for 17 and 18 year olds.

Finer details of the exterior, such as the assortment of grilles and intakes, are nicely integrated into the design without appearing like an afterthought. The Evo IX was guilty of looking as though its intakes were added after an engineer or designer said “Oh yeah, how are we going to cool the turbo?” Then, the buzz saws came out.

Source: rp

Moving to the rear, the dual exhaust coupled with a serious-looking rear diffuser is a welcome addition.

From the outside, the X provides a much needed level of sophistication apart from the previous version, which was struck with awkward design cues. I applaud you, Mitsubishi.

Now, the interior is another story.

Although it appears to be a pleasing design, its materials are a catastrophe. Hard plastics are found just about everywhere you touch and the HVAC dials feel as though I could twist them off their position. Buttons are flimsy and the steering wheel, one of the most important pieces of any automobile, had leather that was worse than a pair of cheap gloves.

Essentially, the majority of the Evolution’s interior is lifted right off the base Lancer, which was hugely disappointing. I was expecting something different from an econobox interior for an as-tested price of nearly $42,000.

Source: rp

The most rewarding aspect of the X’s interior are the Recaro-sourced seats; however, they are positioned rather high, so, I felt as though I were riding on top of the car rather than inside the car. Support is gracious and do not pinch the backside on long drives. Through corners, the aggressive bolsters and Alcantara ensure you do not lose position. Point for Mitsubishi.

Another element that lifted the interior’s street cred was the large, center-mounted navigation unit. Although at times it could be laggy and get confused, I found the overall experience rewarding with quick navigation calculations and accurate directions.

Granted, with the interior’s misgivings, at heart I knew this car was built for one purpose only; speed. Through the front mesh grille, you can see the intercooler proudly displayed. When the Evo comes to driving, it means business.

Firing up the I-4, 291-hp engine produces a bassy grunt. Putting the dual-clutch SST transmission into gear and applying throttle revealed something interesting. Under light acceleration you can actually feel the clutch grab. At most stop lights you can let off the brake because the car acts as though it is in neutral.

Source: rp

When pitching the vehicle into a corner with hard braking, the RPMs dropped like a rock and remained there until I applied throttle. I can only assume that was the transmission slipping it into neutral. I was very surprised and impressed by this unexpected reaction – no other dual-clutch transmission I have tested has done this. I liked it.

Adding to this, there are three different modes that you can select to shift from: normal, sport and s-sport. The difference is not quite as large as one would expect. Shifts are slightly quicker and a bit harsher, as one would expect in sportier modes.

Paddle shifters are placed in the same fashion as Ferrari: attached to the steering column and large enough to be able to tap at most steering degrees. Another plus.

Simply put, this transmission is on the same level, if not better than Audi’s S-tronic, which I just put to work in a TT-S.

0-60 comes in a quick and it is accompanied by a significant dose of turbo lag. The way this car delivers power is like a rocket ship that suddenly has rocket boosters turned on mid-flight. Initially, power feels quite restrained and weak, but then you are hit with a wave of power and the sound of a whistling monster under the hood. Topping off this crescendo of power, your head is planted into the headrest.

Source: rp

One aspect lacking in this orchestral experience is the sound. While the turbo produces a fantastic, addictive whistle, the motor itself is reminiscent of an insect buzzing in your ear. BzZzzzzzZ [shift] bZzzzzzZzzz ZZZZZZ [shift] BZZZZzZZzzZ! It lacks the soul of a BMW I-6 or Nissan’s burbling VQ motor.

Considering the reputation surrounding the Evolution’s cornering ability, I happily put the car through its paces on twisty, country roads. And, the reputation has nothing to worry about; it sure as hell corners. Accompanied with slight body roll, the Lancer continually took hard corners with gracious throttle, but, remained planted and seemingly replied “thank you sir, may I have another?” No matter how much throttle was applied, there was no drama.

Steering feel was light but razor sharp. The lightness in the steering makes the car feel like silly putty in your hands; agile and tossable.

As in most modern cars, road feel was lacking, albeit noticeable to some extent. It appears as though the day of feeling grooves in the pavement are over.

An interesting aspect about the Evo was the suspension. It is tuned so the front suspension has a bit more give but the rear is very taut. So, you get this feel as though you are wave hopping in a jet-ski. It takes some getting used to.

What does need some work is how the car takes bumps. Even the tiniest crevice or imperfection in the road that looks unassuming will jolt the car or make a loud SLAM. At first, it was something that I could ignore.

But, for daily driving in the New York tri-state it soon gets old.

Gas mileage wise, I managed a solid 17 MPG; however, the fuel tank only has a chihuahua-sized 14.5 gallon capacity. This means you will be stopping at the pumps often and in my case, daily.

Source: rp

Editing: Caroline D'Angola

The reality is at the end of the day this is a car that was built for the videogame generation. To genuinely appreciate this car it has to be understood it is not pursuing an overall, well-rounded driving experience. Speed and handling was the goal in mind and that is achieved, hand over fist.

So, if you expect to get into this car and have a balanced, luxury ride accompanied with sportiness you are in for a surprise. By the end of my time with the X, I found myself in a love/hate relationship and I was bi-polar.

It comes down to this: If you want an unassuming daily driver that is a quick car with tuneability, a stripped-out BMW 335i with a Xede chip would do the trick.

But, if you want something that will standout, is more track-prepped – with plenty of tuning options – and you could care less about interior frills, the Evo is the car to have.

GM Exploring China

2009-05-28T16:25:00.003-04:00

If you did not see this coming a mile away, well, then I am shocked.

With General Motors struggling to find profitability it appears as though they may turn to China to manufacture a larger amount of their products due to cheaper labor. Can we blame them? No, this is just doing good business.

In my humble opinion, the UAW has forced GM to look abroad, in desperate times, to avoid harsh labor contracts and high hourly wages.

A soundbyte from consumer advocate Ralph Nader sums it up:

"We'll look back on this bankruptcy, as a death star that has emerged to empty out jobs in communities all over the country."

Read the AutoSpies story and watch the CNN clip here.

Source: Boston.com

rp

Lexus Overload! More Thoughts On The IS C

2009-05-28T16:11:00.004-04:00

For years, Lexus has been renowned as a luxury brand that focused on refinement and class. With cars like the legendary, game-changing LS sedan and the performance-focused IS, it is known for undercutting the competition by price while amping up standard features.

Source: rp

Following the hard-top convertible experience gained by their SC430, Lexus has produced the IS convertible in an effort to bank upon the success of the wildly successful sedan. Give the IS 20 seconds and headroom becomes infinite. But, the SC suffered from the design of a misshaped egg. Would Lexus do it again?

Read more here.

rp

REVIEW: Lexus HS250H A Newborn Icon?

2009-05-27T12:20:00.004-04:00

Hybrid automobiles have become quite iconic in recent years.

Source: rp

Originally, the first generation Toyota Prius was subtle and did not look entirely different from the Toyota Echo. Hollywood stars like Cameron Diaz and Leonardo DiCaprio snapped them up and touted the gas sippers down Rodeo. With representation like that, it was cool to be green. Then, the refresh came.

The second generation debuted with a whole new silhouette and it soon was established: if you are going to be forward-thinking and hip, you better own a hybrid. And, the Prius controlled the game with its innovative style. Not convinced? Take a look at the 2010 Honda Insight.

Source: rp

This brings us neatly to Lexus’ newest trick up its sleeve. The brand has jumped into the foray and is going to offer the world’s first dedicated luxury hybrid. Although the brand has offered several hybrids in its line-up, it has not ventured into the hardcore, dedicated hybrid field.

Read more here.

Lexus' IS C Drops The Top And Heats Things Up

2009-05-26T16:07:00.004-04:00

In the evolving market of convertibles, competition has been heating up. With the introduction of BMW’s 335 convertible and Infiniti’s new G convertible, Lexus had to have a strong answer. The new IS convertible is the dish Lexus has served.

Source: rp

Although Lexus has produced the current generation SC with a folding hard-top since the early 2000s, that was a car that seemed unattainable to the mainstream audience. With limited rear seat legroom and a rather blasé design, it was not a mind blowing success. However, the payoff out of that venture was the brand gained tremendous experience with hard-top convertibles and could apply what was learned to future products.

Now, armed with a design based off the relatively aggressive looking IS with room for four presents an attainable and practical offering, which is Lexus’ forte. So, when we heard that Lexus was hosting an event, the spies knew we had to be there.

Read more here.

Starting Off May With A Bang: 2010 Mercedes-Benz E-class

2009-05-05T09:39:00.005-04:00

With the glitz and glam of the Las Vegas strip, there was not a better way for Mercedes-Benz to showcase their latest addition and “big gun,” the new E-class. Among the sin city’s nip/tuck crowd, the new face joining Mercedes’ line-up was out to prove beauty is not skin deep. Or, is it?

Source: rp

Coming from a long list of descendants, the new E-class is of significant importance to the three-pointed star. Although it is not quite the firm’s bread and butter, the C-class, the brand needs the E to be a volume selling success.

Want to read more? Follow here.

For the 2010 Mercedes-Benz E-class photo gallery, click here.

rp

NYIAS: Photo Gallery

2009-04-11T17:47:00.006-04:00

Looking for some of the best photos of the show? Look no further, AutoSpies has it covered.

The show was not quite as spectacular as one would hope for in this rather downtrodden economic environment. With sales in the can, you would expect for the manufacturers to be turning out exciting concepts or products.

Easily, the best three vehicles of the show are in this order: Fisker Sunset, Mercedes-Benz E250 BlueTec, 2011 Jeep Grand Cherokee.

Source: AutoSpies.com

For some reason, I found myself exceedingly attracted to the Fiskers, specifically the Sunset.

Source: AutoSpies.com

I came back to their stand more times out of any manufacturer and everytime I arrived, I felt like a little kid at a candy store. What a gracious design.

Source: AutoSpies.com

The Mercedes-Benz E250 BlueTec is just fantastic piece of engineering.

Source: AutoSpies.com

This car is a nice rebuttal against hybrid technology.

Source: AutoSpies.com

The 2011 Jeep is what the company should have been building all along.

Source: AutoSpies.com

Based on many Mercedes-Benz ML components, this nice, utilitarian looking vehicle actually has a well-designed interior that makes the Porsche Cayenne jealous. Yeah, I said it.

I hope the company does not fold, therefore making this car a joke in Fantasyland.

rp

The Crowd Pleaser: Audi R8

2009-04-07T01:23:00.004-04:00

Looking like an alien descending from the heavens, the low-slung silver bullet’s V8 rumbled up my block. The Audi R8 had arrived.

Source: rp
Editing: Caroline D'Angola

It is quite possibly the coolest, contemporary automotive design that has graced the industry’s presence in some time. But, let us define cool. The R8 has a real different feel to it than other supercars. Perhaps it is the 24 LEDs that are encrusted below the Xenon bulbs? Maybe it is the side blade – which is a genius device in making the R8 appear shorter. Wrong again.

Source: rp
Editing: Caroline D'Angola

What makes the R8 set apart from other mid-engined exotics is the futuristic look to it. Rather than a 2009 model year, it appears as though it is from 2050 when cars should be flying.

The R8’s design is like a Prada sneaker. An ultra contemporary take on something that is put to use everyday. Thankfully, it is not a disaster like some of those cars from the 80s.

Whatever the case, the R8 does not have a pretentious air to it. Simply, it bleeds unique and extraordinary.

This translates into a vehicle which does not draw disdain from spectators. Jaws drop, fingers point, heads turn and “What the...” is muttered. And, I am not speaking solely of gear heads. This includes fanciful, high fashion women, prepubescent boys and girls, and minivan driving dads. Essentially, everyone’s attention became drawn on the silver Audi during my tenure.

Finding myself behind the race inspired, flat-rimmed steering wheel I realized the car was actually quite roomy. Being nearly seven feet tall, this is impressive. One would expect headroom to be a commodity but Audi had some magic up its sleeve when it carved out the roofline. Considering the R8 is does not break 50 inches tall, the cabin remains quite airy.

Source: rp
Editing: Caroline D'Angola

If you have claustrophobia, have no fear. You only realize how low you are when driving behind an economy car and it is apparent that you are no taller than the boot lid.

Looking around the interior, you see that every piece seems to be tailored to the car. The chunky shifter, that proudly displays “R8,” appears to have been carved from a single hunk of metal. Thanks to the enhanced leather option, the dash, doors and anything else you can imagine is stitched in hide. An aroma fills the cabin that can be likened to a leather shop.

Source: rp
Editing: Caroline D'Angola

The dark headliner is Alcantara, yet again, another option. Buttons and dials adorn the center stack and feel first-rate.

One misgiving is the navigation system. If the scroll-to-find-a-letter dial was not annoying enough and time consuming, the lagginess of the software certainly is. When the system would stumble, I felt as though I had been transported back into the early 2000s when Microsoft ME was around – what an awful OS.

But, the Bang & Olufsen sound system makes up for it, greatly. With 465 watts and 12 speakers it manages to deliver crisp sound while replicating bass spot on. I only wish it could go a bit louder. Songs I have heard hundreds of times sounded completely different.

Enough on buttons and suede headliners, let’s get to the driving experience.

Source: rp

Upon start-up you wonder if you have awakened a sleeping lion. Optioned with the R-tronic transmission, the car slips into gear and I angle the R8 out of my steep driveway. For such a practical exotic, Audi should really have a lift-system – a la Gallardo – for the front of this car. The overhang is far too long and low to maneuver; many inclines require angling in.

Gentle pressure produces a low, V8 burble. Shifts are relatively harsh in automatic mode. After getting jerky during low speeds, I decide this test is over. Manual mode for the remainder of the time. A cool facet of the transmission is that although it is a sequential transmission, when you double downshift in Sport mode it responds fast enough you would think it skipped a gear.

Opening it up a bit higher on the rev band you start to hear the 4.2 liter grumble morph into a shriek. With 420 horsepower, 317 lb-ft of torque and an 8,250 redline, there is plenty of pull along a good portion of the rev. Passing is effortless, even in sixth gear because the motor revs around 3,000 rpm while cruising. No downshift required.

Source: rp

0-60 comes in a quick 4.4 seconds and the R8’s top speed is a claimed 187 MPH. On the highway, the silver bullet is as easy to drive over triple digits as it is at 35 MPH. And, boy it is quiet. Make sure to keep an eye on the speedometer because this car can land you in jail pretty quick.

With all of this power, it is only right to equip the vehicle with massive brakes. The front rotors measure 15 inches and are clamped by eight piston calipers. The rear brakes measure up with 14 inch rotors, suppressed by four piston calipers. Wrapping the 19 inch wheels are 8.5 inch wide tires in the front and staggeringly broad 11 inchers in the rear.

Source: rp

Tapping the brake brings the car to a halt, stomping on the left pedal brings your stomach into your throat.

Set up with massive tires and its legendary all-wheel drive system, Quattro, the Audi corners like a dream. Putting the pedal down through the corners is addicting because the R8 grips for days. Instead of feeling the rear end lose it, I found the car begging for more. A prime example of this was seen on the Merritt Parkway where the road bends left and has a pronounced bank. Downshifting from the left lane I felt like I was Jeff Gordon taking on a NASCAR turn.

Steering is heavily weighted and sharp but it does not become a nuisance like earlier German imports, thanks to Servotronic. No more sore shoulders after a day on meandering back roads. At high speeds, steering feel remains stiff and nimble making it nearly identical to driving at low, city speeds.

Road feel is there but not as apparent as I would like; granted, the R8 has the most road feel of any Audi I have piloted.

Turning on the magnetic damping system sharpens up the movements of the car and makes the already ultra rigid R8 even more surefooted. Personally, I found the standard, comfort mode already well enough tuned to have to avoid usage of the magnetics. Plus, it can make for a jarring ride over poor road surfaces.

Easily the biggest drawback of the New York metropolitan area.

Source: rp
Editing: Caroline D'Angola

What makes the R8 so desirable is its relative practicality. Armed with decent luggage space, I could fit a backpack and large duffle bag in the boot, and Quattro this car can double as a GT car.

Upon return from a road trip to Boston, I came face to face with an onslaught of rain; the R8 remained grounded and did not encounter any issues. I was stunned to find the Audi planted and not getting squirrely even at high speeds.

Adding to this, the silver monster is equipped with a large fuel tank. Achieving over 300 miles on a tank is easily done.

During my week with the R8, I managed to get nearly 14 MPG while stuck in gridlock, Manhattan traffic for approximately two hours and I eek’d out 16 MPG on the trip to Boston. I would love to see what a diesel, TDI variant would be capable of.

Although my test vehicle was nudging the $140,000 mark, an R8 stripper can be had for approximately $115,000 with a six-speed manual.

I can bet there are a number of naysayers saying that the Porsche 997 Turbo can be had for a marginal difference at $130,000 and you get the greater speed.

But, at the end of the day the Porsche remains bland and a figment of its dated silhouette where as the R8 is exciting and a crowd pleaser.

Source: rp
Editing: Caroline D'Angola

And, when you thought Audi was finished, they recently unveiled the latest iteration of the R8; it boasts a 525 horsepower V10 motor.

To quote Ferris Bueller “if you have the means, I highly recommend picking one up.”

rp

So Why Is Ford Smiling?

2009-04-01T11:52:00.002-04:00

Source: Marijan Murat/European Pressphoto Association

For the past few months, I’ve been getting e-mail messages from Ford public relations, alerting me to the new Fusion Hybrid’s excellent fuel mileage and its Facebook campaign for the upcoming Fiesta. Ford is pushing both cars hard, especially the Fiesta, which won’t arrive in America until next year. But it’s tough getting good news out when there’s so much desperate news out there. So it doesn’t surprise me that Alan Mulally, Ford’s chief executive, and Bill Ford, the company’s executive chairman, wanted to get their word out on the same day that President Obama issued an ultimatum to G.M. and Chrysler.

Read more here.

rp

Toyota Can Finally Take Over The US Car Market

2009-03-31T14:14:00.003-04:00

Toyota’s share of the US light vehicle market is 18% and Honda’s is 10%. GM’s share of its home market is about 22%. Fifty-five years ago, the No.1 US car company had 54% of the US market. By this time next year, GM’s piece of the American car pie could drop another 50%, bringing it closer to Honda’s.

Source: dragtimes.com

It seems improbable that GM could lose that many customers so fast. But, Rick Wagoner, recently departed CEO of the company told Congress last December that consumers won’t buy vehicles from a bankrupt company. Some of the people at the hearings figured Wagoner was bluffing, trying to convince Washington that a Chapter 11 filing would bring an end to the firm’s ability to market its products because customers could turn to cars made by competitors which were in reasonably good financial shape. But, most research done recently indicates that Wagoner was probably right, at least right enough that GM’s sales could be clobbered by consumers who believe that their warranties will be worthless and that their dealers will disappear.

Read more here.

rp

Obama extends short federal lifeline to GM, Chrysler

2009-03-30T12:51:00.002-04:00

President Obama announced Monday that struggling automotive giants General Motors and Chrysler will be given a "limited" period of time to "restructure in a way that would justify an investment of additional taxpayer dollars."

Source: BusinessWeek.com

The federal government will give GM "adequate working capital" over the next 60 days to work in conjunction with the administration in developing a better recovery plan, he said.

Read more here.

rp

Cadillac CTS-V: The Next American Classic?

2009-03-19T13:17:00.003-04:00

It's not every day you find a car that offers 556 horsepower and 551 foot-pounds of torque, especially one that's a four-door sedan.

Source: Caroline D'angola

General Motors' 2009 Cadillac CTS-V is taking on rival models by BMW and Daimler, and winning. That's no small feat considering the contenders are the bratwurst-fed, 500-horsepower BMW M5 and the muscular, 507-horsepower Mercedes-Benz E63 from Daimler.

Read more here.

Source: Caroline D'angola

rp

Automakers Stumble Creates Domino Effect

2009-03-17T16:25:00.005-04:00

With the auto sales slowing to a halt and at some of the lowest levels in decades, the impact is beginning to reach far and wide.

For example, technology companies are starting to feel the hurt as their products, like GPS components, are no longer in demand.

Source: oneighturbo.com

Marketwatch reports:

"The shakeout from problems in the American auto industry is having a ripple effect across the country -- and straight into the high-tech sector.

The plunge in demand for new cars has led to desperate measures by some in the industry. One car dealer in Nebraska resorted to stealing its own cars, while another in Orange County, Calif., pleaded guilty to charges of bilking finance companies to purchase luxury vehicles. In Pennsylvania, a dealer set fire to some of his inventory."

Read more here.

It's Coming

2009-03-12T00:40:00.003-04:00

Source: rp

That's right. It is on its way.

rp

Subaru Comes Home to Roost in U.S.

2009-03-11T14:12:00.005-04:00

The end of the sport-utility era is upon us. It's now time to explore outside of the box and delve into the world of wagons. All are practical and some are, dare I say it, good looking. There are lots of choices, but we will look at the underdogs.

Part I dealt with the Saab 9-3 Aero SportCombi. Part II will explore the Subaru Outback 3.0R.

Source: rp

The most common perception of Subaru is that its cars are owned by individuals who knit their own sweaters, live within 50 miles of the Canadian border and require all-wheel drive. Well, two out of three are incorrect.

If there was a brewing winter storm outside and I had to get to the emergency room fast, I would want to take a Subaru. Simply put, these cars chew up powder as quickly as a snow blower.

Read more here.

Are Green Cars Worth the Gas Savings?

2009-03-03T14:54:00.003-05:00

Drivers wary of high gas prices are choosing smaller, fuel-efficient vehicles. Last May, sales of Honda’s gas-sipping Civic sky-rocketed snatching first place from the perennial favorite, the Ford F150 pick-up truck in terms of U.S. sales.

Source: rp

Are you in the market for a new, greener, fuel-efficient vehicle? What alternative energy vehicles achieve the best bang for the buck?

Read more here.

It Came, It Saw, It Conquered

2009-02-16T12:53:00.003-05:00

Source: rp

More to follow, soon.

rp

A Fast and Furious Saab Wagon? Yes

2009-02-03T13:32:00.005-05:00

The end of the sport-utility era is upon us. It is now time to explore outside of the box and delve into the world of wagons. All are practical and some are, dare I say it, good looking. There are lots of choices, but we will look at the underdogs.

Source: rp

Picking up the 9-3 Aero SportCombi was an interesting experience. Lipstick red? You bet. Ten minutes later, I found myself on the shoulder of a busy New Jersey road with the blues and two's going -- damn.

Source: rp

Clearly, you can see where this is going.

Read more here.

rp

Malibu Hybrid: Better Never Than Late?

2009-01-27T15:04:00.003-05:00

The Big Three carmakers must take advantage of government support and release exciting, innovative vehicles. But what's out there, given the new reality that consumers are buying gas-misers?

Source: rp

General Motors' Chevrolet Malibu has had a dicey history. (Remember the whatever-the-hell-is-it Malibu Maxx?) But what we have now is quite different.

Read more here.

rp

Pardon The Delay

2009-01-17T19:55:00.004-05:00

Good evening, I hope all is well on your end!

Well, I am going to be traveling to London for the London School of Economics' Alternative Investment Conference this week, so, I will not be updating for this week.

Source: martingoodman.com

You can count on me getting right back on the job when I touch down back in the metro area.

For more information on the conference, follow the yellow brick road.

Until then, cheers!

rp

First Drive: 2010 Lexus RX

2009-01-14T05:09:00.004-05:00

For automakers, the introduction of a new product is usually an exciting time. New cars are meant to innovate upon a brand's technology and capture the consumer's attention. Lexus, this time around, is not any different; however, the stakes are much bigger with the new RX.

Source: rp

The Lexus RX has been an iconic vehicle to the brand since its introduction in 1998. Back then, a mid-size luxury sport utility vehicle was not as common place as it is today. Over the years, sales of the RX have blossomed into a major component of the company's U.S. success with "more than 780,000 RX units in operation," according to Mark Templin, Lexus Group vice president and general manager.

Source: rp

With this knowledge, Lexus' engineers were faced with a dilemma. How do you improve a crucial vehicle in a brand's lineup while up against an economic contraction, concerns over alienating loyal customers and innovative competitors? Easy, stick to what you do best. Lexus has done just that.

Read more here.

rp

Full Details: Audi Sportback Concept

2009-01-12T05:05:00.008-05:00

Source: Audi of America

Look at this beau.

According to AutoSpies' 001, this auto stole the Detroit Auto Show **Note: in user comments**, Sunday. And, with good reason. Just look at it.

Source: Audi of America

Most likely this design will translate into the A7, which is intended to be a Mercedes-Benz CLS/Aston Martin Rapide/Porsche Panamera/Maserati Quattroporte fighter.

Source: Audi of America

Most interesting is the interior. I am in love with the flip-up thin monitor and quilted seats.

Source: Audi of America

Why does Audi get it right, so often?

If Mercedes-Benz and BMW keep up its trend of over-the-top designs I can reassure you individuals seeking taste will flock to Audi in a heartbeat.

rp

Audi A3 Goes Diesel: 50 State Legal

2009-01-12T05:02:00.001-05:00

As of this weekend, Audi has announced plans to bring the A3 TDI to our shores!

This is very exciting news as the A3 TDI that was piloted on the Audi Mileage Marathon was able to achieve more than 50 miles per gallon. Obviously, this is a highly respectable number.

What's next to follow suit? Hopefully the A4 TDI -- I am crossing my fingers on that one.

For the full details, go here.

rp