Posted by hpayne on September 6, 2014
Do you believe in reincarnation?
Last month my favorite, 2001 BMW M3 reappeared in my driveway calling itself an M235i. I nearly called Shirley MacClaine’s agent. What does she know about rein-car-nation? Pun intended.
BMW enthusiasts have been griping in recent years that the celebrated M3 (now called an M4, I’ll explain) has gotten, well, fat. Not Marlon Brando fat. Barry Bonds fat. Muscle-bound. Loaded up on steroids. Look close at those headlamps . . . do I detect a hint of yellow? It’s a fighter jets on wheels. But a long way from the nimble, tossable E36 and E46 M3s that defined performance luxury at the turn of the century.
BMW didn’t reach the pinnacle of performance luxury by sticking cotton in its ears, of course. It’s heard the grumblings. So it added the M235i to the menu. It’s one tasty heisse-wurst.
We interrupt this review for a brief word on nomenclature. The 2-series is the latest update of the Bavarian automaker’s new, even-odd, sedan-coupe nomenclature. Odd numbers are sedans, even numbers coupes. So the once 3-series is now exclusively four-doors, and the two-doors are segregated as 4-series. Thus the M4 – formerly the M3.
Got it? Good.
So when the Bavarian automaker introduced the 2-series to the U.S. this year, the M-badged M235i would seem to be the logical next step of an M performance vehicle. Except it’s not. The M235i is a tweener. A stepping stone. A product of BMW’s separate M performance division, but without the total, full-moon transformation from base coupe into a howling M2 werewolf.
“It’s the first type of this M package that we’ve introduced,” explains BMW spokesman Dave Buchko. “It’s not a full blown M.”
A full-blown M, you see, would get lighter suspension components bolted directly to sub-frame, aluminum-center hubs, carbon fiber body panels, carbon fiber driveshaft, heat-seeking missiles (just kidding). The works.
Though BMW is mum, the M2 is coming, rest assured. Complete with $10,000 premium. In the meantime, however, enthusiasts get a cheaper M235i with suspension, brake, and steering upgrades – that make your hairs stand on end. Just like the M3 of old.
How alike? Consider:
- The 2001 M3 featured a 3.2-liter straight-6 cylinder with 333 horsepower and 262 pound-feet of torque. The 2014 M235i? 3.0-liter straight-6 turbo with 320 horsepower, 330 pound-feet.
- Where the 2015 M4 has expanded to 184.5 inches long and 73.6 inches wide, its older, 2001 sibling is eight inches shorter and just 70.1 inches wide. Ditto the M235i (174.5 inches wide, 69.8 across).
- 0-60 seconds? Both trip the wire at 4.8 seconds.
- Both feature stability control, 18-inch rims, battery in the trunk.
- Price? The base M3 cost $46,045 in 2001. The base M235i stickers for $43,100.
But that similarity is actually the most striking dissimilarity. Get out your inflation adjust-o-meter and the old M3 would set you back $61,076 in today’s dollars (at $63k the new M4 is not far off). So for nearly 20 grand less, you get the M3 reborn as an M235i.
The M235i’s turbo packs 25 percent more torque and 40 percent better fuel economy. This six is a caged bull. Kick the stirrups and hold tight the reins. The twin-scroll turbo delivers peak torque at just 1300 RPM.
I admit nostalgia for the manual, non-turbo, high-revving, 106-horsepower-per-liter six of old (Pop Quiz: In 2001 what other normally-aspirated engines were in the 100-ponies per liter club?*). Its glorious, raspy exhaust note at 8000 RPM crescendo should have a Grammy. But you have to rev high to go fast. Not the turbo.
Never mind those 0-60 numbers. In my fender-to-fender stoplight tests, the M235i trampled the M3 every time (I tested against both the 2001 coupe and the heavier convertible, which clocks 0-60 in 5.1 seconds). Credit the M235i’s dynamic duo of turbo and lightning-fast, paddle-shifted, 8-speed, automatic transmission.
Fun, of course, returns lousy fuel economy — your scribe’s daily, lead-footed antics returned (ahem) 13 mpg. More sensible driving will get you EPA-rated 25 mpg (and fewer traffic tickets), an improvement over the old nail’s 17 mpg.
Chassis and suspension advances also allow the new, nimbler Bimmer to achieve .97 skid pad g-loads compared to the M3’s .87. This despite the M235i’s extra 100 pounds over the 3,415-pound M3 (though less than the porky 3,835-lb. convertible) – courtesy of a decade’s blizzard of safety regulations. Metal forming has advanced as well, however, and the new M is more gorgeous than ever. The hips are sleeker, the lower front air nostrils more menacing, the headlights more alluring.
I’ll have to look into this reincarnation stuff. Maybe I’ll come back as Helio Castroneves.
*Answer: The Honda S200 and Ferrari 360 Modena
2014 BMW M235i
Vehicle type: Front-engine, rear-wheel-drive, four-passenger sports coupe
Price: $44,025 base ($46,575 as tested)
Power plant: 3.0-liter turbocharged 6-cylinder
Power: 320 horsepower, 330 pound-feet of torque
Transmission: Eight-speed automatic with paddle-shifters
Performance: 0-60 mph, 4.8 seconds (manufacturer)
Weight: 3,535 pounds
Fuel economy: EPA 22 mpg city/32 mpg highway/25 mpg combined
Highs: Aggressive styling; white-knuckle acceleration
Lows: Ticket magnet
2001 BMW M3
Vehicle type: Front-engine, rear-wheel-drive, four-passenger sports coupe
Price: $46,045 base ($52,995 coupe as tested)
Power plant: 3.2-liter dual-overhead cam 6-cylinder
Power: 333 horsepower, 262 pound-feet of torque
Transmission: Six-speed manual
Performance: 0-60 mph, 4.8 seconds (manufacturer)
Weight: 3,415 pounds (coupe); 3,838 pounds (convertible)
Fuel economy: EPA 15 mpg city/22 mpg highway/17 mpg combined (revised from 2001 figures: 16 mpg city/24 mpg highway/19 mpg combined)
Highs: Sticks like glue; 8,000 RPM symphony of sound
Lows: Ticket magnet
Posted by hpayne on September 4, 2014
Behold the irrepressible X.
Once the most neglected letter in the English dictionary. Once the mark of illiterates. Once only whispered in close quarters like “It’s X-rated” or “Hey, pal, XYZ.” Now it is proudly displayed from every facade in America. X-Men, X Factor, X Games, Xbox, Brand X. My cable company wants me to buy Xfinity. I apply Rain-X to my windshield. The No. 24 letter in the alphabet is No. 1 in the hearts of marketers everywhere.
In the auto industry X branding is an epidemic. SRX, XTS, Model X, xB, MKX, XL, XF, XJ, XC60, XC90, X1, X3, Xenophobia (okay, not that last one — but it would make a fine product for import haters).
X is the mark of youth, sportiness, edginess. But not necessarily success. Lincoln MKX hasn’t X-actly set the world on fire. Scion’s X-line may soon X-pire. And Acura’s X-vehicles haven’t X-ited either.
Until now. The MDX was 2013’s hottest luxury SUV in the scorching, midsize SUV segment with a 29 percent sales jump vaulting it to No. 3 behind — what else? — the RX and SRX from Lexus and Cadillac, respectively. With Acura’s small RDX a sales hit too, Acura wants to translate ute sales gains to its moribund sedan lineup.
Say hello to the new, 2015 Acura TLX. It is X-cellent.
The Acura is an All-American, designed and built in the USA. TLX product chief and former Ohio Northern U. basketball star Mat Hargett assembled a team of California designers and Ohio engineers to compete against the world’s best. With a fresh game plan, the imposing, 6’8” Hargett hopes to replay Acura’s sedan glory days.
Returns to fundamentals
It was just ten years ago that the Acura TL was the No. 2 best-selling, small lux four-door in the U.S. — its 71,000 in sales trailing only the vaunted BMW 3-series. “I think in 2005 the TL took the market by storm with great technology and stylish looks at an affordable price,” Hargett told me at a TLX test flog through Northern Michigan.
With the TLX, the Acura returns to those fundamentals after a series of marketing and styling miscues.
Alphabet soup lineup
Despite doubling its entry lux offerings — the TL was joined by the TSX — Acura’s sales fell by half since 2005. By replacing the bigger TL and smaller TSX, the TLX is Acura’s focus against the 3-series, Audi A4, and Cadillac ATS. The GLX fights on in the midsize category, while the Honda Civic-based ILX — launched in 2013 — tries to wrestle entry-level lux buyers from the Audi A3 and Mercedes CLA.
Okay, so Acura’s model lineup is an alphabet soup. So counting by numbers (Audi’s A3, A4, A5, for example) makes more sense. So at least Acura, like Cadillac, has learned the glories of plastic surgery.
While Caddy has leaned its bulges with liposuction, Acura got a nose job. Remember the beak? The previous generation TL’s signature chrome grille was variously compared to a parrot’s bill, a buck-toothed bumpkin, or a locomotive cow-catcher. None of them flattering.
‘Red carpet athlete’
The TLX’s new honker would make a Hollywood plastic surgeon proud. The softened septum concentrates attention on the eyes. And the TLX peepers are a marvel. Like the MDX and GLX before it, the TLX gets 10 — ten! — “Jewel Eye” LED headlights. These are celebrity spectacles. Elton John would kill for these rims. Bono, get yourself an Acura.
Maybe the celebrity specs are why Acura press materials refer to the TLX as a “red carpet athlete.” But lux can’t live on looks alone. Indeed, the $30,000-$40,000 sedan segment has become the industry’s fiercest battleground.
We’ve had this conversation before. Earlier this year, I compared a $44,000, AWD Audi A4 with a $36,000 AWD Ford Fusion Titanium. Both 4-banger turbos. Both leather. But with the premium Fusion packing similar options to the Audi, it was hard to justify the extra cash unless you are brand obsessed.
So too the Acura TLX. At $31,890 base it compares nicely to a $33,700, starter BMW 3-series. But compare to its sibling Honda Accord — made on the same platform in Marysville, Ohio — and the math gets ugly. Observe: A loaded $35,025 TLX comes with a 206-horsepower, 2.4-liter, 4-cylinder (what, no turbo?) engine, while a $32,910 2014 Accord is topped up with nav, driver assists, and a throaty, 276-horsepower, 3.5-liter V6.
Whoa. You’ve gotta be seriously hypnotized by the Acura’s headlights — look into my eyes-eyes-eyes-eyes-eyes — to justify the lux brand.
Step up to Acura’s tech package, however, and the TLX value gets X-citing. Beginning at $41K, Acura offers its so-called Super Handling-All Wheel Drive option. That’s a TLX SH-AWD, FYI. A mouthful, but the SH-AWD system is worth every letter. It’s one of the best in the business.
Fan boys of Subaru’s torque-vectoring, 38-grand WRX STI take note. If you want a refined luxury ride to go with your sensational handling, the TLX is your cup o’ nitro. Acura was an early pioneer of the AWD system that speeds up the outer wheel — while slowing inner ones — to assist rotation through corners. So Michigan drivers can not only tear up twisty, Up North roads like M-119 in summertime — they can also conquer winter snows.
Against its formidable BMW 328i and Audi A4 classmates, the TLX more than held its own. Its AWD is superior to the Audi and the equal of BMW’s X-Drive (I told you this X thing is outta control) system. Though exhibiting more body roll than BMW’s superb chassis, the TLX rotates through corners with savage aplomb.
Inside the hushed cabins, space is surprisingly plentiful. With smaller entry-lux vehicles like the A3 and ILX in play, our test class has been given room to grow. The backseats of the TLX, 328i, and A4 all nicely accommodated my 6-foot-5-inch frame (Hargett the Giant was still pinched), a clear improvement from previous generations.
In interior quality, the Acura again beats the Audi — if not BMW’s gorgeous trim and architecture. But the Acura’s twin infotainment screens are more intuitive — and TLX is wired with tech-savvy blind spot warning, lane assist, brake assist — everything but X-ray vision.
Bottom line? The BMW is prettier, a hair-more-agile, less-user friendly for 52 grand — or a whopping $6K more than the Acura.
How much is a brand name worth? Which car do you want to park at the country club? You’ll have to answer those questions yourself. The TLX deserves your X-amination. And it’s just in time for Xmas.
2015 Acura TLX
Vehicle type: Front-engine, front or all-wheel-drive, five-passenger sports coupe
Price: $31,890 base ($46,685 AWD V-6 as tested)
Power plant: 3.5-liter direct-injection 6-cylinder; 2.4-liter direct injection 4-cylinder
Power: 290 horsepower, 267 pound-feet of torque (V-6); 206 horsepower, 182 pound-feet of torque (4-cyl)
Transmission: Nine-speed automatic
Performance: 0-60 mph: 6.0 seconds (est. for V-6). Top speed: 125 mph (governor limited)
Weight: 3,774 pounds (AWD V-6)
Fuel economy: EPA 21 mpg city/31 mpg highway/25 combined (AWD V-6); 24 mpg city/35 mpg highway/28 combined (4-cyl)
Highs: Tech-savvy; awed by SH-AWD
Lows: Bland rear styling; Turbo-4, please
Posted by hpayne on August 30, 2014
Cadillac Director of Exterior Design Bob Boniface stands with the new ATS coupe. (Henry Payne / The Detroit News)
The Woodward Dream Cruise is a rolling art museum, showcase for an age when American design ruled the continent. Masterpieces include 1950s Cadillac Eldorados with jet-aircraft-inspired tailfins swimming like sharks through an urban ocean. Drawn by legendary GM designer Harley Earl, these sculpted vessels symbolized American post-WW2 optimism.
After decades in the wilderness, that Caddy swagger is back.
Cadillac Director of Exterior Design Bob Boniface and his team are producing tomorrow’s classics today: The imposing Cadillac Escalade, elegant CTS (2013 Detroit News Vehicle of the Year), and sensual 2015 ATS Coupe.
As agile as they are beautiful, these vehicles stand with the best of BMW and Mercedes. The CTS and ATS are the sum of Cadillac’s decade-long design resurgence. They are bold. All-American. The product of a design chief who has sketched cars since he was a tike on a trike. His credits include Jeep Liberty and Chevy’s Volt. Get him talking about cars, and the soft-spoken 48-year-old is a kid again, reeling off his favorite designs. I sat down with Boniface in Litchfield, Connecticut to talk about the ATS, tail fins, and the Cruise.
Q: The Art & Science design language has matured since the breakthrough 2002 CTS. What changed?
Boniface: In the late 1990s we introduced a concept car called the Evoq. That car pointed the way toward Art & Science design language with a lot of creases. The CTS which was the first production car to use that language. I think it was the right thing at the time . . . to say that this was a different kind of Cadillac. It got people’s attention. But it was a severe design language. Since then we’ve taken the things that are good about it: The vertical light signature, the shield-shaped grille, the precise creases on the car. We’ve kept these but the surfacing between the creases is more sophisticated. (The cars) are prettier now.
Q: This is a conscious decision to evolve the design language?
BB: Yes. And in the case of the ATS Coupe, we listened to the customer. We had an earlier version which is more severe with a lot more wedge and rake to the belt. The side body was thicker. The grille . . . more severe. Customers told us that it looked heavy, inefficient – it didn’t look fun to drive. So we brought that information back to the studio and we took as much visual mass out of the car as we could.
Q: Look at the luxury segment today and there seems to be a German style, a Japanese style. Is there an American style of design?
BB: I think so. Our cars are very American. A lot of it is the vertical light signature, front and rear. They aren’t tail fins, but it harkens back to that – the blade-like corners of the . . . late ‘60s and ‘70s. We own that vertical light signature. It’s not everyone’s taste, but we’ve evolved it to the point that it’s very tasteful.
Q: The ATS is made for international markets. How much do pedestrian safety standards influence the front of the car?
BB: Quite a bit. Fortunately . . . we can pay for things on a Cadillac. We put pyrotechnics on the hinge of the hood (Ed. note: in Europe) so if a pedestrian’s head hits the hood, they’ll be safe. But it is a minefield on the front of the car: The sensors, the cooling requirements, the pedestrian safety requirement . . . . That’s why I’m so happy the car looks like a Cadillac because if you just followed the letter of the law – and we do – you could very easily come up with a very generic, jellybean front end.
Q: What distinguishes a luxury design from a mainstream design?
BB: Proportions. Detail. Cadillacs – with the exception of the XTS – are rear-drive vehicles. The wheels are forward, the windshield is back, the rear overhang is longer. The cars have this swept-back feeling. The details – that’s where the money is. The details on the headlamp, the machining on the wheels, even the brake calipers. (The luxury segment) is more than transportation. Cadillacs are a means of self-expression.
Q: At the Dream Cruise, what stands out to you?
BB: The designs that stand the test of time: The ‘60s American designs. Look at, say a 1966 Impala, or a ‘69 Camaro or a ‘69 Super Bee. They were basically stylized boxes – but, the subtlety of surfacing to get light to cascade across the body . . . are just beautiful. It’s harder today to design a car because of all the regulatory pressure — the pedestrian safety, the fuel economy rules, the crash-worthiness. But we have materials to do those things. Back then, they basically had a body on frame and wrapped sheet metal around it. They had to make a big ol’ box look good and they did.
Posted by hpayne on August 29, 2014
Good things come in threes. Three-point basket buzzer beaters. The Three Stooges. Charlie’s Angels.
And Ford’s turbocharged, 1-liter, three-cylinder engine.
Three-holers have been as rare as four-leaf clovers in recent years as their poor power and inherent lack of balance have won them few buyers. The Mitsibishi Mirage and Smart, to name two, have underwhelmed with their buzzy leaf blowers. But with the relentless advance of fuel economy regulations and engine technology, automakers like Ford are re-introducing the three to a new generation of buyers.
The 2014 Ford Fiesta SFE is lightning in a bottle. Make that lightning in a 1-liter bottle. With its surprising power, hybrid-like fuel efficiency, and Fusion-like good looks, this overachiever is sure to become a micro-car icon. Indeed, the Ecoboost Fiesta brings to mind another three-banger idol from last century, the Geo Metro.
Sure, the little Ecoboost just won International Engine of the Year for an unprecedented third straight year. OK, Germany honored its tech innovation with the prestigious Paul Pietsch Award. Ford wants three-cylinder bragging rights stateside? It’s gotta go through the Metro first. Eager to gauge the three’s evolution, I went hunting in my Race Red SFE for a late ‘90s Metro.
Geo Metro owners are a proud lot. Like the Dwarves in Tolkein’s Hobbit, they are a close tribe fiercely protective of their cars and three-cylinder artisanship. They are dismissive of pretenders — ahem, like the Mirage and Smart — that fail to live up to the three’s fuel efficiency potential. The 1.0-liter Smart gets only 36 mpg? Amateur.
They give the new Fiesta more respect.
I contacted the Michigan clan through the online Geo Metro Forum. My offer to reciprocate driving a Geo Metro for the Fiesta was met with much enthusiasm. The Metroids are intrigued by a 1-liter that aspires to the Holy Grail of 50 mpg while also promising performance — a strange concept in the remote, Middle Earth realm of three-bangers.
The Geo Metro itself was hatched as an economy car in every sense of the word. At $8,085 in 1995 ($12,639 in today’s dollars) it was the cheapest chariot on the lot – and would still be today. So obsessed was GM with Metro’s price tag that it offered the passenger side mirror as an option.
The pride of the litter, the Geo Metro XFi (manufactured from 1990-1994), got an EPA estimated 43 mpg city/53 highway. That’s 47 mpg combined. It was the penny-pincher’s best friend. But the Metro made no pretense of performance. Zero-60? Use an hour glass. Side Gs? Side what?
Lansing-based Geo Metro owner Matt Spiess answered my call for a three-for-all. We had a blast.
Spiess’s 49-horsepower, 1995 Metro is officially EPA rated at 40 mpg combined (37 city/44 highway) a year after GM discontinued the XFi. But in his quest for better fuel economy, Spiess has upgraded his matchbox (complete with “Got 50 mpg?” sticker on the bumper) with XFi guts and a rear spoiler not unlike my Fiesta. As a result Spiess is averaging an astounding 52 mpg around Lansing. On my 80-mile trip from Detroit, I drove “green” – 5th gear, at the speed limit (you don’t know how hard that is for me) – and still managed “only” 47 mpg.
Point to Mr. Geo. Yet, while returning hybrid-like fuel economy numbers, the affordable Fiesta is one zesty salsa to drive. Game, set, and match, Mr. Ford.
To the auto engineers of the last 20 years, we salute you. Start with the Fiesta’s briefcase-sized engine. Its 123 Ecoboost-ed horses are not just 74 more than the Metro. Not just more than the standard 1.6-liter Fiesta. It’s more ponies-per-liter than a Lamborghini Aventado (106) or Corvette ZR-1 (103).
This three is King Kong in a can.
The turbo’s peak torque arrives at just 2,500 RPM. Merging onto US-127 north of Lansing at full throttle, the subcompact Fiesta disappeared from the Metro. Its 8.3-second, 0-60 sprint is a half-second quicker than a 1.8-liter Honda Civic. The Fiesta’s power comes smoothly, predictably, quietly.
The quiet is a testament to the fact that subcompact advances aren’t just under the hood.
Thanks to extensive sound-deadening and chassis work, the interior is noticeably quieter than the buzzy Metro. The instrumentation is more refined, the cup holders abundant, the cargo room plentiful. The three-banger only comes in Ford SE trim with a list of standard features as long as your arm. Seven air bags, leather steering wheel, a passenger side mirror . . .
“I can’t believe how smooth, quick, quiet, and powerful it was,” wrote Spiess at GeoMetroForum.com afterwards. “It did not feel like a little 3-cylinder at all.”
Our comparison was not without its old school nods, however. Throwing the threes into tight turns, I found the Metro’s hydraulic steering more responsive than the Fiesta’s numb electronic rack. And in a nod to cost, the Ford only comes with a five-speed manual gearbox.
The cost-cutting is a reminder that the Fiesta’s leap in engine technology is not cheap. Where the Metro tri-hammer was a base engine, the Fiesta mill is a $995 option over the base $14,925 sedan. Add the SE trim, heated seats, and destination charge, and my triple stickered at $18,190. That may be south of similar mpg hybrids — and Mini Cooper’s stylish three-holer ($21,300 base) — but it’s well north of what an inflation-adjusted Metro would be today. Heck, you could buy a used Metro for the Ecoboost premium, Spiess noted.
But the wee Metro also came with a price: Dealers couldn’t give them away. The XFi died in 1994 due to poor sales — the Metro brand followed in 1997. Squeezed by Washington mpg edicts even as Americans shy from small cars, the Fiesta 3-cylinder is an attempt to make fuel efficiency fun.
From the Fiesta 3-banger to one of my 2013 Best Vehicle finalists, the Fiesta ST hot hatch, Ford has brought spice to the common shoebox. The Fiesta has studied the Metro’s efficiency. But it is also learning the three Rs of sales: Revvy, racy, and roomy.
On my way back from Lansing, I flogged the Fiesta harder. I pulled Gs, rowed the box, returned 42 mpg . . . and still would have had enough room for Charlie’s Angels.
2014 Ford Fiesta 1.0-liter Ecoboost
Vehicle type: Front-engine, front-wheel-drive, five-door hatchback
Price: $14,925 base ($18,190 as tested)
Power plant: 1.0-liter turbocharged, dual-overhead-cam 3-cylinder
Power: 123 horsepower, 125 pound-feet of torque
Transmission: Five-speed manual
Performance: 0-60 mph, 8.3 seconds (Car & Driver); 120 mph top speed
Weight: 2,537 pounds
Fuel economy: EPA 32 mpg city/45 mpg highway/37 mpg combined
Highs: Pretty face; Hybrid-like fuel economy
Lows: Numb steering; Six-speed box, please
1995 Geo Metro
Vehicle type: Front-engine, front-wheel-drive, three-door hatchback
Price: $8,085 (base, 1995)
Power plant: 1.0-liter single overhead cam 3-cylinder
Power: 55 horsepower, 58 pound-feet of torque
Transmission: Five-speed manual
Performance: 0-60 mph, 12.6 seconds (ZeroTo60Times.com); 90 mph top speed (est.)
Weight: 1,808 pounds
Fuel economy: EPA 37 mpg city/44 mpg highway/40 mpg combined (base Metro); 43 mpg city/53 mpg highway/47 mpg combined (Metro XFi)
Highs: Sub-$10k sticker; Got 50 mpg?
Lows: Spartan interior; Slow as molasses
Posted by hpayne on August 22, 2014
Detroit News cruisers Tom Greenwood (left) and Henry Payne get ready to patrol the strip in their Corvette and Challenger Hellcat steeds. (Henry Payne / The Detroit News)
Ginger or Mary Ann? Steak or lobster? Hellcat or Stingray?
Vexing choices. Because there is no wrong answer. Because they say so much about you. I’ll take Mary Anne to a steakhouse on Woodward in a. . . um. Er. Uhhhhhh. Which car would make the best Dream Cruiser?
The 707-horsepower, most-powerful-muscle-car-ever, $59,995, 2015 Dodge Challenger SRT Hellcat? Or the 455-horsepower, best-pound-for-dollar-sports car-on-the-planet, $76,465, 2014 Corvette C7 Stingray convertible?
Every year, thanks to the generosity of Detroit automakers, The Detroit News auto writers land two state-of-the-art chariots so we can cruise the Cruise in style. It’ll be hard to top this year’s duo. They are future Hall-of-Famers. So gratifying, yet so different. A muscle-bound odd couple.
When the Hellcat curled up on our doorstep, my Cruise colleague, Tom Greenwood, was speechless. So he tapped these classic words on his laptop:
“Dripping with testosterone, the exhaust produces a growly vibration that could churn milk into butter. Honestly, the only thing that would make it better would be if the tailpipes smelled like bacon.”
Yet, given the choice, would I take the Hellcat over the C7? A week on Woodward tells the tale.
Begin with the visuals. The Stingray will be recognized for decades as the seventh generation ’Vette that took the brand from attractive to sexy. Curvy and taut, the C7 is Beyonce on wheels. Our Z51 “bumble bee” package is especially striking. Draped in ticket-me-yellow paint, the wheels and trim are black, meaning the black soft top — traditionally an eyesore on convertibles — fits right in.
Speaking of clam shells, this top will open or close while rolling. Feel rain drops? Under 35 mph, the roof will shut with the touch of a button. No stopping. No fiddling. It’s a cruiser’s dream.
As menacing as our gray and black-trimmed Hellcat looked, it’s only subtly different than its brooding forebears. You’ll know it by the SRT badge and “Slingshot,” black-matte wheels.
But turn the key and the Hellcat comes into its own. The Corvette sports 455 horsepower. The Hellcat sees that and raises it by 252. Two-fifty-two. It’s like adding a Ford Focus ST turbo to the drivetrain. It’s so much power that SRT provides two keys — one red, one black — to caution drivers. Red flings open Pandora’s box. Black limits you to “just” 500 Furies.
Stomp the pedal at a stoplight and all Hellcat breaks loose. The rear tires spin like belt sanders. The air fills with an acrid odor (bacon?). The supercharger drains oxygen from the surrounding ecosystem. A headlight-sized intake — where the inner left lamp should be — makes a shrieking sound like Dracula’s mistress. Mothers hide their children. Car alarms erupt. The Hellcat explodes down the road.
It. Is. Epic.
Next to this tornado, the Corvette (3.8 second 0-60 versus the Hellcat’s 3.5) seems downright civilized. But keep your foot planted over 4000 RPM and valve flaps open in the four big exhaust pipes. An addictive, thunderous roar echoes off the asphalt.
You want to hear it again and again. It’s like the last stanza of the national anthem. Sung at the Super Bowl. By Whitney Houston.
So V-8s go great in a straight line, you say. So tell me something I don’t know. How do they handle? Pardon my snicker. We’re dream cruisers. Stoplight stompers. Ever seen an ess curve on Woodward? Still, man cannot live on burnouts alone. The open road is a symphony and you want an instrument that can play all the notes.
No surprise, the ’Vette walks away from the Hellcat in the twisties. Where the C7 can feel big and sloppy compared to say, a Porsche Boxster, it’s Fred Astaire compared to Hellcat the Dancing Bear. Through the swells and dips of north Oakland County the 3,362-pound C7 is planted, predictable — while the Hellcat’s 4,439 pounds must be carefully managed.
For all the violence outside, these beasts are remarkably comfy inside. The engineers didn’t blow the whole budget on artillery. The Stingray’s plush leather and suede-wrapped steering wheel are living room-comfortable. Your passenger is pampered as well with separate climate controls and two “oh, sh**!” handles for when 4,000 revs come.
The Hellcat can’t match the ’Vette’s country club interior, but it boasts its own suede seats and superb 8.4-inch touchscreen. And it comes with two roomy rear seats so that a family of four can enjoy the fun.
My Cruise-loving wife — my real-life Mary Ann — loves convertibles. So I choose Stingray. How about you?
2015 Dodge Challenger SRT Hellcat
Vehicle type: Front-engine, rear-wheel-drive, five-passenger sports sedan
Power plant: 6.2-liter supercharged DOHC 8-cylinder Hemi
Power: 707 hp, 650 lb.-ft. torque
Transmission: Eight-speed automatic with paddle shifters
Performance: 0-60 mph, 3.5 seconds (est.); 199 mph top speed
Weight: 4,439 pounds
Fuel economy: TBD
Highs: Earth-shaking power; Intuitive controls
Lows: Might get you thrown in jail
2014 Corvette Stingray Convertible
Vehicle type: Front-engine, rear-wheel-drive, two-door, sport convertible with electronic, retractable top
Power plant: 6.2-liter, aluminum V-8 with direct injection and dry sump
Power: 455 horsepower, 460 pound-feet of torque
Transmission: Seven-speed manual
Performance: 0-60 mpg, 3.8 seconds; 190 mph top speed
Weight: 3,362 pounds
Fuel economy: EPA 17 mpg city/29 mpg highway
Highs: Glorious V8 note; Luxury interior
Lows: Might get you pulled over by a cop on a bicycle
Posted by hpayne on August 21, 2014
I love economy of line.
A few strokes from caricaturist Al Hirshfeld’s pen could magically capture a Broadway celebrity’s face.
The bold curves of architect Eero Saarinen’s Dulles Airport transform a massive flight terminal into a soaring sculpture.
And the shrewd lines of the 2015 Cadillac ATS Coupe mark it as a future classic.
The luxury maker’s long-awaited coupe comes with high expectations. After Caddy’s BMW 3 series-fighting ATS sedan debuted to rave reviews in 2012, could the two-door match the high style bar set by the German marque’s 4-series? Could the coupe smooth out the sedan’s rough edges? Or would it stumble as the CTS coupe — an ambitious but flawed sculpture — did before it?
The ATS coupe scores on all fronts — starting with an elegant chrome line that runs the length of the car’s front lip. At times I’ve found it difficult to look at the ATS sedan head on. With its raked hood and sculpted body, the four-door was a lovely interpretation of Caddy’s Art & Science design architecture.
But oh, that face.
The sedan’s large pentagon grille was split in two by a front bumper line. It looked like a mouth stifled by a giant strip of masking tape. The headlamps bulged. The chin strained. Mmmahmmmahmmm. Please, someone, the ATS seemed to be saying, can you remove the #@!!** adhesive?
Ahhhhhh. Thank you, Cadillac designer Bob Boniface. The veteran artisan has worked the same magic on the coupe that he brought to the CTS sedan, The Detroit News’ 2013 Car of the Year. In extending the lower lip line and giving the mouth a chance to breathe, the coupe’s face (coming to the sedan, too) has been transformed. The grille dominates the front, its full, chrome lips smile, the headlamps twinkle. Hello, gorgeous.
Oh, but Boniface’s pen is just getting warmed up. Walk around the coupe’s flanks and a single, arching sill line connects hood to windows to tail. Immediately below it, the ATS sedan’s elegant shoulder line has been dropped, bisecting the car’s big rear quarters and knitting everything into proportion. It’s the trickiest space in auto design. The Audi A5 has it right. The creaseless CTS coupe, not so much. Its hindquarters look as naked as Homer Simpson’s forehead.
Not the ATS. Like its sister CTS, you want to take something this beautiful onto the dance floor. Then the ATS really shows its moves.
Like the sedan, the coupe is equal — dare I say superior? — to its German competitors. The steering is perfectly weighted, the chassis taut (aided by a 38 percent stiffening in high strength steel and extensive adhesive bonding), the balance — nearly 50-50 front to rear — is exquisite. Mindful that its nemeses have porked up, the Caddy has slimmed down. Its dimensions match those of the superb BMW E46 chassis of a generation ago, tipping the scales 53 pounds lighter (267 pounds less than an AWD Audi A5).
Bounding like a retriever after a fox over the equestrian hills and valleys of northern Connecticut, the ATS coupe felt small in my hands. With a multi-link front suspension and independent rear, this Labrador is relentlessly sure-footed. Strap on magnetic shocks and it gets even better.
Like the wings of Hermes on all four heels, magnetic shocks make this hound fly. Caddy’s magnetic shocks are suspension steroids. And they’re legal. Heck, put them on a Cadillac Escalade (they do) and the lumbering offensive lineman thinks it’s Adrian Peterson.
Recognizing the coupe’s natural beauty and athleticism, Caddy’s product planners have appropriately fed it plenty of drivetrain meat. Skipping right over the sedan’s 2.4 liter, four-cylinder starter salad, the base coupe goes straight for the sirloin — a turbocharged 2.0-liter four with 272 horsepower and 295 pound-feet of torque. Bigger chops? GM’s trusty 3.6-liter V-6 is protein-fed with 321 horsepower and roars like a bull when poked.
But as satisfying as the V-6 pipes are, the quieter turbo packs plenty of punch. Consider the numbers. While the V-6 sprints from 0-60 mph in 5.5 seconds, the turbo 4 is right on its hip at 5.6 seconds. And it drinks 3 mpg less to get there. Tucked up under the four’s exhaust manifold, the dual scroll turbo is a compact dynamo, giving the little engine a wicked kick in the glutes from 2,000 revs all the way to the 6,500 redline. Mated to a silky smooth, 6-speed automatic or manual box, the turbo shifts effortlessly, even in fast downshifts as the car’s six-pot Brembo anchors haul it back to earth.
Inside, the Caddy’s interior strives to match the drama outside.
The ATS is the first Caddy to offer GM’s 4G connectivity for the Internet starved (um, like your trusty scribe lost on Connecticut back roads). Paddle shifters the size of boat cleats anchor either sides of the steering wheel, allowing for ease of use even as the coupe explores its .93-g envelope. Comfortable, bolstered seats tempt you to stay in the saddle for hours.
The rest of the quiet interior is familiar Caddy territory. The haptic-touch, smartphone-like center screen requires a tutorial, but at least it’s all right in front of you. BMW, Audi and now Lexus consoles are stacked shelves of high-placed screens and low-mounted dials. If Europeans had designed the etch-a-sketch, the nobs would have come with a separate console.
Befitting a coupe, the rear seats are not for the claustrophobic. Still, the designers have thoughtfully located redundant fore and aft switches at the top and bottom of the seats so the rear passenger can move the seat to get out. Very clever.
The ATS coupe is Caddy’s sixth product in three years as the veteran tries to reestablish itself as a premier luxury brand. And ATS will bring a V-series coupe performance droid to the fight next year to take on the mighty BMW M4. But as good as the ATS products are, its competition isn’t standing still. While the ATS is Caddy’s gateway to the under-35 set, BMW — to use just one example — has added a 2-series as well as small utes to its lineup.
Will Caddy ever catch up? Maybe not. But the ATS sedan and coupe are proof that Cadillac is capable of making some of the finest small lux cars in the world. The cars grip like glue. The engines pull like Clydesdales. The interior warms like a ski cabin.
And like a Hirschfeld drawing, the ATS coupe just needs a few simple lines to make you recognize true beauty.
2015 Cadillac ATS Coupe
Vehicle type: Front-engine, rear-wheel-drive, four-passenger sports coupe
Price: $38,990 base ($49,685 turbo-4 as tested)
Power plant: 2.0-liter turbocharged 4-cylinder; 3.6-liter direct injection V-6
Power: 272 horsepower, 295 pound-feet of torque (turbo-4); 321 horsepower, 275 pound-feet of torque (V-6)
Transmission: Six-speed automatic
Performance: 0-60 mph, 5.6 seconds (turbo-4); 5.5 seconds (V-6). Source: Cadillac
Weight: 3,418 pounds
Fuel economy: EPA 21 mpg city/31 mpg highway (turbo-4); 18 mpg city/28 mpg highway (V-6)
Highs: Sleek styling; nimble handling
Lows: Claustrophobic rear seats
Posted by hpayne on August 14, 2014
Woodward Dream Cruises are like high school reunions. We go back to the alma mater every year to meet old friends, retell tall tales, and see if Mary Jo Meriweather is still as hot as she was three decades ago.
On Woodward this year, we honor the Class of 1988.
Now old enough to qualify for historic Michigan plates, the 26th anniversary class featured an assortment of nerds, athletes and timeless beauties. Which models will show up? Which ones should show up? Does that certain curvy creature still turn heads like she did then?
Your humble class auto critic has gone back through my tattered yearbook to sort the losers and leaders. Has anyone become a celebrity like Dodge Challenger (Class of ’71)? Will there be dorks-turned-cool like the Ford Model B street rod (Class of ’32)?
In 1988 Ronald Reagan was president, “Die Hard” was the No. 1 movie, and the Ford Escort was America’s best-selling car. The Ford what?
The auto landscape was almost completely unrecognizable compared to today. AMC was a car, not a TV channel; GM owned Lotus; and sedans still dominated auto sales. The Ford Taurus was the best-selling midsize car in America while the Ford Escape crossover hadn’t even been conceived. Heck, crossovers hadn’t been conceived. Today’s perennial sales king, the Toyota Camry, didn’t even make the Top Ten. Then, only three of the Top Ten sellers were Japanese. Now, only three American cars break the top tier.
So what endures? What I love about the Cruise is its democratic celebration of the good, the bad and the ugly. There are no white-glove, toffee-nosed judges handing out blue ribbons at the end. No wax-sealed invitation letters. No gatekeepers. Every vehicle is welcome.
We come. We see. We appreciate. But we do, um, appreciate some 1988 classmates more than others …
Corvette, 35th anniversary edition
No Cruise class is complete without a Vette, and 1988 is no different. The C4 was the Big Man on Campus. Though an underpowered 250-horsepower by today’s standards, we coveted its sleek physique. It was Corvette’s 35th birthday — so GM blessed us with a limited, commemorative edition. Known as the “Triple White Corvette,” it’s painted white with white wheels and white interior (including seats & steering wheel). If only Elvis could have driven one in Vegas.
The Oldsmobile Cutlass Supreme
The ’88 coupe was Olds’ first front-wheel drive car. Awkwaaaard. But this car was still special. The Cutlass was the first vehicle to feature a heads up display (HUD) — the hologram-like gauge that hovers in a driver’s line of sight. The nifty feature has since spread to Cadillac, Chevy, Hyundai, Lexus, etc.
Ford Mustang 5.0
Nearly shipped off to the glue factory in the early ’80s, the third generation pony car had evolved into a menacing, Top Ten Car & Driver pick by 1988. Shaped like the head on Thor’s hammer, it had a kick to match. While this bruiser won’t win any beauty prizes, its thumping 5-liter heart thrills enthusiasts.
While the Z28 took a hiatus, Camaro produced its performance car under the IROC-Z badge from 1988-90. Short for International Race of Champions, the IROC package attempted to capitalize on the popular SCCA showroom stock series to boost flagging sales. “Win on Sunday, sell on Monday” as the saying goes. The result was a weapon packing 350 cubic inches of heat. With IROC-Z emblazoned across its skirt, a snarling ’88 Camaro still awakens goose bumps.
The Porsche 924 was a rare Stuttgart belly-flop — an underpowered, affordable sports car that eventually yielded in 1983 to the brawnier Porsche 944. But … for two years in 1987 and 1988, Porsche dressed the 944 platform in the slipperier, lighter 924 body. Pair a better drag coefficient with 160 horsepower and what do you get? A heckuva sleeper. The resulting 924S was not only cheaper than the 944 (at under $20K), but quicker. Considered one of the best handling sports cars of its generation, the balanced 924S is instantly distinguished from its weak sister 924 by its phone dial wheels. Only 17,000 S’s were made. I sense collector’s item.
Mazda RX7 convertible
Mazda’s rotary-powered Porsche 944 fighter got a facelift in 1986 to look sexier. In 1988, the RX-7 went topless as well. Anything for sales, I guess. For all of its imitation, the RX-7 was a wonderful actor in its own right with superb 50-50 weight balance and that unique Wankel power plant. Mazda racers of that era sounded like a chainsaw cutting through your head. Fortunately, production cars were muffled.
Pontiac Fiero GT
GM’s late performance division’s small sports car finally got its mojo with the Fiero GT, produced from 1986-88. While endowing the Fiero with dramatic mid-engine looks, Pontiac had starved the standard model with under 100 horsepower. The GT fixed that with a peppy, 140-horse V6. Distinguished by its deep front spoiler and rear wing, the peppy GT — alas — came too late to save the Fiero. It passed in 1988.
While GM shoulders responsibility for its deadly ignition failures, the Audi 5000’s “sudden acceleration” scandal is a reminder that many safety recalls are the result of media and safety advocate sensationalism. The 5000 was framed by a rigged “60 Minutes” broadcast, resulting in a cratering of Audi sales in the U.S. The 5000 was subsequently discontinued in 1988 as the company embarked on the long road back to public acceptance. Absolved by federal regulators and feted by Car & Driver as a 10 Best pick, the 5000 endures as one of ’88’s best sedans.
While GM refashioned Buick as a family brand (the once-powerful Regal, for example, had been neutered of its V8 and recast with front-wheel drive), the powerful Reatta coupe paradoxically debuted as a halo performance car in 1988. A fish out of water in a conservative brand, the bland Reatta became a symbol of GM brand chaos. If not a classic, a classic tale of GM’s woes.
Honda CRX Si
This mighty mouse was part of a Honda juggernaut that took the U.S. by storm in the ’80s. From the Accord to the CRX, Honda established a reputation for affordable fun. Redesigned for 1988, the 2,000-pound Si was the terror of the autocross — the era’s favorite pocket rocket after the VW GTI. Equipped with a multi-link suspension, you could ring its neck at a weekend track event — then enjoy 50 mpg on weekday commutes.
There you have it. My short list.
I welcome your own favorites in the Comments section online. Looking back at the ’88ers it’s remarkable how much 1970s federal fuel economy regulations had reorganized the Big Three’s portfolio. We are in the midst of a second federal fuel economy crusade today that could equally transform the landscape a quarter century hence. A turbocharged, 6-cylinder Corvette anyone?
Posted by hpayne on August 14, 2014
Driving Woodward Avenue this week after the flood you might consider an outboard motorboat or an ark to gather all the Detroit zoo animals. But come Saturday’s Dream Cruise, the sun will be out, and so will the cars. You’ll want something appropriate for cruising with the family.
How about a roomy, 707-horsepower four-door sedan that seats five and does the quarter mile as fast as a Ferrari Enzo?
Dodge has your car. Chrysler’s performance brand rolled out a fire-breathing, 205 mph, V-8 2015 Dodge Charger SRT Hellcat at Vinsetta Garage on Woodward on Wednesday morning to a mob of media. The car will be mobbed by the public as well since Dodge plans to show this bad boy at its 13 Mile and Woodward display at this weekend’s Cruise.
The Charger is the second Hellcat badge for the Dodge SRT after the Challenger SRT Hellcat was introduced earlier this year. Both share the same menacing looks, the same red-tinged leather interior, and the same supercharger which boosts horsepower by a bone-rattling 215 horsepower over the already ferocious V-8 found in the Charger and Challenger R/T models.
Yet the “family sedan” Charger is not only roomier than its coupe cousin — it’s faster. The Charger Hellcat will giddyap down a quarter mile drag strip in just 11 seconds, two-tenths quicker than the Challenger Hellcat. Zero-60? A hell-raising 3.6 seconds, also two-tenths quicker than the Challenger version.
“This car goes where most brands wouldn’t go in this market,” said Dodge CEO Tim Kuniskis whose hot brand is the most searched on the Internet. “Sometimes you need to stop listening to the focus groups. The Charger Hellcat redefines practicality.”
Posted by hpayne on August 1, 2014
To call the new, earth-shaking 707 horsepower Dodge Challenger SRT the “Hellcat” seems an understatement.
Were there copyright issues with T-Rex, Godzilla or The Kraken?
Dodge executives say the 2015 Challenger standard-bearer is based on the legendary World War II Grumman Hellcat, the Zero-fighter that ruled the Pacific Ocean skies. Dodge’s supercharged maw seems like something dive-bombing from the sky, all right — but more like a ferocious, fire-breathing dragon. I’m talking Desolation of Smaug here — not that cutie in “How to Train Your Dragon.” I mean, you can hear this thing coming with its shrieking, front air inductor before the 6.2-liter hemi blows you off your feet with its huge, 8 inch-wide, rear dual exhaust outlets.
The supercharged Hellcat leads an army of updated 2015 Challengers into battle in the white hot War of the Muscle Cars. Not since these affordable weapons were birthed in the fiery crucible of the 1960s and ’70s have we seen such an arms race.
Remember when Planet Washington wanted to save GM and Chrysler so they could build 40 mpg tin cans? Really? Ask the one million faithful at the Dream Cruise this August to name their dream cars. I’m betting the Big Three of Camaro, Challenger, Mustang top the list.
“If you missed the first muscle car era,” says Dodge CEO Tim Kuniskis, “don’t miss this one.”
Kuniskis leads the combined Dodge-SRT regiment in Gen. Sergio Marchionne’s re-ordered army. Dodge is the cavalry. The horsepower guys. The point of the spear. With his natural swagger and passion for cars, Kuniskis would have made the brawling Dodge brothers proud. This guy chews nails for breakfast.
Introducing his steel soldier, Kuniskis barks out details like “Apocalypse Now” Lt. Col. Kilgore: “The Hellcat has 650 lb.-feet of torque. Top speed of 182 mph. Quarter-mile in 11.2 seconds. It’s loud, obnoxious, pure evil.”
The Challenger is unapologetically menacing.
Like the 2014 Camaro, the Challenger’s cowl has been narrowed from the 2008-14 generation. Its deep-set eyes are even more hooded under an extended brow. By comparison, the 2015 Mustang’s Fusion-like grille and swept headlights are softer. Dashing. European. That’s by design as Ford has recast its muscle car as a sports car to broaden its international reach. Challenger, by contrast, is steroid-fed, all-beef, All-American muscle.
Dodge media materials don’t boast of g-loads or drag coefficients. That’s sports car prattle. It boasts of the Challenger’s quarter-mile times. That’s Yankee drag-strip talk.
And the Hellcat goes like stink. So powerful is this beast that it comes with two keys: One black, the other red. Only the red gives you access to the full 707 horses.
Good choice. I mashed the pedal at Portland International Raceway, and … actually, I didn’t. Never mash a pedal connected to 700 horsepower. Even with measured throttle, this hellion has wheel spin in first and second gears off the line. With a manual shifter, you could spin the rear tires to dust. For more consistent starts, launch control is available. Just 12 seconds later, I was doing 120 mph-plus across the quarter mile.
But where to use such a weapon?
Let’s face it. 707 horsepower is a stunt. A model in hot pants to get folks in the showroom. And at a starting price of $59,995 it will only appeal to a few. Saner minds and smaller bank accounts will find plenty of pleasure in the $37,495, 465 horsepower. 5.7-liter hemi or the $27,995, 3.6-liter base Challenger.
The V-8s have so much torque that they are akin to riding a bull through a rodeo barrel course. By contrast the Pentastar V-6 allows you to master the Challenger’s big chassis. The Challenger is hardly nimble. At nearly 4,500 pounds and that big boat anchor up front, the Hellcat can feel like a rocking horse. Raring to go in a straight line, but nose heavy under braking and nervous in tight bends. Fortunately, the Challenger’s electronic stability control is superb, and the V-6 reduces overall weight to 3,800 pounds — bringing 52-48 balance while still offering plenty of giddyap and a throaty exhaust brap.
Speaking of manners, the updated Challenger has brains to match its brawn.
With electronic steering, electronic shifter and an eight-speed transmission, the Challenger has gained fuel efficiency to go with its bigger biceps. The V-8 options are all less thirsty, and the V-6 boasts 30 mpg on the highway.
The previous-gen Challenger needed an interior decorator. Not the 2015 model. This SRT has been watching HGTV. The new Dodge features soft vinyls and choice details like aluminum bezels that trace the three stylish trapezoids housing the instrument cluster, console and shifter island. The result is a tasteful Dodge interior with a style all its own.
The car’s exterior is also harmonious, simple.
Like its muscle car brethren, the Challenger is respectful of its heritage. Where the outgoing model took its design inspiration from the 1970 car, the 2015 update mimics the 1971 model’s split grille and split tail-light design. But unlike Camaro’s fake side gills, the Challenger eschews ornamentation. Form follows function.
The result is a surprisingly clean, consistent design from base SXT to King SRT. While the Challenger’s 10 trim packages come with a dizzying array of options, a 27-grand V-6 does not look like Megan Fox’s kid sister next to the 60-grand Hellcat. And with its functional rear seat — the two-door Challenger is built on the same platform as the roomy, four-door Dodge Charger. Unlike its tight Camaro and Mustang mates, you can comfortably drive the whole family to the Woodward Dream Cruise.
But when you get there, let them out at Dairy Mart to get ice cream. Then pull out the red key and go light the fires of Hell. You sure this thing shouldn’t be called Nostradamus?
2015 Dodge Challenger
Vehicle type: Front-engine, rear-wheel-drive, five-passenger sports sedan
Price: $27,995 base ($59,995 Hellcat as tested)
Power plants: 3.6-liter, dual overhead cam 6-cylinder Pentastar; 5.7-liter pushrod 8-cylinder Hemi; 6.4-liter pushrod 8-cylinder Hemi; 6.2-liter supercharged DOHC 8-cylinder Hemi
Power: 305 horsepower, 268 pound-feet of torque; 372 hp, 400 lb.-ft. torque; 485 hp, 475 lb.-ft. torque; 707 hp, 650 lb.-ft. torque
Transmission: Eight-speed automatic (six-speed manual available with 6.4-liter Hemi and 6.2-liter supercharged Hemi)
Performance: 0-60 mph, 3.5 seconds (est.); 199 mph top speed (6.2-liter Hellcat)
Weight: 3,834 (V-6) — 4,439 pounds (supercharged V-8 Hellcat)
Fuel economy: EPA combined — TBD
Highs: Unique, artful interior; menacing good looks
Lows: Awesome power that’s unsafe in the wrong hands; stilted handling
Posted by hpayne on July 24, 2014
My wife’s sofas are littered with pillows inscribed with clever sayings. My favorite: “I know I’m efficient. Tell me I’m beautiful.”
The Hyundai Sonata reminds me of that pillow.
Efficient, affordable and reliable, the Sonata suddenly showed up in 2009 looking gorgeous. We gaped at it. We purred over it. We bought it. Dubbed the YF in Hyundai’s internal nomenclature, the midsize sedan wasn’t so much a sonata as it was a rock ‘n’ roll cantata. With a raked nose, open grill, and deep body creases that resembled hollow cheekbones, the Sonata arrived like Mick Jagger kicking in the stage door and singing “Start Me Up” at a violin recital. The docile, middle-aged, midsize sedan segment gasped. And then, irresistibly, they started to tap their feet. Start me up … and don’t stop!
“The YF put us on the map in terms of volume,” says Mike O’Brien, Hyundai Product VP for North America.
“The last Sonata got us into the party,” says O’Brien. “The new one gets us invited back.”
A lot has happened since the 2009 model. To be specific, the Genesis happened. No, not the Genesis Coupe, but Hyundai’s sexy, Euro-styled, Genesis luxury sedan (why two different vehicles in Hyundai’s lineup share a name is a mystery). The Genesis moves the Korean brand uptown in the U.S. market. The last gen Sonata’s daring, slashing architecture inspired other, smaller Hyundai drones — Elantra, Accent — to ambush their segments as well.
Now the Sonata steps to the beat of the Genesis. Where the Sonata pioneered Hyundai’s “Fluidic Sculpture” design philosophy, the Genesis sets the tone of Fluidic Design 2.0. The rest of the lineup will surely follow.
The Sonata’s familiar, fluidic design riffs are still in evidence but have been tidied, tucked, trimmed. Like Jagger singing in a coat and tie at the Rock and Roll Hall of Fame, the rebel is now the establishment.
Like the Genesis, the new LF Sonata’s grille is more upright. The deep, racy shoulder lines have been pulled straight. “Fluidic Sculpture 2.0 is more modern, more detail-oriented,” says O’Brien, a former Ford and Toyota engineer. “It’s elevated to a more premium level. If the YF was a big, showy diamond, the LF is a smaller cut of higher quality.”
The conservative upgrade is echoed inside the Sonata’s swept, coupe-like greenhouse. With rolling edges and a slashing, vertical console, the outgoing Sonata’s interior mirrored its loud exterior. The 2015 model is less busy, more harmonious. Piano-black keys and soft vinyl bring premium refinement across an intuitive, zen landscape. Like horizontal seams across a rock face, parallel lines unify the dash. Beginning left of the steering wheel, horizontally arranged driver assist buttons (governing traction and lane assist) give way to an elegant instrument panel. Seamlessly, the eye moves right to orderly radio and climate controls. A horizon of soft vinyl continues across the glove box, you … are … getting … sleepy … zzzzzz.
OK, so fans of the previous generation may want a little more interior pizzazz. But Hyundai has concentrated the new car’s innovation deeper under the skin.
Like Ford and its Fusion, Hyundai has nixed a V6 from its engine options. Not just banished it. Buried it. With an engine bay designed with only fuel-efficient, four-bangers in mind, the Sonata opens more space for the rest of the chassis to accommodate passengers. The result: the best interior room in class — a yawning 122.4 cubic feet. With the front seat back, I can stretch my 6-foot-5-inch frame to full length — yet the 6-foot-5-inch bloke behind me can still comfortably sit upright, his knees just touching the seat back in front of him.
The benefits extend to the also-roomiest-in-class trunk. Open it and you need a spelunker guide with a torch to find its nether reaches.
Back up, you say. What was that about no V6 option? How are you supposed to lug around all that acreage without upgrading the Sonata’s stock 2.4-liter and 2.0-liter engine options?
Okay, if you’ve come to the midsize class with performance in mind, you might want to keep on walking. The Mazda 6 has more nimble handling. Chrysler’s curvy, all-wheel drive 200 sports a throaty, 295 horsepower, 3.6-liter Pentastar V6 that will better slake your thirst for speed.
Still, the Sonata four-holers — 185 and 245 horsepower, respectively — provide plenty of giddyap. What’s more, you can flog the four hamsters with minimal intrusion into the cabin thanks to the Korean sedan’s superb chassis upgrade. With 40 percent more steel enforcement and a sealed underbelly, the 2015 Sonata barreled over the carriage-rutted roads of Ypsilanti Township with little clatter. Try that in the previous generation YF.
Which leads me to the Sonata’s last clever secret: a turbocharged, 1.6-liter engine offered only in the sedan’s so-called “Eco” trim.
Paired with a seven-gear, dual-clutch transmission, this little gem — combined with my lead right foot — terrorized Ypsilanti while still recording 32 miles per gallon. Yet, the Eco model — in typical Hyundai fashion — comes in at a surprisingly cheap $27,275. Hybrids should shudder at such performance — beginning with $32,785, 38 mpg Sonata hybrid. Do the math.
The crisp, elegant Sonata is a statement that the Hyundai is here to stay. Its bread and butter sedan is a match for anything in the segment — and at a cheaper price with the Sonata $1,200 cheaper on average than key competitors.
Hyundai’s challenges are elsewhere on the menu. The Genesis wants to gain a foothold in the cut-throat lux market while the Tucson struggles to get traction in the red hot, small crossover segment. Indeed, just as Sonata has gained sedan market share, families are moving away from sedans and into crossovers.
The Sonata is runner-up (behind the Chevy Malibu) in JD Power’s Initial Quality Survey. It’s a leader in value. A leader in interior space. Yes, the Sonata is efficient. Just don’t call it beautiful. Handsome will do.
2015 Hyundai Sonata
Vehicle type: Front-engine, front-wheel-drive, five-passenger sedan
Price: $22,000 base (Sonata Sport 2.0T $29,385 as tested)
Power plants: 2.4-liter, dual overhead cam 4-cylinder; 2.0-liter turbocharged DOHC 4-cylinder; 1.6-liter turbocharged DOHC 4-cylinder
Power: 185 horsepower, 178 pound-feet of torque; 245 hp, 260 lb.-ft. torque; 177 hp, 195 pound-feet torque
Transmission: Six-speed automatic (seven-speed EcoShift dual clutch transmission with the 1.6-liter turbo)
Performance: 0-60 mph, 8.0 seconds (Sport 2.0L, Car & Driver)
Weight: 3,616 pounds (Sport 2.0T)
Fuel economy: EPA combined 29 mpg (2.4L); 26 mpg (2.0L); 32 mpg (1.6L)
Highs: Roomy interior; Competence at every turn
Lows: Fluidic dashboard no more; Sport model could use more horses
Posted by hpayne on July 22, 2014
Best ottoman: Honda Fit. Seriously. Get in the backseat, fold the front passenger seatback flat. Put your legs up and stay awhile. (Henry Payne / The Detroit News)
From compacts to muscle cars to crossovers to land yachts, Americans have never had such a broad vehicle menu and I have the pleasure of sampling it for you 365 days a year. It’s not a bad gig. We auto pundits spill gallons of ink picking the Best Sedan, Best SUV, Best Sports Car, and so on.
But what of the myriad features stuffed into the fastest, sexiest, most complex consumer products on earth?
Even before the acceleration of digital wizardry into cars, auto features were worth their own best list. Teams of engineers are assigned to every corner of a vehicle in order to tease out that last styling or ergonomic detail that will make a customer choose, say, a Jeep Grand Cherokee over a Hyundai Santa Fe.
Herewith my 2014 list of the best of the best features in autos today – mechanical, digital, aesthetic, and otherwise. This is hardly a comprehensive list – and I will humbly admit to C pillar-sized blind spots. I have not driven all 290-plus models out there. What did I miss? What is your favorite feature? Please add your “Best of” choice in the Comments field below. First, let’s turn on the lights. . . .
Best headlights: Cadillac Escalade. Bordered by an LED tube waterfall, a ladder of five LED bulbs – each separated by heat-dispersing fins – light the big ute’s path. The Fox Theater’s marquee doesn’t have this much bling.
Best fog lights: VW Golf. Lux vehicles swivel their headlights to follow your path, but only the common Golf (and its Beetle bro’) use their inside fog lamps to illuminate a corner’s apex. High curb? Pothole? You’ll see it.
Best grille: Mercedes CLA250. Put Merc’s star in the middle of a pentagon grille. Then place jewel-like droplets on a thin mesh that radiate out from the logo like ripples on a pond. Eat your heart out Tiffany’s.
Best launch control: Corvette C7. Other supercars – Alfa Romeo 4C, Nissan GTR — offer automatic tranny launch controls so idiot-proof you feel like a passenger on board Cedar Point’s Top Thrill Dragster ‘coaster. The 455-horsepower Stingray gives it to you with a manual. It’s life-altering. Not for the feint-of-heart, it offers a test of your shifter reflexes as you rocket from zero-60 (popping the clutch with your right foot on the floor at a rib cage-rattling 4000 RPM) in 3.8 seconds.
Best alternative drive system: Chevy Volt/Cadillac ELR. Yeah, yeah, I love the electric Tesla Model S, too. Staggering acceleration. Innovative electronics. Acres of interior space. But what if you’ve gotta drive to Marquette? Until electric cars are as cheap as Civics, the charging infrastructure won’t happen. The GM batteries will get you to work. The gas engine will get you Up North.
Best blind spot warning: Acura MDX. I like blind-spot assist. Especially in large SUVs with blind spots the size of Oklahoma. But can I always see the little, blinking car icon? On the outside of my passenger mirror? In the sun? MDX blind-spot indicators are inside the vehicle on the A pillars. Smart.
Best smart key: Hyundai Equus. Approach the Equus and the big sedan senses the key in your pocket, instantly unlocking the doors and opening the side mirrors like hands to greet you. (Okay, it’s a little eerie.)
Best paddle shifters: Mazda MX-5. With all the mighty supercars out there with steering wheel-mounted shifters, who woulda thunk the mini MX-5 would pioneer paired, up-and-down shifters on both sides of the wheel? No longer are both hands a slave to the wheel when shifting.
Best ottoman: Honda Fit. Seriously. Get in the backseat, fold the front passenger seat back flat. Put your legs up and stay a while.
Best touch screen: Chrysler UConnect. I prefer dials whenever possible, but given the amount of stuff you can pack into touch screen systems (not to mention the feds mandating backup cameras), they are to stay. UConnect – in Jeeps, Chryslers, et al – is one useful guide dog.
Best center console: Tesla Model S. A 17-inch tablet. No surprise, it’s from the Silicon Valley-based automaker.
Best backseat: Chrysler/Dodge Stow n’ Go. These ridiculously versatile thrones fold up for easy access to the third row, or fold into the floor, or offer floor storage when upright, or eject you before a crash – safely deploying parachutes for a soft landing (okay, I made that last one up).
Best liftgate: Ford Escape. No contest. Swing your foot under the bumper and the hatch opens.
Posted by hpayne on July 17, 2014
Our thirst for 1960s’ nostalgia is bottomless, so automakers keep remaking the classics. Ford will birth a brand new Mustang this fall as it chases GM’s own retro-rod, the Camaro. Alfa Romeo’s 4C is a dead ringer for the ’67 Alfa 33 Sradale, and Jaguar has followed the elegant E-Type with the ferocious F-Type.
Meanwhile, Mazda has cornered the market on wee English sports car nostalgia with the Miata.
Mazda has been so successful in preserving the golden era of Lotus Elans, MG Midgets and Bugeye Sprites that the Miata has become an icon unto itself, now celebrating its 25th year of production. Along the way, the Miata picked up the MX-5 badge to recognize it as a permanent member of the Mazda family, not just a passing salute to ’60s sports cars (and to make it sound more, ahem, macho). Indeed, the mass-produced cutie has far outlasted and outsold its Elan inspiration as the Lotus badge expired after nine years.
Yet Mazda’s little roller-skate has stayed true to its roots: affordable, fuel efficient, and more fun than Monty Python’s Spamalot.
Compact and cramped, the MX-5 is even sized like a British crumpet. It is the tightest fit of any car that I’ve driven. A Fiat 500’s headroom is like the Sistine Chapel compared to this pillbox. Next to an MX-5, the compact Chevy Spark’s driver seat feels like a Vegas pool chair.
The third generation MX-5 remains an homage to the playful Elan’s looks with its smiling, gaping grille which seems to shout — “Aha, I caught ya!” — in your rearview mirror. Early sketches of the all-new, fourth-gen MX-5 (due next year) suggest that the car will conform to the Mazda family’s Kodo-design architecture, cementing its position of permanence in the Mazda lineup.
Wipe a sentimental tear because Mazda does Lotus so well. Indeed, with its open headlights, the MX-5 now echoes the original, legendary 26R, which launched the Elan legend by terrorizing the European GT circuit in the early ’60s. The MX-5’s haunches have also grown, giving the car the more fearsome, feline look of the 26R as opposed to the mousier production Elan (that the original Miata slavishly resembled). Our scrawny cutie has been working out.
Modest in power
Yet, under the bulging hood, the MX-5 remains modest in power.
Its 158 horsepower (with the automatic transmission, 167 ponies with stick) is not a far cry from the Elan original’s 126. The MX-5’s biceps may awaken the corner cop (my MX-5 got appreciative looks wherever I drove), but its 6.9-second 0-60 mph time won’t. Turbocharged pocket rockets like the VW GTI and Ford Focus ST — even the MX-5’s aging brother Mazdaspeed 3 — will eat the MX-5 for breakfast at a Woodward stoplight.
But the MX-5 doesn’t mind. This sports car wants you to have fun, without tempting you to the limits. Maybe that’s why it’s a favorite of drivers’ schools like Barber at Laguna Seca, Calif.
The MX-5 makes an interesting contrast to the howling, Tasmanian Devil-on-wheels Alfa 4C that I recently tested. Both share a short wheelbase. Both tip the scales at about 2,500 pounds. Both are halos for their respective performance brands. But where the 4C wants to set a benchmark for $65,000 luxury greyhounds, the MX-5 offers inspiration for more modest bank accounts.
At your fingertips
Slip into the MX-5’s nicely contoured seats and the whole car feels like it’s at your fingertips. Stretch out your arm and you … can … almost … reach … the rear wheels. The little, three-spoke steering wheel fits compact surrounds. The gearshift is at your elbow. If they remake the Wizard of Oz, the Mayor of Munchkin City will drive up in an MX-5.
WARNING TO BEANSTALKS: THE MX-5 WILL CRAMP YOUR STYLE. Where mid-engine firecrackers like the Alfa 4C offer plenty of leg room, the MX-5’s two-seat layout means the driver is wedged between a fore-mounted engine and a rear-stowed, removable top. The result is little room for maneuver compared to, say, a rear-seated, 2+2 Subaru BRZ. My knees straddled the steering wheel, my back slumped into the seat, my noggin crowded the hardtop ceiling.
Good thing the MX-5 is such a joy to drive topless.
Release the ceiling latch, press the dashboard button and the MX-5’s metal helmet effortlessly retracts into the trunk in just 12 seconds, leaving an airplane luggage-sized trunk space roomy enough for a small suitcase and two Munchkins. At speed, the cabin is remarkably livable, accommodating easy conversation even as you gallop through the Michigan landscape at 70 mph-plus.
The Mazda doesn’t fear the whip. Rollicking over the knobs and nooks of northern Michigan’s Route 66, the MX-5 begs you to slip into manual shift mode.
Ingenious shift paddles
A word here about Mazda’s ingenious shift paddle design. Where most paddle shifters require two hands on the wheel — downshifts with the left hand, upshifts with the right — the MX-5 locates two pairs of up and down paddles on either side of the wheel depending on your hand preference. Shifting with one hand — upshift with the fingertips, downshift with the thumb — frees the offhand to rotate the wheel. Or just cruise one-handed.
Throw this fun-box into a corner and its 51/49 weight balance rotates easily under rear-drive power. The lightweight chassis rarely makes the tires scream, though the steering could use some firming. At full chat, the hydraulic rack feels floaty, rootless. At the end of a good squawk, you don’t feel beat up by an over-stiff chassis, your knuckles aren’t white, and your passenger isn’t searching the glove compartment for a barf bag. Sure, that Alfa 4C you were chasing is in the next county, but you still have an appetite for dinner.
If anything, the sophisticated auto-manual tranny feels out of place in such a back-to-basics car. In an age where electronically-stuffed consoles make autos seem like airliner cockpits, the MX-5 is simple, spartan. The radio is operated by dials, the mileage is reset by a button.
Old school. Old pleasures. Old country. We love our British throwbacks. Happy anniversary, Miata-san. You do a bloody good interpretation of an English classic.
Vehicle type: Front-engine, rear-wheel-drive, two-passenger sports car
Price: $24,515 base ($32,735 as tested)
Power plant: 2.0-liter, dual overhead-cam 4-cylinder
Power: 158 horsepower, 140 pound-feet of torque
Transmission: Six-speed automatic
Performance: 0-60 mph, 6.9 seconds (Car & Driver)
Weight: 2,542 pounds
Fuel economy: EPA 21 mpg city/28 mpg highway/23 mpg combined
Highs: Handy paddle shifters; no-fuss hardtop convertible
Lows: Abrupt downshifts; numb steering
Posted by hpayne on July 14, 2014
It was 2006. The Detroit Auto Show. Buick was pulling the wraps off a large SUV. Granny gets a truck. I’ll take a truck-full of NoDoz, please. What happened next was entirely unexpected.
Buick hit it out of the park.
The sexy Buick Enclave – yes, I just used sexy and Buick in the same sentence — was proof that the struggling brand had a pulse. Retiring the Rendezvous and Rainier dinosaurs, Buick took the opportunity of GM’s new, unibody Lambda platform to redefine the SUV. The result was a head-turning crossover as the Enclave lit up the Detroit stage like a Baroque beauty out of a Paul Rubens painting: Big-boned, athletic, drop-dead gorgeous.
This was not your grandma’s SUV, but a sensual chassis that inspired future Buicks like the cop-magnet Regal RS and the sassy Buick Encore crossover. Buick’s daring was rewarded (isn’t it always?) as Enclaves flew off the showroom floor faster than a Rubens painting at Sotheby’s. But it’s one thing to wow the world with a new bod — and another to stay fit year after year. Just ask Kirstie Alley.
I recently drove a 2015 Enclave wrapped in $54,185, premium trim. Does it have what it takes to compete over time? The big SUV is still gorgeous, but a closer look reveals cause for concern.
Let the record show that Enclave had its best sales year ever in 2013 with 60,534 units sold. After a 2013 update, the Enclave’s looks are still fresh. Despite its size, the 4,700-pound SUV is beautifully proportioned with firm shoulders fore and slinky hips aft. Standing tall on 20-inch heels — er, wheels — the Enclave beckons you to follow it down the road.
The evening gown competition doesn’t end there. The waterfall grille is flanked by big, almond-shaped headlights. The grille carries a little too much chrome jewelry for my taste. Forget the lights, this bauble is blinding. Around back, the Enclave’s plunging v-shaped window line is exquisite (it is a design shared by the lovely Chevy Traverse, which can be confusing).
Yes, the old dame still has it. But why do I have to say “old”?
Now in its seventh model year, a second generation Enclave redesign is not soon on the horizon. The 2013 refresh is nicely done, but in a competitive mid-to-full-size SUV herd, it’s not enough for the Enclave to rest on its laurels. The Acura MDX, for example, just unveiled its stunning, third generation model after six years.
The Buick’s age is starting to show. It’s rich, much-ballyhooed interior still impresses, but has been equaled by the MDX and up-and-comers like the dashing Hyundai Santa Fe. The Enclave’s swooping dash and ambient lighting accents echo the exterior, but the vehicle is missing basic segment refinements like push-button start — while its haptic-touch console buttons can be quirky. More worrisome are antiquated exterior tics like fake hood intake ports. Once a proud birthmark of the Buick family, that DNA is now a drag on a vehicle that is a symbol of a new generation.
Like Botox on a super model, the addition subtracts from the car’s true beauty.
The Enclave offers but a single power plant — a 3.6-liter, 288 horsepower V6 — to pull its heft. At a time when the Lexus RX offers a hybrid option and fuel-efficient turbos are boosting power in Caddys and Regals to over 100 horsepower per liter, the Enclave is due for an upgrade.
That power would be welcome in a big car that feels so much smaller to drive. Inside, the Enclave sports a palatial, roomiest-in-class third-row seat — accessed with ease by Buick’s “Smart Slide” second-row captain’s chairs. Take the wheel of the big yacht, however, and my all-wheel drive version cut through wavy roads with ease, exhibiting minimal body roll and tight steering. Tip o’ the admiral’s cap to hydraulic power steering and an independent rear suspension.
The Enclave deserves its place as a franchise vehicle. It’s profitable, lists as a Consumer Reports 2014 Top 10 Most Reliable American Car, and attracts younger buyers. Yet by filling a premium niche between Chevy and Cadillac in the GM lineup, Buick’s future seems precarious. Its Regal sits on an Opel platform, the Enclave on a Chevy platform. Will the Enclave remain relevant, or will GM slowly starve it of future investment?
The Enclave’s Rubenesque figure wowed the world in 2006. When Tiger Woods advertised a Buick Rainier we snickered. But when supermodel Marisa Miller pedals an Enclave, we nod. Buick’s challenge is to keep her behind the wheel.
2015 Buick Enclave
Vehicle type: Front-engine, front or all-wheel-drive, seven-passenger sport utility vehicle
Price: $40,775 base ($54,185 as tested)
Power plant: 3.6-liter, direct-injection 6-cylinder
Power: 288 horsepower, 270 pound-feet of torque
Transmission: Six-speed automatic
Performance: 0-60 mph, 8.5 seconds (Motor Trend); 112 mph top speed
Weight: 4,922 pounds (AWD)
Fuel economy: EPA 16 mpg city/22 mpg highway/18 mpg combined (AWD)
Highs: Elegant inside and out; Cathedral quiet interior
Lows: Oh, those fake intake ports; More grunt, please
Posted by hpayne on July 5, 2014
Kevan Richardson, Jaguar’s program manager for sports cars, explains the aluminum construction of the Jaguar F-Type at a media test drive in Los Angeles. (Jaguar)
This weekend we Yankees celebrate our divorce from Mother England. But the families are closer than ever. England’s our trustiest ally, we worship Kate Middleton, and we fancy aluminum in our signature vehicles.
Driven by draconian federal mpg regulations, the best-selling Ford F-150 is Detroit’s first mass production vehicle with aluminum skin. The lightweight pickup can trace its heritage back to Ford’s ownership of England’s lightweight Jaguar sports cars, which helped pioneer aluminum design over a decade ago. The two companies are no longer married, but they share bonds, explains Kevan Richardson, Jaguar’s program manager for sports cars.
“When Ford came in we got a lot of help with quality, processes, and financial discipline,” says Richardson, a wiry, straight-shooting Brit. “And they have transferred (our aluminum skills) back to their homeland.”
As the 2015 F-150 shows off its radical aluminum panels, Richardson is touring the U.S. with an aluminum F of his own. A taut, aluminum chassis is the backbone for Coventry’s sleekest, fastest cat yet — the snarling, 550 horsepower, 2015 Jaguar F-Type (read my review here). Will we someday see an aluminum-chassis Ford? I sat down with Richardson to talk materials, the nanny state, and the F-Type/F-150 odd couple.
Q: Is the F-Type the first, all-aluminum Jag?
Richardson: No. We started with aluminum in 2001 when we delivered the XJ. Then XK . . . was delivered in 2006, so that was effectively generation two. With F-Type we are on to the next generation.
Q: Was Jaguar the first production brand to use aluminum?
Richardson: No. Audi has had aluminum for a while. But without being disrespectful to them, their techniques are maybe a little backward compares to ours. We are fortunate (because) Coventry has always had a very good heritage in motor manufacturing — in building high speed cars and airplanes that were aluminum.
Q: Was your conversion to all-aluminum cars driven by performance or regulations?
Richardson: It’s kind of chicken and egg. In the 1990s Ford started to buy a lot of Bauxite mines. They were quite visionary about their material choice for the future. We were their premium brand. They decided that we were going to be the proving ground. We learned an awful lot about aluminum’s structural properties: Fuel economy is better, handling is better, the car is more balanced
Q: Was cost a factor?
Richardson: Aluminum is more expensive than steel. Fact. Carbon fiber — much lighter again — is not practical for high volume production. If you want a one-off performance race car, then carbon fiber is your game. But if you want to make high volume then aluminum is probably the best material. We reckon that if the F-Type were steel, that would be (220 more pounds) which is .3 seconds in zero-60. That’s a big deal when everyone wants to be at four seconds.
Q: How does aluminum challenge you?
Richardson: Aluminum is very difficult to work — especially in a shapely car like the F-Type. A truck (is) a good vehicle to make with aluminum, because it’s got big flat surfaces. Working with the F-Type, we’ve had to create a lot of new techniques to create the shape that we need, But with a truck there isn’t a lot of form.
Q: Regulations increasingly pinch what you can do — you can no longer have a leaping Jaguar hood ornament, for example. Could you make an E-Type today with a long nose?
Richardson: No. If you are in the driver’s seat, there’s something called a “vision angle” that says you have to see a certain distance in front of the car from the driver’s seat. In Europe, if you are unfortunate enough to have a collision with a pedestrian, then they have to meet a certain level of head injury criteria. So . . . in our car the bonnet deploys with a couple of actuators which fire the bonnet which creates survival space between the bonnet and the engine so that if (someone’s) head hits the bonnet you have space. The bonnet rolls them away.
Q: You now have aluminum in Jaguars, Corvettes, F-150s. What’s next?
Richardson: The industry is moving to aluminum. In 20 years, I think aluminum will be the choice for every car. It’ll have to be.
Posted by hpayne on July 3, 2014
This is the Year of the Compact Crossover. With Ford Escape, Chevy Equinox, Honda CR-V and Toyota RAV4 racking up unit sales rivaling the compact sedan market, even the lux makers want a piece of the action. Everybody’s downsizing from the Lexus NX to the Lincoln MKC to the Porsche Macan. Heck, even, Peterbilt is probably working on one.
Given homo sapiens preference for riding up high — Americans conquered the West on horseback and Conestoga wagon after all — I’m wagering it won’t be long before crossover utility vehicles take over the sedan segment entirely. For sure, before the Lions win a Super Bowl. Heck, even Europeans have adopted this most American of trends, with CUV sales doubling over the last six years. Just this year, Jeep announced it will make its Renegade crossover in Italy and Ford will export the Edge. What’s next? Soccer-crazed Brits turning to baseball?
Baseball, hot dogs, apple pie, and CUVs. And no one understands the Yankee mind better than Honda.
While Detroit led the switch from big cars to big utes, Honda translated its small car success to small crossovers. Debuting an early example of the species back in 1997, the bulletproof, CR-V has led the way — and won class rodeo again in 2013 with more than 300,000 sold. Saddle up, Detroit. Motown is hot on the CR-V’s trail with its own superb crossovers, the Escape and Equinox. Which is better positioned to conquer the West?
Duel at high noon. We put these two pistols back-to-back. Twenty paces, gents.
Thinking outside the box
The CUV separated itself from truck-based SUVs by building on car-inspired, unibody chassis. Now their exterior skins are mimicking sedans as well.
Think outside the box.
Compacts like the Escape, Mazda CX-5, and Kia Sportage lead this wave with raked styling, attractive grilles and curvy hips. Where the Honda CR-V brought Civic-like dependability to the class, the Escape has leap-frogged the Honda in styling. A generation ago, the Escape looked like it was carved from a block of cheese. Now it looks like a Ford Focus on steroids.
From its angular front and rear lights to its full fascia grille (sure to be Aston Martin-ized soon like the rest of Ford’s lineup) to its swept greenhouse, the Escape shows a lot of leg to the passing sedan crowd. Dads who bought the Escape for their soccer moms will find themselves sneaking out to the garage at first light to take it to work instead of their aging (big, boxy ute name here).
The squared-off Equinox is a tidy, attractive interpretation of Chevy’s split-grille, two-box architecture. But next to the Escape it looks a generation behind. Only the muscular wheel wells stir any passion. In the salon chair next to the Equinox is the larger Traverse which has received the full Camaro-inspired, Impala-like extreme makeover. What the Equinox wouldn’t do to get the same stylist.
Surprisingly, the Escape’s sloped greenhouse does not compromise interior room and visibility. Indeed, the Ford’s angular glass carves out room in the D-pillar to improve driver’s rear-corner visibility. The Equinox’s more traditional D-pillar combines with the second-row headrest to make rear visibility difficult. All SUVs, however, suffer from D-pillar blindness. The solution? Blind spot assist on the mirrors. Don’t leave home without it.
Inside, only Sequoias like your 6-foot-5-inch author will notice the slight reduction in rear headroom from the Escape roof while still beating the Equinox in interior room.
Devil in interior details
My neighbor Betsy Walbridge is a stickler for detail. She’s a master chef with a shrewd taste for the right ingredients. She can spot an overcooked entree at 500 paces. And she loves her Escape interior.
Buyers lured by the Escape’s exterior detail will be won over by the high-IQ interior. Ford’s interior design engineers must have hammock-sized circles under their eyes because they sweated every detail. As in the exterior comparison, the Equinox is well-groomed, but just hasn’t spent as much time in front of the mirror as its Dearborn competitor.
May I call your attention to the Escape’s upright center console which is more accessible than the Equinox’s sloped approach. Both screens are high on the dash, necessitating sun shielding. The Escape’s canopy is wonderfully integrated into the interior’s swept design whereas the Chevy visor looks like an aftermarket job.
Ford’s infamous, glitchy SYNC system has been the single best advertisement for the CR-V. The new Escape shows off a much-improved system which, like Chevy’s ubiquitous MyLink system, gives you the world at your fingertips. Nav, radio, blue-tooth phone …
What’s that, Mrs. Walbridge? Oh, yes, the devil is in the details.
To answer the phone, Ford provides a fingertip-accessed tab aft of the wheel. The Equinox sports a standard thumb button by the steering wheel hub. But if you have my neighbor’s small thumbs it’s a stretch.
More details. Foot-activated rear lift gate, three USB jacks, innovative two-shelf glove box, directional fog lights, fold-flat rear seats. … Sure the Equinox comes with sliding rear seats, but when the other dude shows up at the front door with flowers — and a box of candy, and tickets to the Tigers game, and a babysitter for your kid sister, which one are you gonna go with?
Both CUVs option with all-wheel-drive, which is not only useful for winter’s wrath but for getting out of the post-thaw potholes. For all the Escape’s interior and exterior eye-candy, however, the real difference-maker is hidden under the hood.
Class-leader Honda offers one engine — a 2.4 liter four banger. The Escape offers three: A standard 2.5 liter, a 1.6 liter turbo, and the terrific, 240-horsepower 2.0-liter turbo in the Titanium model that I drove. The Equinox is pro-choice as well — offering a base 2.4 and a 3.6-liter V6. Like Jeep’s racy Cherokee, Chevy is betting the V6 still has premium cachet.
But the Escape turbo is cutting edge: Quiet, no turbo lag, lots of low end grunt. It’s like a V6 but without the appetite. 24 mpg vs. 19 mpg.
They say the smart phone industry is about convergence. Users want a phone with the screen size of a tablet. The automobile has been around for a century, but it seems to be on the same course: Ute-size with car styling. The Ford Escape is that future.
2014 Ford Escape
Vehicle type: Front-engine, all-wheel-drive, five-passenger small sport utility vehicle
Price: $23,505 base ($35,741 as tested)
Power plant: 2.0-liter, dual overhead cam, turbocharged 4-cylinder
Power: 240 horsepower, 270 pound-feet of torque
Transmission: Six-speed automatic
Performance: 0-60 mph, 7.0 seconds (Car & Driver); 118 mph top speed
Weight: 3,769 pounds
Fuel economy: EPA 21 mpg city/28 mpg highway/24 mpg combined
Highs: Car-like good looks; high-IQ interior
Lows: Rear visibility; Aston Martin grille, please?
From The Detroit News: http://www.detroitnews.com/article/20140703/AUTO03/307030029#ixzz36RcbPUsS
Posted by hpayne on June 30, 2014
It’s London weather outside. Driving rain. Puddles the size of Loch Ness. Naturally, the British-made Aston Martin Vantage S is in its element.
On a pylon-choked autocross course in a Troy parking lot, I rapidly toggle the steering wheel-mounted shift paddles — first, second, third — launching 430 unruly horses into the gloom. The 3,500-pound, V8-powered sports coupe romps about like Andre Drummond on a nerf basketball court. The Vantage combines blustery power with cat-quick reflexes to obliterate the tight turns even as its Electronic Stability Control keeps the car’s 11.2 inch-wide rear tires from hydroplaning into the shrubbery.
Moments later, the car’s huge, 15-inch rotors bring it back to earth without drama. Soaked to the bone, the big stallion rests. Even in these torrential conditions, the Vantage is achingly gorgeous. You almost feel like putting the umbrella over the car instead of yourself. The 2014 Vantage may be the runt of the litter — yes, a $117,000 “entry-level” Aston — but it’s every bit as breathtaking as its DB9, Vanquish, and Rapide siblings.
Aston Martin makes the most beautiful cars on the road today. Period.
Seven deadly sins? They’ve probably all been committed for an Aston. Emotion drives the Aston purchase, because goodness knows there are more capable rides out there.
The forthcoming, musclebound, 650 horsepower Corvette Z06 will kick sand on the Vantage for under $100 grand. Load a nimble Porsche 911 with $100 grand in goodies and it will stomp the Vantage from zero-60 while dancing a minuet on its hood (both the Detroit and Stuttgart products have gone through two full redesign cycles since the Vantage debuted in 2006).
“We won’t always be the quickest,” says Aston Martin of Troy Sales Manager Brian Bucholtz, “but the lines and the beauty and the soul are what make this car.”
That’s not to say this English knight in aluminum armor (and fiber-composite skin) doesn’t swing a mean axe in battle. The Vantage is Aston’s sportiest model — complimented by a massive company investment in road racing. The effort was rewarded with a LeMans 24-Hour GT-class victory this year as the Vantage outlasted competitors from Ferrari and Porsche. On the street, the Vantage’s light, stiff aluminum chassis cradles a mid-ships front engine that gives the car a near perfect 51-49 weight balance. The almost two-ton athlete moves around on a compliant, not-too-harsh suspension, but never feels unstable.
Not surprisingly, the Vantage feels a lot like its 550-Horsepower English cousin, the 2015 Jaguar F-Type that I reviewed this week. The Aston’s Gaydon, England home is just over the moor from the Jaguar’s Coventry lair. Both cars share aluminum chassis. Both are powered by throaty V8s. Both offer driver’s seats with the comfort of the English throne — and lots more power at your disposal.
Indeed, the $99,000 F-Type Coupe’s popular debut on the red carpet this year has put some pressure on Aston’s pricing. Where the awesome Vantage Coupe S I drove in Troy begins at $136,700, a new GT offering this fall will start at $102, 725 — a nod to an increasingly crowded field at $100k. (If budget is no object, then the $186,000, 565-horsepower, 205-mph V-12 Vantage is also available.)
Fierce as the engine compartment may be, the driver’s cabin is serene. Stitched black leather wraps the interior. Piano black keys make for a classy console, even if the Aston’s features are sparse compared to competitors. A navigation screen rises form the dash like Excalibur from the proverbial rock.
The Vantage also comes in a Roadster.
Sans roof, the car adds 350 pounds in body stiffening — but the cabin loses none of its serenity. Knifing through the wet autocross course pylons, I gain increasing confidence in the vehicle’s stability control, actually flooring it in third gear while the electronics tidy up the tail. Electronics also help huge, 6-piston front brake calipers bring the leaping lion to a dead stop on four, 19-inch paws. Puddles? What puddles?
Back at rest again, you can’t walk away from a Vantage. I backpedal savoring the sculpted, sleek lines. Some say that when Ford stole the look of Aston’s grille for its Fusion, it cheapened the English brand. Nope. With just 4,200 Astons sold across the globe last year, the allure of its rare beauty is intact.
2014 Aston Martin Vantage
Vehicle type: Front-engine, rear-wheel-drive, two-passenger sports car
Price: $138,700 base (Roadster $155,000 as tested)
Power plant: 4.7-liter, dual-overhead cam V-8
Power: 420 horsepower, 346 pound-feet of torque
Transmission: Seven-speed SportShift II automatic
Performance: 0-60 mph, 4.5 seconds (manufacturer); 180 mph top speed
Weight: 3,850 pounds
Fuel economy: EPA 14 mpg city/21 mpg highway/16 mpg combined
Highs: Lust on wheels; Husky exhaust note
Lows: Price tag; Minimal console features
Posted by hpayne on June 26, 2014
I know, you covet the iconic, ’60s Jaguar E-Type with a majestic hood that starts here and stretches into the next zip code. You fell in love with it when you were a kid and wish that they would make it again.
Well, you can’t have it. Government nannies these days prohibit taffy-stretched hoods under driver vision regulations. Write your congressman.
Meanwhile, you’ll just have to settle for the 2015 F-Type Coupe. Oh, you lucky dog.
This vicious, road-eating, ear-splitting cat is the first true sports car Jaguar has made since the E-Type died in 1974. It is glorious. Its bloodline runs straight back to the C- and D-Types that crossed the English Channel and conquered French LeMans. You thought that the Jaguar had gone the way of the British Empire? A once irrepressible power that you can only read about in history books?
Well, the empire is back — and the pride of England has one of its former colonies to thank. Credit Indian industrial giant Tata with giving Jaguar the means to rule the world stage once more with an armada of high-powered vessels. The irony is delicious, yes, m’lord?
When Ford cast off Jaguar and Land Rover in 2008 (part of its own empire downsizing to return to its core brands), the fading giants were gobbled up by Tata. We snickered at the time. Tata? The maker of tiny Indian econoboxes was going to save Jaguar? Would it run on curry?
We’re not snickering anymore. The colossus of India has poured capital into the English make and given legendary Jaguar designer Ian Cullum and his engineers the freedom to create magic again. The results are the sleek XF and XJ sedans and now the athletic F-Type.
Thank you, India. Just don’t call it a Tata F-Type. This beast roars with an English accent.
“This blessed plot, this earth, this realm, this England,” intones English bad boy actor Tom Hiddleston (Loki in “Thor”), quoting Shakespeare in Jaguar’s “It’s good to be bad” ad campaign. The Jaguar lineup is unabashedly nationalistic — waving an English flag that has produced some of the greatest motorcars of all time. This is a proud beast that has recaptured its swagger (though not its leaping Jaguar on the hood — another casualty of the regulatory state. Something about European pedestrian crash rules).
The F-Type replaces the elegant but decidedly domesticated XK cat. The wild F is obsessed with style and power. Especially power. “We have an insatiable appetite for power,” says Hiddleston in Jaguar’s super Super Bowl ad. And where the E-Type was a smooth V12 wrapped in satin, the F-Type is a blunt V8 with all the subtlety of a ship cannon.
Sure, the base F-type starts at $65,000 with a dandy, 340 horsepower, supercharged V6. But the lead ship in this fleet is the 550-horsepower, V8-powered R-Coupe. You’ll know it by the four, cannon-like exhausts at the aft of the ship. Light the F off and you’ll trigger car alarms. For a minute you wonder if the Brits sneaked a Camaro SS engine under the bonnet. Rev it once at idle and you can’t stop. VROOM! VROOM! VROOM! And it gets better once you toggle the eight-speed tranny to “D.”
For maximum effect, select “Sportshift.” See ya’.
Stomp on the gas pedal — WAAAUUUGGGGH! — and the great cat bellows with delight. Under braking the pipes crackle like a July 4 fireworks show. What the F? Is this legal? Don’t you need a permit to make this much bedlam?
This heavy artillery comes courtesy of a direct-injected, Eaton-supercharged power plant that delivers 502 pound-feet of torque at 2500 RPM and just keeps hauling right to its 6500 RPM redline. The big cat is rated at 18 mpg fuel economy — unless you’re a speed maniac like yours truly who locks it in Sportshift mode using the helm-mounted paddles to maintain maximum spinal tap. Then you’ll consume half the North Sea’s oil reserves in an hour.
But that’s the beauty of the F. You don’t need to flog it to enjoy it.
This elegant animal purrs as sweetly as it roars. Toggle the “Eco” switch and the big cat will even go to sleep at stoplights, saving fuel. The interior is as comfortable as the royal box with leather stitching and heaping handfuls of carbon fiber accents. With its growling V8 and plush interior, the Jag seems to own its own niche in a world of 6-cylinder Porsches and expensive Audi R8s and Aston Martins.
Indeed, the F-Type reminded me most of the Corvette C7 with which it shares many attributes despite vastly different bloodlines. The Duke of Coventry, meet the dude from Detroit.
Maybe their customers don’t cross-shop, but they should. Eliza Doolittle has learned a thing or two from Henry Higgins. Consider: Both LED-lamped silhouettes are stunning in the moonlight. Both sport rigid, light-weight aluminum chassis. Both harbor throaty, big block V8s. And both feature comfortable, roomy interiors right down to dual climate controls and dual hand grips for the passenger (when their drivers want to explore the car’s .94 side-g limits). Even the tapered, fighter-jet greenhouses look similar.
But ’Vette will provide you all this for $10 grand less with 95 more horses and better fuel economy.
The two differ dramatically in design, however. The Stingray is knife sharp, the F-Type wave-smooth. The R-Coupe sits catlike on big haunches stuffed with 20-inch, multi-spoke, “Cyclone” wheels. Its sleek, pillar-less roofline is gorgeous — if tough on driver visibility due to massive fore and aft beams. A single, stunning piece of cold-formed, stamped aluminum makes the car’s side-panel. The shark-gilled grille will inevitably be found wanting compared to its E-Type forbear. But it commands respect in the rear-view mirror.
Unleash the beast on track and give thanks for big brakes.
Four-pot front calipers and massive, 15-inch rotors (eyeball-sucking, chest-caving, carbon ceramic discs are ahem, a $12 grand option) are essential to hauling this 186-mph freight train back to earth. Rotate the F into a corner and mind the mass — the R Coupe’s 3,671 pounds will move around. Nevertheless, the aluminum, Boron-riveted chassis is 80 percent more rigid than the breathtaking F-Type convertible that caused a jaw-dropping epidemic when it debuted a year ago.
“We few, we happy few, we band of brothers,” wrote Shakespeare. Yes, few will be able to afford the F-Type. But the rest of us can fall in love with a Jag again.
2015 Jaguar F-Type
Vehicle type: Front-engine, rear-wheel-drive, two-passenger sports car
Price: $65,000 base ($103,225 as tested)
Power plant: 5.0-liter, direct-injected, supercharged 8-cylinder
Power: 550 horsepower, 502 pound-feet of torque
Transmission: Eight-speed, “Quickshift” automatic
Performance: 0-60 mph, 4.0 seconds (manufacturer); 186 mph top speed
Weight: 3,671 pounds
Fuel economy: EPA 16 mpg city/23 mpg highway/18 mpg combined
Highs: Cat quick; Comfortable interior with intuitive controls
Lows: Impaired driver visibility
From The Detroit News: http://www.detroitnews.com/article/20140626/AUTO03/306260033#ixzz35rtSxSM6
Posted by hpayne on June 19, 2014
If Dustin Hoffman’s character had received an Alfa Romeo 4C as a graduation present in the counterculture 1960s film, “The Graduate,” he wouldn’t have had free time for Mrs. Robinson. Ben would have been addicted to California’s twisty public roads and legendary racetracks in the gorgeous, insanely fast Italian machine.
Ms. Romeo, are you trying to seduce me?
Consider me smitten. Alfa is back in the U.S. after nearly three decades away and it’s well worth the wait. The 4C is a rolling video game console. Thank the wedding of Chrysler and Fiat for this child prodigy. You’ll find it at 86 Fiat-Alfa dealerships this fall. Just follow the squealing groupies.
“The Graduate” made Alfa an American cultural icon. But the 2015 4C is nothing like the cute, underpowered, convertible 1967 Alfa Duetto Spider of movie fame. The 4C is the direct descendent of another 1960s Alfa legend, the curvaceous 1967 33 Stradale. Like the Stradale, the 4C is a track-developed missile that brings race-car technology to the street.
Simon and Garfunkel, get me rewrite. The sound of silence has been shattered by the bedlam of 237 stampeding horses.
Where the Duetto was an affordable Italian sports car, the pricey Stradale was an exclusive rocket ship for the few (only 18 were made). The 4C splits the difference. Starting at $55,195, the Italian roller skate brings Ferrari technology at a Corvette price — though production capacity will initially be limited to 1,000 units a year. This is a raw, mid-engine driver’s car with manual steering, a howling 4-cylinder on turbo-roids, and a taut, 2,465-pound carbon fiber chassis.
Small though it may be, the 4C portends big things for Alfa in America. It leads an invasion of eight new vehicles in five years as Fiat-Chrysler positions Alfa as its premium luxury brand against sporty lux heavyweights like BMW, Audi and Cadillac. It’s an ambitious menu for Turin’s Italian kitchen. The 4C is just the appetizer.
But what a dish. This is one spicy meatball.
Designed by legendary Pininfarina designer Lorenzo Ramaciottie, the 4C’s shape bears the unmistable echo of the sexy Stradale with is tapered front end, narrow greenhouse, and rear air intakes for engine cooling. Beneath covered headlamps, the signature triangle on the nose is flanked by two gaping horizontal scoops — the legendary Alfa “Trilobo.” It’s the face of a bobcat ready to pounce. As I drove through San Francisco on a June test drive, locals flashed thumbs-up at the unmistakable visage. Welcome back, Alfa.
Catch up with a 4C (if you can) and the rear end recalls mid-engine Ferrari designs with its round taillights, aggressive stance and glass engine cover giving a glimpse of the epic power plant within.
Deeper within the Ferrari parallels get more interesting. The 4C employs a similar lightweight carbon fiber tub found in the Italian stallion’s Formula One cars. Carbon fiber’s expense means it’s usually found in half million-dollar supercars, but the 4C is the first under six figures. The diet come at a price, however. Alfa has sacrificed amenities for weight (600 pounds less than a Porsche Cayman).
The 4C may look like a junior Fezzaz on the outside, but inside it’s just junior. Its tight interior pales in comparison to the comfortable surroundings of a Corvette C7 or Cayman, much less a Ferrari. This hot rod makes a Subaru STI feel like a stretch limo. The narrow interior contains no glove box or door storage. Doors stuffed with sound-deadening material? Double-laminated glass? You want the Maserati dealer next door.
Mind the low roof, climb over the high, exposed carbon fiber sills, and the manually adjusted, bolstered seats are surprisingly roomy. A motorcycle-inspired instrument cluster hides behind the tiny, flat-bottomed steering wheel. The cramped passenger seat is an afterthought, like a motorcycle side pod. The narrow center console is a model of efficiency. A cluster of buttons determine shift modes (manual sticks are soooo 20th century) for the wheel-mounted paddles.
A tiny radio is angled 30 degrees to the driver. I never turned it on. The engine is all the music you need.
The 1750 cc, turbocharged four is an aural delight.
It has more percussion than a Jennifer Lopez concert. Lope through town and the turbo whistles under acceleration, the downshifts bark, the turbo’s wastegate spits.
Koo-koo-ka-choo crackle-pop-vrooooom, Mrs. Robinson.
Mash the pedal and the engine wails — its 258 pound feet of turbo torque arriving like a tea kettle blast after a moment of … um … turbo lag.
Isn’t that a relic of the 20th century? From blown BMW sixes to Subaru fours, modern turbos deliver their torque seamlessly. Not the 4C. Even with advanced scavenging (a control unit maximizes cylinder air flow), the lag means you have to anticipate acceleration as you depart turns. The delayed explosion doesn’t unsettle the 4C thanks to the carbon monocoque’s exquisite firmness, but it does retard the car’s fun factor.
California’s high speed Sonoma Raceway magnifies this personality tic. It’ll keep you as busy as a chainsaw juggler. Rotate the go kart-precise steering into a corner and the chassis won’t necessarily follow, sometimes showing oversteer. Hit the apex right and hang on for 1.1 g side loads — until the turbo’s hesitation forces you to thumb the paddle shifters to maintain momentum. I found myself longing for the instant power of a Cayman S’s normally-aspirated flat 6.
Once the boost arrives, however, the 4C’s acceleration is gelatto-smooth. The digital tac blurs — 90-100-110-120 mph — as the car accelerates in 4th gear down the Sonoma main straight. Peg the revs at 6 grand with launch control and the 4C will go 0-60 mph in the same 4.5 seconds as the Cayman — despite having half the displacement. Mama Mia, that’s a hot espresso.
Over 50 years, Porsche sports cars built a foundation for performance that launched a showroom-full of sporty SUVs and four-door coupes. The Alfa Romeo 4C will try to duplicate that narrative for 8 sedans and SUVs in just five years.
Crazy? Perhaps. But whether it succeeds or not, Alfa’s ambition will be entertaining to watch. Personally, I’m hoping for a sequel to “The Graduate” featuring the Alfa 4C. Scene: Party at parents’ home, Take One.
Mr. McGuire: Ben, I just want to say one word to you — just one word: Plastics.
Ben (wearing sunglasses, a leather jacket, and an Italian model on his arm): Way ahead of you, sir. Ever done 0-60 in a carbon fiber Alfa?
2015 Alfa Romeo 4C
Vehicle type: Mid-engine, rear-wheel-drive, two-passenger sportscar
Price: $55,195 base ($64,845 as tested)
Power plant: 1.7-liter, turbocharged 4-cylinder
Power: 237 horsepower, 258 pound-feet of torque
Transmission: Six-speed, sequential Alfa TCT with dual-clutch, paddle shifters
Performance: 0-60 mph, 4.5 seconds (manufacturer); 160 mph top speed
Weight: 2,465 pounds
Fuel economy: EPA 24 mpg city/34 mpg highway/28 mpg combined
Highs: Go kart-quick handling; Italian good looks
Lows: Cramped passenger seat for your hot date; Turbo lag
Posted by hpayne on June 15, 2014
The 2014 Cadillac CTS arrived again in my driveway this month like some sort of intergalactic space ship. Silvery. Swoopy. Otherworldly. It’s been half a year since I was last visited by this visage, but it has lost none of its wonder.
My 2013 Detroit News Vehicle of the Year is still the most stunning, midsize luxury sedan on the road. It’s perfectly-proportioned, angular face looks like it was designed by Angelina Jolie’s “Maleficent” makeup team. Beauty with a touch of menace. The LED headlights glow. The key in my pocket automatically opens the locks. Like a magnet, the CTS pulls me into its space-age interior. I push the start button and blue ambient lighting shimmers through the cabin as the Cue infotainment system awakes with a chime right out of “Close Encounters of the Third Kind.” The auto-tightening seatbelts conform to my torso. Take me to the moon.
But when I stomp on the pedal to initiate Warp Speed something is different. This starfighter is motivated by a, um . . . four-banger?
Sure enough. Where my $63,895 Vehicle of the Year came with a lusty, 3.6-liter, direct injection V6, my new, $65,425 steed bears the four’s coarse, unmistakable woodpecker-like thrum as the CTS rapidly pulls away from dock and into the stratosphere. Packing 272 turbocharged horses, the four doesn’t lay about, vaulting its cargo from 0-60 in 6.2 seconds – just .2 seconds shy of the V6 (numbers courtesy of our pals at Car & Driver). Impressive. But the sticker price still begs the question: Does four belong in a first-class, midsize sedan?
But Caddy is a rare four-pot pioneer in big car luxury (joined only by BMW and its five-series). Other automakers shy from equipping their luxes with quads. “Our luxury customers want the performance of a six or eight-cylinder engine,” said Hyundai Motor America Chief Dave Zuchowski upon introducing the Korean automaker’s gorgeous 2015, $38,000-base Genesis with a silky-smooth V6 this spring.
“But that’s a Hyundai!” I can hear Caddy marketers murmuring. They have to sell V6 luxury to gain separation from their econobox stereotype. GM, on the other hand, has been selling dynamite 2-liter turbos in its upscale Buick Regal GS and entry-level lux Caddy ATS. Our customers know our performance brands. They trust our technology.
And so, apparently, they do.
Since its launch last year, Caddy has sold two turbo-fours for every six-cylinder (60 percent of sales, compared to 30 percent for the V6 with the wicked, neck-snapping, twin-turbo V6 gobbling the last 10 percent). It seems the four belongs with the swells. Welcome to the ball, Cinderella.
I would offer this caveat, however.
In replacing the CTS’s old, 270 horsepower, 3.0-liter six, the blown four has given the lightweight, 3,731-pound midsize a base engine with plenty of get-up-and-go and better fuel economy to boot. But not that much better. Surprisingly, the turbo four gains only one mpg (23 vs. 22) on the new, 320-horsepower V6 as Caddy engineers have tuned the fab four for low-end torque over fuel efficiency.
Load up the $46,025 base four with the same futuristic options as the six – road-hugging magnetorheological dampers, blind spot assist, and so on – and the fuel savings will seem negligible compared to the $60 grand sticker price. And that four-banger buzz in your ear may start to annoy you. Four may belong in mid-size lux, but six is still worth the price.
Speaking of annoying, I can’t bid adieu to my second CTS date without a comment about her Cue system. The unique, space-age, touch-operated system is the most radical infotainment console this side of the Tesla Model S “iPad” console. It is also the most controversial given its steep learning curve and sometimes inexact haptic response.
But just as the haptic keys on my Samsung Galaxy smartphone sometimes betray me, Cue’s faults pale compared to its cool factor. While gripping the road with BMW-like tenacity, the touchscreen CTS has left Caddy’s senior-citizens’ image on Planet Fuddy Duddy.
The new generation of Cadillac is a LED-lit, e-operated, magnetic-riding UFO. But I’ll still take mine with a six, please.
2015 Cadillac CTS 2.0T
Vehicle type: Front-engine, rear-wheel-drive, five-passenger luxury sedan
Price: $46,025 base ($65,425 as tested)
Power plant: 2.0-liter, turbocharged 4-cylinder
Power: 272 horsepower, 295 pound-feet of torque
Transmission: Six-speed automatic
Performance: 0-60 mph, 6.2 seconds (Car & Driver); 133 mph top speed
Weight: 3,731 pounds
Fuel economy: EPA 20 mpg city/30 mpg highway/23 mpg combined
Highs: Miss USA good looks; world-class handling
Lows: Rear seat tight long legs; Can’t get that 4-cylinder buzz out of my ear
From The Detroit News: http://www.detroitnews.com/article/20140614/AUTO03/306140018#ixzz34jI7VtfV
Posted by hpayne on June 12, 2014
How good is the 2015 Volkswagen Golf GTI? While testing Wolfsburg’s latest pocket rocket on California’s notorious, twisty Route 1, I was picking fights with Ferraris.
Parked at a scenic Pacific overlook somewhere north of the Golden Gate Bridge, I heard a symphony of 12 cylinders blow by, waking me from my ocean reverie. Now here’s a test, I thought. Moments — and a bent speed limit — later I had caught up with the blood-red 1968 Ferrari 330 GT in a traffic clot on Route 1’s two-lane artery. California drivers instinctively know what to do when their mirrors suddenly fill with the prancing horse logo: Get out of the way.
Traffic scattered to the shoulder, and we were off. The skilled Ferrari driver clearly knew the terrain and we danced from corner to corner — shredding short straightaways, straightening out ess turns, dive-bombing hairpins — the front wheel-drive GTI effortlessly keeping pace with the rear-wheel drive Italian legend. After a few miles of this, my dance partner signaled to pull over.
“I wanted to find out how a VW could keep up with a Ferrari,” he said, smiling broadly.
Seven generations after VW wowed the world with its first hot hatch, the GTI is still wowing. It’s a testament to the relentless advance of auto engineering that a compact sedan can do battle with a supercar that 40 years ago would have blown it off the cliff. But it’s also a testament to the competition in the modern hot hatch segment.
To maintain its crown — and the new GTI does — it must constantly improve to stay ahead of the hungry contenders nipping at its heels: Ford Focus ST, Honda Civic SI, Subaru WRX, and so on. The GTI may have invented the pocket rocket market, but its competition wants to own it.
You should be warned, dear reader, that your speed-addled reviewer is hardly objective on such matters. My first car was a 1984 GTI. Yes, the Alpha Dog itself. Or rather Alpha Rabbit. Back then, the little VW was sold under the Rabbit badge on this side of the pond. Maybe the marketing department didn’t think Golf — named for the Gulf Stream’s warm winds —would translate to America. Whatever. My Mark 1 went like a scalded hare with an ocean tail-wind.
And it’s a tortoise compared to the new Mark 7. To prove the point, VW brought along representatives of all seven generations to California to celebrate the car’s 30th U.S. anniversary. There was my 1984 GTI, just as I remembered it. The flying shoebox that filled a shoebox full of speeding tickets. But aside from the golf ball shifter (Golf ball, get it? And they say Germans have no sense of humor), the Mark 7 has been transformed over the last three decades.
The Mark 7 is more refined yet has lost none of the spirit of the original. Comfortable in its skin, the GTI’s distinctive package has evolved subtly over time. What’s the German translation for “if it ain’t broke, don’t fix it”? Squint and you’ll see the changes from the outgoing Mark 6. The new gen is lower and wider (producing a lower .31 drag coefficient) which translates to the car’s graphics as well. The grille and headlights are narrower, more horizontal. The classic phone dial wheels have grown more angular. Red highlights splash the grille and brake calipers for a touch of menace. From headroom to toe-in, this randy rocket has been crafted with attention to detail.
Begin with that bane of front-wheel drive rockets: torque-steer. Stomp on the accelerator of the eager Ford Focus ST, which I recently had the pleasure of flogging around Miller Motorsports Park in Salt Lake, and the steering wheel wants to leap from your hands as 250 horses stampede the front wheels.
Not so the GTI. Jump on the V-dub when exiting a tight corner — when chasing a Fezzaz on a windy road, for example — and this German hare leaps forward without resistance. It’s this precision that allows the GTI to match the ST’s sub-6 second 0-60 mph time despite giving up 40 horsepower.
The 2.0-liter engine is a joy, pulling smoothly throughout the rev range thanks to a remarkable 25 percent boost (to 258 lb.-feet) in torque. Credit Wolfsburg’s mad scientists, says VW North America Quality Chief Marc Trahan, and their cocktail of single-scroll turbo, variable cam timing, and direct fuel-injection that delivers juice to the cylinder heads at a brisk 2,900 pounds per square inch. Oh, yes: It also manages 29 mpg. This supple engineering is matched by superb handling dynamics, courtesy of a lighter chassis and the GTI’s strut front and multi-link rear suspension.
Crouching a half-an-inch lower on 18-inch wheels than the standard Golf, the GTI benefits from an electronic differential system that monitors all four wheels for slip to reduce understeer inherent in FWD cars. The result is a fun-box that feels as planted as a California redwood through Route 1’s intimidating switchback turns.
So the GTI is a boy toy delight. So it’ll feed your need for speed. So is it a livable daily driver?
If the GTI is all fangs and sinew on the outside, it cups you like a soft glove on the inside. Even at full song, the interior is remarkably hushed, secured with laminated glass and an enclosed undercarriage. The interior is simple, elegant — its utilitarian knobs, touch screen, and six (six! This is a German vehicle?!) cup holders integrated by sweeping lines and red highlights that echo the exterior.
Unlike cramped two-seat sports cars or four-seat coupes (looking at you, Mercedes CLA250), the GTI has plenty of rear head and trunk room. Hail the hatch. Where my 1984 original was a three-door, most Mark 7’s will be sold with five thanks to a 103.6 inch wheelbase stretched over a stiffer chassis that doesn’t sacrifice performance for room. The trunk space (a bicycle-swallowing 52.7 cubic feet with the seats down) rivals mid-size sedans.
More power, more room, more comfort will also leave you with more in the wallet. The 2015 GTI hits dealer lots this month $700 cheaper than its predecessor. My Tornado Red, SE-trim, automatic, five-door tester stickers for a sweet $30,910.
The GTI has matured nicely. And who knows? If I live another four decades, I may be hounding a 2014 Ferrari F12 Berlinetta down Route 1 … in a 2060 GTI.
2015 Volkswagen Golf GTI
Vehicle type: Front-engine, front-wheel-drive, five-passenger hatchback
Price: $25,215 base ($30,910 as tested)
Power plant: 2.0-liter, turbocharged, direct injection, inline-4 cylinder engine
Power: 210 horsepower, 258 pound-feet of torque
Transmission: Six-speed automatic
Performance: 0-60 mph, 5.6 seconds (Car & Driver est.); 153 mph top speed
Weight: 3.086 pounds
Fuel economy: EPA 25 mpg city/33 mpg highway/29 mpg combined
Highs: Hushed cabin; wicked quick handling
Lows: More USB ports, please