Heald's Pre-Posterous http://heald.posterous.com Most recent posts at Heald's Pre-Posterous posterous.com Fri, 11 Jan 2013 13:34:00 -0800 A Great Tire, from Start to FInnish http://heald.posterous.com/a-great-tire-from-start-to-finnish http://heald.posterous.com/a-great-tire-from-start-to-finnish

Entyre_a

Obviously, whether you roll on one, two, three, four or more wheels, your tires are the most critical of all components when it comes to staying in contact with the road in a manner that helps you control said vehicle. You do everything on them after all, and the better the rubber the better acceleration, ride, handling, braking, and just basic motivation in low traction situations. Without exhaustive testing (which I do not have the resources to accomplish), all I can tell you is I stumbled on some really decent all-season passenger car tires recently that are worth mentioning. They come from Nokian, and the Finnish concern (and I’ll let you ferret out if they’re related to Nokia, the phone builder, or not.) is best known in the US for their excellent snow tires. But they have recently built an all-season tire specifically for the North American market, built in a new state-of-the-art facility in Russia. This is a very interesting hoop indeed, for not only does it have all kinds of performance features it's designed to be an unusually green tire. 

I first encountered the eNTYRE, as it’s called, by accident when I was inspecting a used compact SUV I ended up purchasing. Naturally one of the things I inspected carefully was the tires, and shod as it was with what looked to be a fresh set of the new Nokians I realized I knew next to nothing about the company and whether or not their products were any good. There are a lot of tire makes out there, which makes buying these days a bit more involved. After I did a little research I was intrigued, and after I purchased the vehicle found them to be pretty impressive performers. They are quiet, deliver good traction in rain, snow and dry conditions and transmit good feedback. They also have a very cool feature that I hadn’t encountered in tires before (although I’m sure there must be more manufacturers that do this), which is a centerline tread wear indicator system that literally tells you how many millimeters of tread you have remaining, including a special water droplet indicator that tells you when, if this symbol is no longer visible, you have lost the tire’s excellent ability to avoid hydroplaning. It’s very simple, yet a really great tool to keep an eye on tire wear. There are a boatload of other features to these tires, but I’ll spare you by not outlining them all now. The bottom line here is there’s a lot here to digest which is pretty amazing considering these are just big rubber things that hold air, like other tires. 

As for the green side, the eNTYRES have low rolling resistance which has seemingly been verified when I purchased additional set for our Hybrid, and it continues to deliver exemplary mileage. Nokian is also proud to point out that these tires are made using purified compounds, or as they put it, “the eNTYRE is manufactured using only low aromatic, purified oils. These purified oils keep Nokian's tires from polluting the environment as the tire gradually wears down.” 

This endeth my purely unscientific review of these tires. I really like them so far, and when they wear out plan to acquire another set for both vehicles. They have also been affordable; the only problem is they can be tough to find but I’ve got an excellent tire dealer not far from me that carries the entire (or eNTYRE) Nokian line. Very nice shoes, and worth a look. 

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Sun, 09 Dec 2012 13:38:22 -0800 The Strange Case of the C-Max Energi http://heald.posterous.com/the-strange-case-of-the-c-max-energi http://heald.posterous.com/the-strange-case-of-the-c-max-energi
C-max_a

Things are certainly heating up when it comes to domestic automobiles and electric motors. It’s taken awhile, but the Chevy Volt finally made it to the marketplace with excellent results especially in terms of the car’s drivability and customer satisfaction. And now over a decade after the Toyota Prius first appeared in the US market, Ford now has its first “dedicated” hybrid models, which of course are cars that come only in hybrid form (although the car I’m talking about here has had a non-hybrid version on the road already in Europe for years). The Ford C-Max is a compact wagon that comes in a gas/electric Hybrid, as well as a plug-in Hybrid version of the same with a larger capacity lithium-ion battery for extended electric-only operation. I got to sample the latter (called the Energi) for a week and found it to be a very interesting, and perplexing, vehicle. 

C-max_b

First, the C-Max is being marketed by Ford primarily as not a competitor to the regular 5-Door Prius, but instead the Prius v wagon (which you can read about if you search this site, as well as my take on a pre-production plug-in Prius). If you check the specifications the two vehicle are very similar, although truth be told the Prius v has more cargo room and just felt roomier to me overall. But both of these tallish wagons are superbly practical designs, not only providing a lot of room and versatility but doing so in intelligent, fuel-efficient packages. In the case of the C-Max, they are breaking new ground by launching a conventional gas/electric hybrid and a plug-in version at the same time, using the same basic drivetrain but fortifying the plug-in’s Lithium-Ion battery with a larger unit behind the rear seats that sits in the cargo area. The rest of the drivetrain consists of a 2-liter Inline Four gas engine mated to an electric motor, with a total output of 188 horsepower (projected). The transmission is a Continuously Variable unit, driving the front wheels. The Plug-in receptacle is located just in front of the driver’s door, and using ordinary 110-volt household power took about 6 hours to recharge the battery completely (1300 watts, 12 amps, 7.54 kilowatts used). This enabled about 14-16 miles exclusively on electric propulsion (although cold temperatures meant the gas engine ran frequently to keep things warm, including the interior). 

C-max_d

The driving dynamics of the C-Max are very satisfying, as it demonstrates good acceleration, crisp, solid handling and an overall feeling of quality and careful assembly. The CVT transmission is one of the quietest of this type of gearbox I’ve ever sampled, and the engine/electric motor transitions were very smooth. Occasionally the gas engine’s idle made its presence known but overall it’s a very refined little mill. Regenerative braking (when the electric motor reverses and becomes a generator to charge the Hybrid battery, and the slight drag aids in slowing the car down) is also super smooth in transition, also a laudable accomplishment. 

C-max_c

Inside the car is roomy in terms of headroom and legroom, but the battery that takes up so much room in the cargo area also dictates a fairly upright seatback position in the rear seat. Workmanship is a C-Max strong point, with quality materials and reasonable logical controls except for the typical MyFord Touch silliness. Displays are very colorful and clear, although navigating through the menus on the instrument cluster (using buttons on the steering wheel) can be distracting initially. 

C-max_g

So, the car is a very nice driver, and has a solid chassis that gives it a quality feel. The big question is, how’s the fuel economy? Here’s where things get perplexing. The EPA fuel economy rating for the C-Max Energi Plug-in Hybrid is 100 MPG in combined use (meaning you plug it in and drive, and then when this charge is depleted it reverts to regular Hybrid operation), and otherwise 44 MPG city/41 highway. Even after charging the car several times overnight, the best I ever averaged in mixed driving was a bit over 40 MPG, and overall I got 35.4 MPG. Not M1 Abrams Tank territory, mind you, but not exactly stunning. In fact, considering the fact that most people purchase hybrids (both plug-in and conventional) to cut down on the amount of fuel they burn, it seems rather odd that the numbers aren’t more impressive. I’d say that it could have just been my unit, but anecdotal evidence has been expanding on the interwebs that seems to indicate my experience wasn’t exactly unusual. By contrast, the Prius plug-in I tested delivered mileage in the mid-to-upper 50’s, and interestingly both it and the C-Max were tested in cold weather (really cold, in the case of the Prius) when fuel economy is typically at its worst for this type of vehicle. So when in comes to Mr. Max, what gives?

C-max_f

I have no idea. But, we’ll see, as you have to remember these autos have literally just popped out of the oven and will no doubt need a bit of tweaking to get everything up to speed. Otherwise, it’s a nice machine to hustle around. But at this juncture, I would advise those in the market to shop carefully before committing to these all-new platforms. 

C-max_e


Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Tue, 27 Nov 2012 20:21:43 -0800 A Tale of Two Caddys http://heald.posterous.com/a-tale-of-two-caddys http://heald.posterous.com/a-tale-of-two-caddys I have to hand it it to the designers, engineers, et al at GM’s Cadillac motor division. They are dedicated to serving two masters: the past, and the heritage and loyal following of their customers that has been built over the decades, and master No. 2 that dictates they embrace new technologies. This is not always an easy line to walk, and in two all-new models they’ve managed to show not only how tough the task can be, but how satisfying it can be when you pull it off successfully. In these two sedans we have very different expressions of the modern Cadillac, yet they are clearly part of the same automotive family. They are also very interesting cars for very different reasons. In fact, I found them entertaining because there are things about them that were decidedly unexpected. 

Xts_a

Let’s start with the sedan that has one tire firmly planted in Cadillac’s classic luxury car past. The XTS is a piece of iron that your male ancestors would love, if for no other reason than its vast, cavernous, deep trunk. There are also great expanses of room in the interior of this car, even though it’s not exactly a tugboat in terms of physical size. In this sense the Caddys of old are represented by a coach that offers extreme luxury in an expansive setting, as well as rather over-boosted power steering which is a tad on the numb side (much like the ’62 Cadillac Fleetwood my grandfather owned. Almost). 

Xts_b

But after this traditional feature of room everywhere that was always a Cadillac trademark, the engineers decided embrace modernity, too, by launching every bit of whizz-bang technology they had in their arsenal at the XTS. As a result, the company describes this sedan as “. . . the most technologically advanced production car in the brand’s history.” They can say this because it really is loaded with a veritable plethora of silicon-based electronic devices, as well as advanced hardware such as Cadillac’s Magnetic Ride Control as a standard feature. This chassis magic is aided by rear air springs, HiPer Strut front suspension and Brembo front brakes. An excellent option found on our tester was Caddy’s advanced All Wheel Drive system; developed with Haldex engineering and aided by an electronic rear limited-slip differential. This is the way to go, as the system operates seamlessly and can deliver better overall traction and torque balance than the Front-Drive version. With the exception of the light steering I mentioned earlier, the XTS handles its heft well and is a pleasure to hustle around. It’s no ATS (see below) but it’s no lumbering bovine, either. The self-adjusting rear suspension is especially impressive, should you choose to fill up that massive trunk with wood stove fuel the way I did. Even with 400 lbs. of compressed sawdust on board the car cared not a whit. Hauling was no problem also because the lone engine is a 304-horsepower V6, which is commendable smooth and quick aided by a very efficient 6-speed automatic transmission. 

Xts_d

Of course, the grandest tech excesses are found in the cockpit, starting with a very innovative instrument cluster. What we have here is an LCD screen with virtual analog instruments, and it is of course adjustable. Cadillac describes it thusly: “Available exclusively on the XTS is a 12.3-inch (312 mm) reconfigurable instrument cluster. It features vibrant graphic displays showcased among four driver-selectable themes, ranging from minimal to extensive information.” So it’s like having a small tablet computer for an instrument cluster, like a video game or a Boeing 777’s “glass” cockpit. It’s a true benchmark of where we seem to be heading, in that apparently we’re supposed to see more and more of the world through an LCD screen. They are attractive, these instruments, but they certainly give the car a very different feel from luxury sedans of the past, especially Cadillacs. But, like with e-books, I’ve never been a huge fan of electronic solutions to problems that don’t exist. Of even more fascination is the optional “Safety Seat” on the XTS, which in concert with parking assist, lane departure warnings and other alert systems can buzz your backside (or pulse your posterior) on the side of the seat corresponding to the side of the car that the alert is addressing. For example, if you wander out of your lane on the passenger side the right side of the seat will vibrate to let you know about it. Weird, but interesting. Yes, you can turn it off and/or use a pure audible warning if you desire. There’s boatloads of other e-gizmos in this substantial car, but you get the idea. The XTS has the size and sumptuous accommodations of the Caddies of the past, but also injects additional tech goo from our present including the CUE (Cadillac User Experience) visual/voice control system. This is similar to My Ford Touch, and every bit as counterproductive. It is my hope they will quickly realize these new interface systems are not only an operational mess; they are a huge step backwards in auto safety. But that’s just my opinion. No doubt, like BMW’s hideous iDrive, some people will think these marketing-based blunders are brilliant. 

Xts_c

Something that is legitimately brilliant in my view is the chassis of the new Cadillac ATS. This sedan embraces the new, sporting side of Cadillac and is the car I always hoped the CTS might be (with the exception of the CTS-V, which I love ‘cause of that mighty, marauding mill). The ATS is much less capacious than the XTS but it doesn’t have it’s overly boosted steering, either. It is also a rear-drive platform (All Wheel Drive is an option) and there’s two inline Fours (one turbocharged) and a 3.6 V6 like the XTS, only in this case they’ve managed to eek out nearly 20 more horsepower (up to 321). I sampled this engine with a 6-speed auto, and it was a very nice powerplant indeed with plenty of power to rocket the light, 3,500 lb. (or so) sedan around. This is a lithe, sporting auto that you would never think was a Cadillac, if not for some of the characteristic interior appointments and aforementioned CUE interface system (just to ruin it for me). 

Ats_a

Well, to be honest this iPad-on-wheels approach to basic control operations really can’t ruin this car (or the XTS) completely for me, as both sedans have so many fine qualities that they are still quite desirable. Even the fact that neither car had a spare tire didn’t throw me off completely, but c’mon, man. Have we become such as weenie, call-the-auto-club, spaghetti-armed geek society that we have to summon somebody with callouses on their hands to swap a shoe on our machines? Sad, really.  And run flat tires, like on the ATS? Please. These are both fast cars, and I am in a hurry. If I encounter a puncture, I need to pit and change to the spare with great despatch (see A Christmas Story). 

Ats_c

But, I wander into the bush, off topic. Cadillac continues to build some really intriguing new models, and at the very least are soundingly thumping their cross-town rivals at Lincoln. As for taking on the best in the world and knocking down the door in the performance sedan category, I don’t think they’re there yet but they are certainly tapping politely on the window. That’s something unheard of just a few years ago, and I say well done, House of Cadillac. 

Ats_b

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Mon, 22 Oct 2012 05:48:51 -0700 A Week in the Wee Prius http://heald.posterous.com/a-week-in-the-wee-prius http://heald.posterous.com/a-week-in-the-wee-prius
Prius_c_b

Once Toyota launched the first Prius gas/electric hybrid and the car turned out to be a great success by hitting all its design objectives including exemplary fuel economy, reliability and low operating costs, the company has been going full speed ahead (at a prudent engineering pace of course) with a whole host of hybrids. This year is especially important for the Prius, as the family of cars has now grown to four: the Prius, Prius v (reviewed somewhere on this site), the Prius Plug-In (also discussed on this stunning web-based prattle-fest. Somewhere), and now the latest edition, the Prius c.  C in this case stands for city and thus defines the car‘s urban transport suitability, and this is the smallest, least expensive, and most economical Prius in the line. I think once people get out and drive these things it could become the most most popular, too. The reason is the car actually has decent room in it for the compact class, is actually pleasant to drive and gets better mileage than any of my motorcycles (which is quite impressive). It’s also built by the company that has more experience than anybody with gas-electric hybrid powertrains, and judging from past experience this latest edition should be very reliable and low-maintenance as well. 

Prius_c_e

That last bit is helped by the fact there are no belts to fail or replace at regular intervals, as the components they drive on conventional cars are all electrically driven on all new Prius models. The Hybrid Synergy Drive powertrain consists of a 1.5-liter Atkinson cycle Inline Four, that puts out 73 horsepower, and is mated with a 45kW (60 horsepower) electric motor with an overall effective output of around 100 horsepower. As with every Prius (except the Plug-in), the battery pack that powers the motor is a nickel-metal hydride unit hidden under the the rear seat, and the car can be powered on electric power alone, gas and electric power together or the gas engine by itself. Toyota describes the car’s adjustable drive mode system thusly: “Prius c offers three distinct drive modes: Normal, Eco, and EV mode. Eco mode reduces overall energy consumption by governing climate control and throttle to improve vehicle efficiency. Under certain conditions, the EV mode allows the Prius c to be driven solely by electric power for a short distance (under 1 mile) while remaining below 25 mph.” The transmission is a Continuously Variable unit like on all Prii, and works well in this application and is quieter than a lot CVT units out there. 

Prius_c_a

And yes, this Prius Junior will not pin you in the deep recesses of its stout upholstery under hard acceleration, but it has enough giddyup to get you onto traffic just fine. The overall chassis feels  substantial and handling is tight, with a firm but not excessively stiff ride. In this regard it’s on a par with other economy cars in the class, and like I’ve been saying for a while the quality level (and the amount of equipment) you can get on entry-level cars is quite an improvement compared to what was out there even just a few years ago. The cabin isn’t Lexus quiet but neither is it excessively noisy like some compacts. The transitions from the gas engine and electric motor are suitably smooth, and reflect that years of development that have gone into Synergy Drive research. 

Prius_c_d

Inside, there’s decent room for four despite the very compact external dimensions, and the centrally-located digital instrument cluster should look familiar to anyone who’s spent quality time in a Prius. Depending on your budget, you can load up the c with all manner of options and our Prius c “Three” model included the usual cruise and auto climate controls, a touch screen radio interface with Navigation and Toyota’s Entune infotainment system, a Smart Key system; all the the latest goodies that are becoming common these days. The upholstery is durable enough, and while there’s a lot of hard plastic in evidence it’s (as I keep saying) at pretty much on the same level as most entry-level compacts. 

Prius_c_c

Which in a way is a slight problem initially for this incredibly frugal little 5-door. People forget this really is a comparatively inexpensive car with a comparatively expensive drivetrain; a hybrid system that delivered 53 MPG during a week of mixed driving in these parts. Apparently some people think it should have the feel and interior materials of its more expensive siblings instead of fittings more fitting for a car on the low end of the vehicle line. I really liked the car, and felt like I was driving a quality piece that gets the best gas mileage available in a highly maneuverable package that can escort three associates comfortably as well as some of their belongings. With options, the Prius c Three sticker came to $22,669. 

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Thu, 20 Sep 2012 19:16:23 -0700 Hell Yeah, It's Super http://heald.posterous.com/hell-yeah-its-super http://heald.posterous.com/hell-yeah-its-super
13_gt-r_copy

What can $100K buy these days? Such a sum purchases a lot less than it used to, sure, but it can still manage to land a pretty amazing automobile if you know where to look. Now, your nearby Nissan dealer wouldn’t likely be the first place you’d think of to land a bit of exotica. But certain select Nissan Emporiums do indeed have a wicked-fast coupe called the GT-R, and it is a serious, pavement-lighting G-teaser of an automobile. The Black Edition I was lucky enough to sample was that curious mix of “The door sounds like an economy car when you shut it, and yet it costs what?” and, “Oh my God, my internal organs have been shifted and I was just going down the driveway.” It is your basic user-friendly exotic, and very, very entertaining. 

Gt-r_front

An All-Wheel-Drive coupe like this is so crammed full of complex, state-of-the-art components that it would take a very long time to catalog all the goodies. But I’ll try to hit the key points, such as (obviously) the drivetrain starting with the 3.8-liter V6 engine. This unit is assembled in a clean room (like all serious race shops built their mills) and is blessed with twin turbochargers, and through its highly polished, hyper-engineered internal architecture generates 545 horsepower. This is mated to a rear-mounted transaxle (Nissan calls the balanced architecture Premium Midship) that uses dual-clutch automatic technology with 6 speeds and paddle shifters for manual operation. This in turn goes through a ATTESA E-TS All-Wheel Drive system (also rear mounted) that can vary torque from 100% rear drive to a 50:50 mix front-to-back. There is more computer hardware than NASA used to have, so suffice it to say Nissan’s goal of making this car not only worthy of true Supercar status but a manageable Hulk that even non-expert drivers can enjoy safely is satisfied through very sophisticated stability software. 

Gt-r_eng_copy

And this is a welcome thing, for this is a nasty-fast machine that does inspire one to do potentially mischievous things. The GT-R launches off the line with the urgency of an Olympic sprinter, and in less-than-ideal conditions was able to catapult me to 60 MPH in around 4 seconds. The intake and exhaust orations are the stuff of F1 dreams, yet never excessively booming to get annoying over time during steady-state droning. The steel/aluminum/carbon fiber body shrouds a track-serious suspension (adjustable of course-but even the comfort setting is pretty stiff) and huge monobloc Brembo brakes handle the woah with sufficient urgency. Steering feedback manages to do the right mix of letting the road surface communicate without excessive bump-steer on rougher stretches. The transmission does its direct engagement thing well, and shifts cleanly in manual mode although it can be occasionally abrupt when on full auto at slow speeds. 

Gt-r_int_copy

The interior is cozy but forms a wonderfully supportive cockpit to conduct the business of driving, with outstanding Recaro leather buckets that should be able to adjust to a broad variety of physiques and fit mine perfectly. You strap into a focused cruise missile like this and become a part of the hardware, and it helps tie you to the chassis like only the best road-going machines can do. It’s stiff, some of the switchgear looks like it was lifted off a Sentra, and it costs a fortune. But the things that make an ultra-high-performance Supercar a lusty commodity are all in full measure, and it ultimately makes for a very unique ride. Others may be sexier, but Nissan deserves credit for getting the bottom line (getting around the paved surface with wicked despatch) right on the money.

Gt-r_rear

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Sun, 19 Aug 2012 09:43:52 -0700 The Fast and the Frugal http://heald.posterous.com/the-fast-and-the-frugal http://heald.posterous.com/the-fast-and-the-frugal
You might think, if you were a thinking-type being, that now that gas/electric hybrid cars have a couple of million units on the road (and they’ve been with us well over a decade), they would be a more commonplace item in manufacture’s product lines. But the fact is they’re still fairly uncommon, even though they have shown themselves to be the way to go when you want to save fuel, cut down on emissions and lower operating costs. Despite the rhetoric spouted by many on how hybrids are prohibitively more expensive to buy (not true at all, if you do your homework) and more costly to maintain than conventional drivetrains, the opposite has been shown to be the case. Hybrids have proved to have very low service requirements, excellent reliability, and in the case of Toyota have eliminated things like drive belts which is one less maintenance/reliability issue to deal with. Even brake pad life has been extended thanks to regenerative braking that uses the electric motor as a generator during coasting and braking, and helps slow the vehicle and reduce the load on the brakes. 

Fortunately, even though hybrid popularity hasn’t exactly exploded there are still manufacturers that move the breed forward, and here’s a couple of very interesting 2012 units that have dramatically different approaches to hybrid powertrain incorporation yet still deliver great fuel economy, low emissions and very satisfying (if very different) driving experiences. These two examples aren’t really direct competitors, but show you how far hybrid drivetrains have come in the variety of applications that designers and engineers have been working on. Today, I give you Toyota’s all-new Camry Hybrid XLE and Infiniti’s M35h Hybrid Sports Sedan. These are both handsome four door sedans, but they’re as different as chalk and some other kind of chalk that is oh so different than the previously mentioned . . . chalk. Some particulars: The Camry is a front driver, while the Infiniti uses rear-drive architecture. The Camry’s four-cylinder gas engine/electric motor is mounted transversely, while the M35h’s V6/electric motor is mounted in a classic longitudinal configuration. Toyota continues to use the tried-and-true nickel-metal-hydride battery for its electric motor needs, while the Infiniti goes with newer Lithium-ion fare. The Camry has a Constantly Variable Transmission (CVT), and the M35h has a 7-speed automatic. 

The Infiniti is a bigger car, with nearly 5 more inches of wheelbase and overall length. That said, the Camry feels roomier and has a bigger trunk (and the M’s trunk is kind of a funky shape). Both cars are comfortable and well-finished, with the Infiniti especially opulent (which you would expect given the prestigious label). The most substantial differences between these two hybrids are in fact the performance, fuel economy and price, and once again these differences underscore the very difference design goals of these two sedans. 

In a nutshell, like its M siblings the M35h is a rocket, launching you to 60 MPH in an observed 6.3 seconds (the Camry managed a more leisurely 9 seconds, but the car certainly feels quicker compared to the Camry Hybrid of before). This is not surprising as the total system horsepower for the Camry is 200 while the M35h is 360 (although the Camry is 688 lbs. lighter). The latest-generation Camry has benefited from an extensive chassis overhaul that has resulted in tauter handling and a firmer ride with more control, but the M is clearly the sport sedan in this pairing with impressive back road manners and true performance credentials. Both cars have excellent brakes, and are fairly quiet although there is some road noise that creeps in on occasion. So while you may be leaping for the keys for the M if you’re performance-minded, be advised that there is a hitch in the car’s giddyup. The on/off transitions of the V6 engine as it powers the car with and without the assistance of the electric motor can be less than fluid. Perhaps it is often so noticeable because the rest of the car is a model of solidarity and refinement, and any imperfection in an otherwise superb drivetrain sticks out like a sore piece of chalk. But these transitions are pretty obvious, especially in contrast to the Camry’s very smooth transitions and overall seamless hybrid drivetrain. When EV (electric vehicle) mode, both cars are eerily smooth. 

Finally, the fuelish bottom line. The performance you get from the M35h is balanced by really impressive fuel economy for the class and in a week of driving I averaged about 29 MPG. This is quite laudable when you experience how well this machine gets off the line, and the only disappointment is the car’s penchant for Premium fuel. If you’re more interested in fuel economy over performance yet like a similar comfort level, the Camry Hybrid is a very slick package that was able to squeeze out 42 MPG with reasonable ease. There’s also a price difference of course, as the Infiniti’s upscale brilliance will set you back $65,395 (as tested), while the Camry Hybrid XLE rings in at $34,596. Two very different sedans, two very different hybrids, both very, very interesting higher-mileage alternatives to the standard fare out there. 

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Wed, 18 Jul 2012 11:05:46 -0700 A Mini Goes Mega? http://heald.posterous.com/a-mini-goes-mega http://heald.posterous.com/a-mini-goes-mega
Countryman_copy

So there really isn’t anything in a name, is there? I mean, we often think that a name like, oh, I don’t know. . . Mini, for example, implies a certain type of vehicle. The name is known the world over as a smaller version of something else, or in car circles, conjures up images of the famous Mini Cooper which was one of the first (and one of the most successful) micro cars ever produced. The original British marque has been part of BMW in 2001, and since then has not only been a hit but is continuously sprouting new variants that take the Mini name to places it’s never been before. And, wonder of wonders, this even means the land to of the SUV and the Mini Countryman, which is a properly pumped-up Mini that still has the general aspect but looks like a charge into the bush (intended, this time) is certainly not completely out of the question. Sporting a larger size, more ground clearance and available with All Wheel Drive, the Countryman might initially make you think the standard Mini has suffered an allergic reaction to some shellfish, or at least Shell gas.

Countryman_side

But once you get used to the proportions what you have is a big Mini, and it makes the car much roomier and with the optional ALL4 All Wheel Drive system you have all-weather capability and the possibility of venturing off the road as much as you think your nerves will allow (this is still a British sports compact, and not a Range Rover). I sampled a Cooper S Countryman with the AWD drivetrain, and found it to be an eccentric, but very fun, and undeniably unique, SUV.  There’s no locking center differential or low range on the test mule, but it does have good all-road capability which is what I think they’re really driving at to begin with. 

Countryman_engine_copy

And as driving in a spirited manner is what the whole Mini thing is really about, you have to have a proper drivetrain such as a stout little Inline Four with a twin-scroll turbocharger, which in the engine room of this Countryman displaces 1.6 liters and summons forth 181 horsepower. You can get a 6-speed manual gearbox, while my CountryDude was armed with the latest in STEPTRONIC automatic transmission hardware with 6-speeds and paddle shifters on the steering wheel for the manual mode. Shifts are crisp in either manual or automatic mode, and the turbo is very smoothly integrated into the power delivery without any abrupt peaks or valleys. The “wheel at every corner; I’m still a go-cart I just like fried food” architecture makes the Countryman fun to hustle around, and although it is carrying more mass it’s still light on its feet. Better suspension compliance is another benefit of the higher SUV-ish chassis as it allows for a bit more wheel travel, or so it seems anyway. 

Countryman_int_copy

Inside there’s a truly accessible and serviceable rear seat, no doubt the roomiest of any Mini to date. With the rear seats folded you have 41 cubic feet of load space. So this Mighty Mini is very competitive in the class in terms of room, but offers it’s own unique personality and way of doing things (like that speedometer that is only slightly smaller than a garbage can lid). The controls still have the typical Mini toggle switch madness but the NAV display in that huge speedo is unusually sharp and attractive. It’s properly spooled-up wee Inline Four delivered 28.4 MPG in mixed driving, which is very good for the class. 

Countryman_rear_34

I have no idea how appealing the Countryman is in your neck of the woods, but here in the Northeast I see a fair number running around so there’s definitely a desire for a true Four-Season Mini with more room and yet still the same overall personality and economy with much more utility. The sticker on my very well-optioned tester came to $36,350, which certainly isn’t cheap but you do get something pretty unique for your money. 

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Thu, 10 May 2012 07:05:00 -0700 How smart is this iQ? http://heald.posterous.com/how-smart-is-this-iq http://heald.posterous.com/how-smart-is-this-iq

Iq_b

There is something to be said for being different, and when you enter a crowded field with something that really gets noticed it’s quite an accomplishment. By “crowded field,” in this case I mean the automobile market that has so many shape and sizes of vehicles these days it’s pretty tough to stand out, much less get lots of looks wherever you go. But in the case of Daimler-Benz's smart car, it’s such an unusually diminutive conveyance that it really gets tons of attention pretty much everywhere you drive (and especially park) it. It’s so unusually tiny that it can be stashed almost anywhere, but has a lot of shortcomings as you can imagine. It’s not very roomy, not very quick and not as fuel efficient as you might think (and likewise not as inexpensive as you might expect) for such a wee auto, either. 

Iq_a

Which brings us to Scion’s new iQ (and yes, you can bluetooth your iPhone into your iQ). It is a microcar along the same lines as the smart, but even though they look quite similar they are as different as they can be when you take to the road with them. While at first glance it’s appears to be same general size as the smart, the iQ is actually a bit bigger and there is one significant difference: the iQ has what Scion calls “3+1” seating which the smart fortwo seats, well, two. The smart one has two seats, designed to accommodate one human at a time. 

Iq_c

It should be noted at this juncture that I am personally unaware of any “crazy college kids” trying to see how many bodies they can cram into a smart, or now an iQ for that matter. Not yet, anyway. But stay tuned. They will no doubt use the latest social networking technology to engage in this silly practice any time now, though. Crazy kids.

So anyway, what is 3+1 seating? “The Scion iQ is only 10 feet long yet seats four people, making it the world’s smallest four-seater,” says Scion. But this doesn’t mean four adults, however. If I may further quote Scion, “The ‘3+1’ offset seating arrangement allows one adult to sit behind the front passenger and a child or small package behind the driver.” Interesting, no? Making the most with a little I guess. It’s tight back there, to be sure. But if you fold the seatbacks you have 16.7 cubic feet of cargo room, and that’s a decent amount for two people on a journey. 

Iq_e

And you wouldn’t hesitate to take this little two-wheeled toaster on a trip, because it drives like it‘s a lot larger than it is. It’s faster and more powerful than the smart (which is a rear-wheel-drive, rear-engine unit as opposed to the front-drive, front-engine iQ) and has a very efficient CVT transmission that seems an ideal fit. A roughly 9-second 0-60 time from its 1.3-liter Inline Four is perfectly acceptable for this type of economy rig, and it is in fact able to get out of its own way. The suspension is firm but not punishing, and the just over 12.9-foot turning radius makes U-turns a doddle just about anywhere. Fun to drive, especially in tight urbane quarters you ask? You betcha. A wide stance helps keep the car stable and when I encountered some fairly wicked crosswinds I discovered the car stayed in its lane quite well. 

Iq_d

So the inevitable bottom line question is, is it smarter than the smart? I definitely think so. But in averaging 38 MPG in a week of mixed driving and costing about $18K with options (and you can’t get cruise control or a spare tire-just a repair kit is on board) it has a lot of larger, better competition at the price/mileage nexus. However, if the area/environment/cityscape where you need to park this elfin transport is really tight, then the car makes a lot of sense. It is also a great pick if you like a lot of attention, because this is a very distinctive machine that stands out in the world of large cars and SUVs. It really is that different, and when tuners and customizers get their wrenches and paint guns on it, the possibilities are intriguing to say the least. 


Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Fri, 27 Apr 2012 09:42:00 -0700 It's Happy to See you http://heald.posterous.com/its-happy-to-see-you http://heald.posterous.com/its-happy-to-see-you

Evoque_b

Great Britain and India have a long and complex history in terms of their relationship to each other, and it is likely to continue for ages to come. There’s been a lot of back and forth (which is a mild way of putting it) and while Britain ruled ages ago India now the relationship is vastly different. Who would have thought 100 years ago that in 2012 an iconic British company like Land Rover would be owned by the Indian company Tata? But that is the way things are now, although brand purists would be pleased to know Land Rover (and its upscale Range Rover division) are still very British in design and construction. And while there is a great deal of tradition in their new products, the company is certainly not shy about embracing the latest in both style and technology.

Evoque_a

The Range Rover Evoque is the lightest of the range, and one of those distinctive new models that bears a near-as-dammit resemblance to a concept vehicle (the Range Rover LRX) seen on the auto show circuit back in 2008. Available in two or four-door variants, it’s pretty amazing to see the production version in the flesh and realize this is not a show car, but a very stylish machine you can drive to work (or into the bogs-n-boonies, if you so desire). It has a very distinctive look; adopting the squished profile philosophy where it looks like a very large, heavy object of some sort was placed on the roof when the Evoque was still young and growing and therefore stunted further upward roof development. This is in direct contrast to usual Range Rover practice where you typically have a big greenhouse and a low beltline for excellent off-road visibility. The Evoque’s lower roofline would actually seem claustrophobic if not for a brilliant engineering solution: a panoramic glass roof. Naturally there’s a power shade if you want more of a “hardtop,” but I never used it as the sun didn’t cook the interior unduly while I had the vehicle. It a very clever feature that is getting more and more popular on a variety of vehicles these days. “Wheel at every corner” architecture almost gives the machine a Giant Mini vibe, and helps reduce front and rear overhangs for those who actually do wander off the beaten path from time to time.

Evoque_e

There’s an amazing amount of stylish detail inside and out so there’s something interesting everywhere you turn. A favorite such attraction is the shifter, which is actually a dial in the center console that rises up hypnotically out of the surrounding substrate to meet your hand when you hit the start button. This is the kind of thing that drivers will love to show virgin passengers (any sexual references are purely coincidental, of course).  Near this transmission interface you’ll find a mode selector that includes the optional Adaptive Dynamics Ride Control system with MagneRide. This is an ultra-techy on-the-fly damping adjustment system that helps tame the Evoque’s long-travel suspension instantaneously thus reacting to any and all road conditions. It seems to work quite well, for the ride is firm but never punishing and the famous Rover rock-gobbling compliance is well-represented. 

Evoque_d

So what’s eet got under the bonnet, then? Here again we see that there’s nothing on the new Evoque that you could call commonplace. It’s powered by a 2-liter turbocharged Inline Four, that despite it’s modest displacement doles out 240 horsepower. There’s plenty of get up and range, but like many turbos power delivery can be a bit abrupt at times. Overall it’s a great mix of performance and fuel economy as I got around 21 MPG while I roved about. The six-speed automatic suited the power delivery well, and the multi-mode intelligent all-wheel-drive system has settings for General Driving (on-road and easy off-road); Grass/Gravel/Snow (slippery conditions, on and off-road); Mud and Ruts; and Sand. Thus spaketh the press release; I myself did not hammer the Evoque in Snow, Mud and Ruts or Sand situations as I preferred to engage its urbane manners in multiple situations the likes of which I think most owners will likely encounter.

Evoque_f

And it is here where is proved to be a very neat vehicle indeed. It’s heavy on style and most of it is absolutely functional. The glass roof in particular is awesome, and really does make the vehicle feel roomier than it actually is which is quite a trick. Complaints included a touch screen interface that had too many menus and was very slow to react in many cases. I also am almost never a fan of 20” wheels/tires (18" are standard) as they can introduce some bump-steer in smaller vehicles. But en toto, the Evoque is a great pleasure to live with and is fly (and all the way live), innovative and interesting. It’s no surprise to me that the Rover folks are promoting the hell out of the thing, and who can blame them? It really is worth making a fuss over. 

Evoque_c


Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Tue, 10 Apr 2012 19:18:00 -0700 The Bowtie and the Beast http://heald.posterous.com/the-bowtie-and-the-beast http://heald.posterous.com/the-bowtie-and-the-beast

Vette_a

Once upon a time there was the Chevette, but there was, at the same time, the Corvette. Verily I say unto you the day came where there was the Aveo, and yet over there, in a different part of the lot, was the Corvette. You see what I’m saying? It’s an auto manufacturer yin and yang thing; a wild phenomena that stretches the whole balance-of-opposites concept to extreme proportions. On one side of the spectrum resides a rental mule, the other has arguably one of the sharpest sports coupes in the world that can run with the best exotica out there. I mention this because even during its best moments of controlled moto-mayhem, there are still times when you’re in a Corvette and you sense the presence of Chevrolet. What I mean to say is during such moments you feel, albeit briefly, you’re in a vehicle that is a bit less exotic and polished than one might expect for a $70K plus price tag. 

Vette_f

It’s OK, though, because such moments vanish quickly (like reflector markers on the side of the road) and to be honest it’s all part of the Vette’s unique charm. The car (in Grand Sport trim) has a wonderfully vocal and respectfully strong LS3 6-liter V8 that is as much a treat to listen to as it is to open up on an empty stretch of curvy tarmac. The engine audio was especially tasty because the Vette I enjoyed had the optional Dual-Mode exhaust that boosts horsepower to 436 and does both the Basso Burble and Banshee Blast with equal vigor. There are more powerful variants of the engine available in more extreme Corvette models of course, but I found this mill (in concert with a very sharp 6-speed manual) to be a fine fit for the chassis as a whole. It’s a balance thing, and involves everything working in harmony to get you down the road with great dispatch. 

Vette_e

This of course is a segue to what makes a sporting automobile worth its salt, which is the handling. Anybody can drop an enormous engine under the bonnet and go like stink in a straight line, but it’s the process of straightening a challenging serpentine road that separates the muggles from the wizards. The Corvette has a very unique chassis, including composite body panels, a hydroformed steel frame with aluminum and magnesium structural and chassis components and the use of composite leaf springs (both fore and aft) to gobble up bumps. This is a really unusual way to suspend the car, and the single leaf at each end is incredibly feathery in mass and transversely mounted so low it nearly scrapes the pavement. The Z16 Performance Package includes stiffer springs and stabilizer bars, specially-tuned shock absorbers, larger brakes with six-piston front and four-piston rear cross-drilled rotors and high-performance AA-traction rated tires. This package also includes extra cooling for the engine, and a Z16-specific six-speed manual (when ordered with six-speed manual transmission).

Vette_c

But wait: there’s more suspension goodness. The Magnetic Selective Ride Control option dumps all kind of black-box magic into the soup, including “magneto-rheological dampers able to detect road surfaces, and adjust the damping rates to those surfaces almost instantly for optimal ride control.” There’s Tour and Sport settings but I never messed with them as suspension response was just fine, thank you, and the sophisticated (and adjustable) Active Handling traction control lets you have a bit a tail-sliding fun but does a great job of keeping you going where you’re pointed. Pointing the Corvette is one of motoring’s great pleasures, too, as the steering feel and response is perfect for this package and is an integral part of why the car is such an entertaining ride. The Vette gets more comfortable the harder you push it (at least at the pace I ran which wasn’t near its limits-this is the street after all), and the finely molded sport seats both cradle and comfort your person whether you’re hustling or just cruising along. Some controls (like the turn-signal-mounted cruise buttons and a counterintuitive radio/NAV interface) are annoying and very Chevy-centric, which goes back to that yin/yang thing I mentioned earlier. But hey, that’s all part of the Corvette experience and there’s something strangely nostalgic about this kind of dated hardware. This GM icon is and always has been kind of special, and at its core is a seriously competent sports car that can really get your blood pumping at a pace that only a few serious road machines can achieve. The car is continuing to grow and evolve, sure, but it has managed to maintain the essence of what after all is a very entertaining beast; unique to the American performance ethos and a truly singular driving experience. Some things, it must be said, do age rather well. 

Vette_b

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Fri, 24 Feb 2012 06:53:24 -0800 Should you Kiss the SKY? http://heald.posterous.com/should-you-kiss-the-sky http://heald.posterous.com/should-you-kiss-the-sky
Mazda_3i_touring

One of the things I’ve always liked about Mazda is even in a highly competitive arena where designs so often mimic what’s been selling best (and is one of the reasons so many modern autos look alike), they manage to maintain their own identity. This doesn’t always translate to sales success in every genre, and as such we have the recent decision to discontinue the RX-8 (which bums me out. I really loved that unique, rotary-powered coupe). But overall Mazda is producing some excellent, unique cars and SUVs that are a success in the marketplace, and in typical fashion the company is going its own way in tackling the challenges of finding ways to increase fuel economy while lowering emissions. They don’t make any hybrids these days (they did sell the Tribute Hybrid SUV, but that was a rebadged Ford Escape and is now discontinued), so they have decided to use a wide variety of other technologies together in a system they call SKYACTIV. I recently experienced this package in Mazda’s excellent 3i Touring 5-door and I have to say they’ve crafted a very frugal, affordable (yet fun to drive) compact at a very crucial time. 

Mazda3i_touring_int

So what is this SKYACTIV strategy, anyway? In the 3i it includes the SKYACTIV-G 2-liter Inline Four, which is loaded with a variety of engine enhancements too numerous to catalogue here lest I meander into the tone of a shop manual. But let it be understood all these wonders are ultimately aimed at increasing efficiency,  yet the engineering (including a lofty 12.0:1 compression ratio) also results in a respectable 155 horsepower and 135 lb-ft of torque. Then there’s the transmission, or rather a choice of two 6-speed gearboxes: the SKYACTIV-MT manual and SKYACTIV-Drive AT automatic. Although the automatic has slightly better EPA numbers (odd, that, but it’s not that unheard of these days), getting 28/39 against the manual’s 27/38, the manual I zoom-zoomed with was an excellent fit and great fun to drive. Like the automatic, there’s a lot of modifications to earn the SKYACTIV name and help squeeze every mile out of a tank of gas. 

Mazda3i_skyactiv

So, I mentioned fun to drive so does that mean that there’s no tradeoff in pursuing the best mileage possible? It’s no powerhouse, but it’s no slug, either. Should I refer to it as a powerslug? That sounds derogatory. I regularly arrived at 60 MPH in around nine seconds, which is perfectly decent considering the fuel economy numbers that go with it. Shifting action with the manual is light and sure, but be advised the higher ratios are tuned to max out frugality so you’ll need to drop a few cogs to blast around slow traffic on hills. The steering is hella-quick and the suspension strikes a great balance between compliance and stability. Like all the Mazda3 family, it’s just an excellent all ’round compact chassis. The company likes to call a balanced response to acceleration, braking and handling transitions as Toitsukan, and it’s a design philosophy that’s put to good use in this car. 

Mazda3i_rear

So, you think we’re done with all this SKYACTIV ACTIVITY? You are in error. Even the body gets the SKY treatment, and they definitely leave no stone unturned. From Mazda’s press release: 

 “Aerodynamics plays heavily to a vehicle’s carbon footprint, and improved aerodynamic performance yields greater fuel economy and further reduces CO2 emissions while also contributing to handling stability. With this in mind, the front bumper design was optimized, as were underbody parts, to more effectively streamline the flow of air traveling beneath the floor. The shape of the lower sections of the front bumper’s sides were redesigned to protrude forward and the fins beneath were made larger. This adjustment effectively distributes the flow of air hitting the engine compartment and the front tire deflector, suppressing turbulence in cooling the
engine as well as along the sides of the body. Other aerodynamic aids that further streamline airflow throughout and around the vehicle include: a larger, smoother engine cover (on models equipped with the SKYACTIV-G 2.0-liter engine); increasing the floor under-covers by approximately 10 percent and eliminating vertical grooves for a smoother design; increasing the rigidity of the front tire deflectors to prevent deformation and establish a good balance between brake cooling, aerodynamic performance and handling stability; and an added clamshell shaped silencer to sit on angle with the road surface.”

Yup, even the engine cover is part of the magic. How did they do, by the way? I averaged 33.7 MPG in a lot of aggressive mixed driving, so I think they did a fine job. The fuel efficiency has increased and the car is still a great driver. Like so many other outstanding fuel misers out there, hybrid and non hybrid and diesel alike, the SKYACTIV Mazda is a genuine “smart” car. As the price of fuel shoots up there are more good choices than ever to help driver’s cope, especially if you need a car with some room in it. Good times? Why not? Efficiency is always a good idea, whether it saves you money or not.  

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Fri, 20 Jan 2012 10:47:00 -0800 The V in the Prii http://heald.posterous.com/the-v-in-the-prii http://heald.posterous.com/the-v-in-the-prii

Prius_v_a

The Toyota Prius has been a pretty amazing automobile, what with the fact that it has delivered superb gas mileage, low emissions, and excellent reliability for well over a decade all over the globe. Interestingly, it has also been a target for people who apparently hate the idea of superb gas mileage, low emissions and excellent reliability. Either that, or they’re just a certain type of individual who apparently ties their man/womanhood to the size of their carbon footprint, ultimately making the quantity of the resources they consume and the waste they spew an expression of their “rugged individualism.” You know the type. They’d be laughable, if not for the fact that their lifestyle choice has a negative impact on pretty much everything around them. They also like to ridicule people who try to be responsible, and accuse them of being smug and arrogant. Some green types may indeed be a tad self-righteous, but in my experience they are a miniscule minority and even these people are ultimately doing something of benefit for everybody (even their detractors). Waste and inefficiency are things to be avoided, and why this is somehow controversial is more of a measure of sociopathic neurosis than a desire to advance some sort of rational “alternative” strategies.

Prius_v_int

But the conflicted sociology of the pros and cons of environmentally conscious living is another topic for another time, as this entry aims to welcome the latest member of the ever-growing Prius family to the market. The Prius v is a wagon version of the 3rd generation Prius 5-door hatchback sedan, and it’s not just a modification of the body to include a bigger cargo area but also a substantial makeover of the chassis to accommodate this new capacity. Allow me to quote from the Book Of The New Prii: “Because the Prius v is a larger vehicle more likely to carry loads and passengers, front and rear suspension components have been redesigned to improve handling and ride quality. Front coil-over spring and damper capacities have been significantly increased and a new upper support has been designed. The steering gear has been attached to the front suspension member, and the stabilizer bar repositioned for more responsive steering feel and enhanced ride comfort.”

This reengineering also includes what the company calls Pitch and Bounce Control that, “uses the torque of the hybrid motor to enhance ride comfort and control. The system, working with wheel-speed sensors and in tune with the suspension, helps suppress bounce and toss motions to improve comfort for occupants. Because it helps control the balance and posture of the vehicle as a whole, it also functions to improve handling response.”

Prius_v_b

Neat, huh? Does it work? Hell if I know. I will say the car feels great to drive, very solid, planted, and steering is responsive and tight. The car doesn’t really feel bigger than a regular Prius, but it does feel more substantial even though I never had a problem with the structural solidarity of any Prius (and in the interests of full disclosure I should point out we own a 2008 model). The new v is indeed a roomy thing, with abundant rear seat passenger room and when you fold forward the seatbacks cargo capacity swells to 67.3 cubic feet. Even with the seat deployed you have 34.3 cubic feet of luggage-swallowing capacity, making this new bus a great choice for road trips.

Prius_v_engine

As for the performance of the Hybrid Synergy Drive, it’s basically the same drivetrain as in the current Prius sedan and has a total system horsepower rating of 134. This four-mode propulsion unit (Normal, Sport, Eco and EV) got me to 60 MPH in about 10.8 seconds in the Normal setting, so it’s no McLaren but it can merge with traffic just fine. There’s a lot of very cool technology in this system, including the ability to run further and at higher speeds on electric-only power compared with previous generations. The battery pack is still a nickel-metal-hydride unit as opposed to lithium-ion, and I’m totally in approval of this decision as these batteries have proved pretty bulletproof in this application. I still think the lithiums are a tad unperfected (although they’re certainly getting there); therefore by choosing the more-proven battery technology Toyota is insuring excellent reliability and long component life.

Speaking of which, this latest generation 1.8-liter Atkinson Cycle gas engine has no belts to replace (even the water pump is electric), further lowering the Prius v’s maintenance requirements. In concert with the electric motor, the EPA ratings are 44 MPG city/40 highway and I’ve been getting in the low 40s in mixed winter driving. I think that’s excellent, especially considering in cold weather absolutely everything gets lousier mileage than when the mercury is in the higher realms of the thermometer. That said, it should be noted that Toyota has imbued the Prius drivetrain with many clever tricks (like really innovative Exhaust Gas Recirculation plumbing) to maintain engine heat and therefore minimize cold weather mileage deterioration.

Prius_v_rear

The mileage is also great considering how much space the v is packing, which is pretty substantial. I’ll be really interested in how the wagon sells, as I think it could easily become really popular especially with growing families, musicians, sales people, tradesmen, and especially musicians, sales people and tradesmen with growing families. Our well-equipped Three model (which included Navigation and Toyota’s new Entune infotainment interface) had a sticker of $28,150. As the wagon-master said to his caravan: “Hybrids. . . Ho!”

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Fri, 13 Jan 2012 11:56:36 -0800 A Pad for the Pony http://heald.posterous.com/a-pad-for-the-pony http://heald.posterous.com/a-pad-for-the-pony
Ipad_posterous

As I think so much of the new touchscreen integration (and voice, for that matter) popping up on new cars is more shite than Shinola, when I do encounter what I consider to be good use of the technology I need to deliver the appropriate kudos. The Hyundai Equus is a very nice full-size, especially in terms of its inclusion in a very upscale genre of cars for thousands of less than the competition. In addition to a regular owner's manual (which are getting pretty enormous these days, thanks to all the new technology don’t cha know), there’s also an iPad that comes with the car and it’s wrapped in a handsome leather case. This is in addition to the Equus itself, which is kind of like an enormous iPad enclosure you can drive coast-to-coast in extreme comfort. The contents of the owner’s manual is also found here, along with some other goodies like features and benefits (with great 3-D style graphics) and other proprietary materials.

Equus_int

Anyway, this is brilliant use of the device, and it is a pleasure to use. It makes great, logical sense to put this information in this format, although you will have to charge it on occasion. As for so many of the other touch screens on the latest autos? Not so much. The rest of the Equus is much more reasonable in this regard (with more conventional controls and interfaces that work better, all though voice recognition stuff is available). Nice job, Hyundai.

Equus_ext

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Sun, 08 Jan 2012 17:29:00 -0800 Wheels for a Celebrity Hedgehog http://heald.posterous.com/wheels-for-a-celebrity-hedgehog http://heald.posterous.com/wheels-for-a-celebrity-hedgehog

12_sonic_copy

In recent years, GM has had great success with their larger passenger vehicle offerings such as SUVs and pickups. But the subcompact class has been less than solid for the company, largely because the competition has had much better machinery that made the likes of the Chevy Aveo look a bit lacking. Feeble, in fact. Craptacular, some said. OK, that was me. But the esteemed folks at Consumer Reports in their review of the car listed only one high point: turning circle. Sad, really.

So when I heard that GM is replacing the Chevy Aveo with the all-new Sonic, I was curious but not really all that optimistic. I mean, these were the guys that gave us things like the Chevette, Monza, Sprint, etc. and they have been on less than a hot streak when it comes to things without a truck frame underneath. But Dayum, the new Chevy Sonic turned out to be a bit of all right, as they say. Somebody does say that, right? Maybe that’s just Austin Powers. Sad, really.

12_sonic_int_copy

But the Sonic does not bring sadness, or at least the one I sampled didn’t. The 5-door turned out to be my entertaining Inferno Orange friend while I drove it semi-aggressively for a week, and I really liked the little hedgehog (I have now officially finished with the Sega reference, by the way. It has run its course. You’re welcome). There are a couple of reasons why I like GMs new very small car, and one has to do with its overall driving dynamics. It’s a nice, taut package that handles well and is a lot of fun hustling around tight backroads. In this regard it’s much like the Ford Focus, although I liked it more than I liked the 2012 Focus (or the 2011 Fiesta for that matter). It just made me happier, as if every drive was a fiesta, and it somehow seemed a bit more focused.
(Sorry. Couldn’t resist. I know, I should have).

12_sonic_engine_copy

The engine is a real corker in that it revs really cleanly to its 6,500 RPM redline, and as I tested the turbo model it’s important to note something about the boost the engine gets from this tiny turbine. Observe ye specifications of the two engines available for the Sonic: Normally aspirated 1.8-liter Inline Four, 138 horsepower and 125 lb.-ft. of torque. The 1.4-liter Turbo, 138 horsepower, 148 lb.-ft. of torque. Interesting, no? The main advantage the smaller-displacement turbo gives is increased torque, so is this maybe some strange, invisible homage to diesel engine lovers, who constantly claim torque is everything?

Well, no.

But it does make for some sporty response from the little mill, which is accented by a very nice 6-speed manual transmission. Good suspension compliance and that great wheel-at-every-corner architecture that makes so many subcompacts a blast to flick around are things that you can grow to love (especially if you’ve never experienced them before in such an entry-level car). And speaking of its eco status, the Sonic LTZ had a lot of very cool kit on it, including “leatherette” seating surfaces that are much like leather and they were heated, too, which is always a cool thing. Yes, warm is cool, sometimes. The wee auto is full of little amenities like that, and unfortunately some other things like GM’s goofy interface for the trip computer that requires you twist a ring on the turn signal stalk to go through the menu. It’s awkward, man. This little car deserves better.

12_sonic_rear

The five-door hatchback configuration is still one of the most versatile ones around, and rear seat room is pretty decent and if you fold the 80/20 seatbacks forward you boost cargo capacity to 30.7 cubic feet. Some econobox woes remain, like a fair amount of wind and road noise and no back up camera (which would be very useful as rearward visibility is poorish). Also, even though the car is EPA rated 29 MPG city/40 highway I only managed 28 MPG in mixed driving. True, it was cold, and winter, and these things tend to knock the crap out of mileage no matter what you’re driving (even hybrids and electrics). But still, I did expect better.That said, this is a pretty nifty package overall and easily the most fun to drive of any GM subcompact in recent memory. I came away from the week we were together impressed, and if you’re digging around for a car in this class you should definitely take one for a spin. The MSRP of the nicely-equipped tester I hammered was a charming $18,890. B’bye, Aveo. Hello, Sonic. Things are looking up already in 2012.

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Fri, 30 Dec 2011 07:46:01 -0800 Behold the Stealth Hybrid http://heald.posterous.com/behold-the-stealth-hybrid http://heald.posterous.com/behold-the-stealth-hybrid
Lac_a

Well, I tells ya, you can never predict what the Minds of Marketing are thinking. Once you raise to the level of securing a huge contract like a major auto manufacturer you clearly know what you’re doing, so far be it from me to question their judgement. True, not every marketing plan works but my point is nothing like a new automobile goes on sale without a well-considered plan for its image. So the new Buick Lacrosse eAssist must surely have undergone careful scrutiny as to how GM wanted to promote its newest hybrid, and the decision they apparently made was to make the electrically-assisted powertrain almost invisible. I find this fascinating, because it’s a very sophisticated system and you’d think they’d want to advertise it all over the car. But, aside from a few instrument acknowledgments there’s nothing here to tell you there’s an electric motor powered by a 15 kW lithium-ion battery pack helping to boost fuel economy and lower emissions. Strange, that. But then again, there’s certainly nothing wrong with keeping a low profile I guess.

Lac_c

There’s a dandy engine stop feature that (when conditions allow it) shuts down the 182 horsepower 2.4-liter Inline Four at stops and then fires it back up immediately when you release the brakes. The electric motor can add as much as 15 horsepower during acceleration to boost performance, and I managed to get to 60 MPH in an average of around ten seconds. Other than a bit of weirdness on occasion from the 6-speed automatic transmission when coasting to a stop, all hybrid transitions are very smooth which help keep the presence of all that additional e-juju a secret.

Lac_b

The big car (they call it a midsize, but there’s tons of room in them there back seats) handles well and gone is the floaty Love Boat wallowing behavior of Buicks past. Overall the driving experience is quite pleasant, and you get the kind of pampering the nameplate is famous for, along with some very comfortable seating. The EPA fuel economy numbers are 25 MPG city, 36 highway but I only managed a mixed averaged of about 27.4 MPG. Not bad at all for a sedan like this, but not game-changing either. But the bottom line here is I enjoyed my week with the car a lot, and overall thought it was a pretty solid piece. Loaded with goodies like a Navigation System, our sticker came to $36,685.

Lacrosse_dash_b

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Sun, 18 Dec 2011 08:21:14 -0800 Roomy Enough For Santa’s Sack http://heald.posterous.com/roomy-enough-for-santas-sack http://heald.posterous.com/roomy-enough-for-santas-sack
M5_a

There is something flawed with the male ego in that so much of it gets tied up in the perception of how their associates (and the world at large) interprets their manhood. For this reason they obsess over a car’s appearance and image-enhancement capabilities, regardless of whether or not said transport makes sense for them from a practical standpoint. This is a shame on many fronts, because getting the right vehicle for your real-world needs can be a beautiful thing, all while providing a satisfying companion for your day-to-day transportation chores.

I say all this because minivans are routinely being trashed by individuals who don’t appreciate their utility, versatility and unique persona. I’m not saying anybody has to like anything, nor do I claim to be a champion for van-based motoring that the masses seem too dim to appreciate. I just hate to see something being excluded purely for reasons of perceived image. Minivans are rockin’ good vehicles for moving surprising amounts of people and kit, and can be a veritable base camp on wheels for when you need it. And here we have (as I mentioned on this fine forum a year or two ago) a true mini-minivan in the Mazda5 that is brilliantly useful and surprisingly affordable.

M5_c

This clever busette is not only a genuine study in efficient interior space utilization, it is really easy to live with even in urban environments. A tight exterior makes parking a simple affair even in a smaller garages, and a sliding door on each side makes access to the second and third row seats a breeze regardless of which side of the road you park on. The third row is kind of tight but certainly serviceable for munchkins and pets, and these seats easily fold flat into the floor to open up the cargo area (44 cubic feet worth of space with the 3rd folded; expanding to 97 with the 2nd row folded. That’s nearly enough room for a lame reindeer).  Seat comfort is good and my test mule had heated leather-trimmed seats up front that were much appreciated in these winter months. Our second row featured Captains Chairs, while the third had the 50/50 third row seats. 

M5_e

The engine is new for 2012; a smooth-idling 2.5-liter Inline Four with 157 horsepower mated to a 5-speed automatic gearbox. As you might surmise this is no drag racer, but it gets the 5 around fine as long as you’re not climbing grades with a load of Sumos (and in return, it’s very stingy in the fuel consumption department). Features and storage are generous, including numerous cubbies and an unusually deep glove box.

M5_b

There is room for a lot in this modestly-sized vehicle, but despite it’s clear mission of hauling efficiently it’s actually a lot of fun to drive. Steering is light, and it’s no RX-8 but it can be entertaining once you learn its tendencies. And check this out: the Grand Touring model we enjoyed had the optional rear-seat DVD Entertainment System and we still had a sticker that was barely over $26K. This is with an already very nicely-equipped trim level, which included Automatic Climate Control and a very serviceable standard audio system. Of course, the big thing about this little minivan is how they’ve built so much room in such a small package. EPA numbers are 21 MPG city/28 highway, which are pretty great when you consider how much caboodle you can cram in the sucker. Real Men, and Real Women, appreciate such things.

M5_d

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Sat, 19 Nov 2011 15:47:00 -0800 Bianco Perta, Baby http://heald.posterous.com/bianco-perta-baby http://heald.posterous.com/bianco-perta-baby

500_a

Everybody in the USA of a certain age (don’t you just hate that phrase? What, you’ve never heard it before? You are soooo young) has a Fiat story from their youth. That is, they have one if they grew up in a car culture (like Texas or California or. . . ) and there were a wide variety of hand-me-down autos rumbling around when teenagers got their driver’s licenses, often as a rite of passage on their 16th birthday. Back when I was high-schooling in Texas, I encountered everything from Triumph Spitfires to badly beaten original VW Beetles, and yes, the occasional Fiat convertible was all part of the mix. But then the fleeting youth fled, and, a bit later, so did Fiat from the US market. It was the early 80s, and I had an odd soft spot for the Italian autos and then they vanished from these shores like a chef’s special off a menu. 

500_d_copy

Well, it took over two decades for the Italian marque to find its way back to the American market, and the complexities that surrounded the company’s recent history (and even not too recent history) is the stuff of business school lectures with state-of-the-art, 3-D H-D flow charts and freshly laundered sock puppets. What I’m trying to say here is, it really is a pretty convoluted legacy. But while I really can’t wade though all that history, I can tell you about the new Fiat auto that is just now becoming available here. Danged if I don’t quite like the little bambino, too. 

The first comparison you make with a car like the 500 Cabriolet is to place it against other sub-subcompacts, like the Mini Cooper and even the oh so minuscule Smart Car. The Fiat is similar to the Mini, but I was intrigued by how it seemed to be a whole ‘nother kettle of fish despite similar dimensions. It feels very different, and while it doesn’t have the “wheel at every corner” go-kart personality to the same extent the Mini does it is a blast to drive in tight quarters. The engine is no Mighty Thor but neither is it a Frail Wheezer, and here’s a shocker: my sampler was saddled with an automatic transmission and this extra-cost minus usually pushes small cars into lawn tractor status in terms of response. 

500_b

But not this time, though, for the six-speed unit works really well and is (yes, I may wear this term out in this discussion) a pleasant surprise. The suspension seems better suited for delivering a comfortable ride than either the Mini or Smart, and overall the car felt more solidly constructed than most of the microcars at this point in time (Scion’s iQ is poised to strike very, very soon, so we’ll see). It doesn’t quite carve up apexes like a Mini, but it feels more substantial to me which is a decent trade-off as it’s still a ball to toss around on a stretch of curvy blacktop. The convertible top is slick and clever, and basically is a retractable roof. Even with said roof open the 500 is reasonably quiet for a car in this class, which is all part of this whole refinement thing that turned out to be such a pleasant surprise. Mind you, this particular Cabriolet was packed with lots of optional classy bits including the Luxury Leather Package (heated leather seats and the like), but still the overall impression is of focused design and decent workmanship all through the car; even under the hood. 

500_c

Neat Stuff: the tachometer rides inside a circle that’s inside the bigger circle that is the speedometer, and it looks cool. This is far better than the Mini’s massive manhole-cover-in-the-middle-of-the-freakin’-dashboard speedo that has always bothered me. The rear seat can actually accommodate two humans, and although it’s tight to get into it is habitable. The exterior Pearl White Tri Coat paint (Bianco Perta in its native tongue) is lovely, and with the cool blue/white/red racing stripe makes for a very classy exterior.

500_e

And, the car is just plain fun. It definitely gets noticed if you’re into that sort of thing, but better yet it uses little fuel (I averaged 32 MPG) and if it proves to be OK in the reliability department might be a really good choice for those needing wheels in crowded urban environments. Oh, and it’s a pleasant surprise, just so you know. I wanted to make sure I got that across. Loaded with goodies, the price of admission was $26,050. Bon Appetito. 

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Sat, 29 Oct 2011 10:33:52 -0700 The Hyundai That Howls http://heald.posterous.com/the-hyundai-that-howls http://heald.posterous.com/the-hyundai-that-howls
R-spec_a

I have a problem in that, until very recently, the first thing that would come into my tiny, tortured mind when I saw the word Genesis would be the movie Star Trek II: The Wrath of Kahn. Sad, really. Although, it should be said the film had its moments: “I've hurt you. And I wish to go on . . . hurting you.” Ah, Mr. Montalban, you were a unique treasure.

Anyway, in this flick Genesis was of course a really wild torpedo-shaped technological miracle device that could create a live planet from a dead one, or something like that. These days, when I see Genesis I think of a really nice sedan from Hyundai that goes after the cream of the luxury car market (like Lexus, Infiniti, Mercedes-Benz, etc.) by offering similar features at a much lower price. It’s a very nice effort, and a pleasure to drive even equipped with the standard V6 which is a very refined engine. A V8 can also be had, but really isn’t that big a step up merely because the V6 really is that good.
But, as you no doubt are aware, car companies can’t ever leave well enough alone. There have been Korean elves at work, and they have been laboring really hard on something really surprising, and ultimately very cool. No, it’s not a torpedo-shaped miracle device than can create a live planet from a dead one. At least, I don’t think it can.

R-spec_c

No, this creation is a sedan. As if it wasn’t enough that Hyundai built a very decent luxury ride in their Genesis; now these upstarts have really poked their robotic finger in the eye of the other guys by building a performance version of the car that they call the R-Spec. This beautifully understated machine is powered by a lovely 5-liter ‘Tau” V8 that generates a very respectable 429 horsepower. This veritable herd of hosses gets to the rear wheels via an 8-speed automatic with a Shiftronic manual mode, and I was able to regularly get 0-60 runs in the sub-6 second range (with commendable smoothness, I should add). Larger brakes and clever Sachs Amplitude Selective Damping shock absorbers help keep all things chassis in control, and while the ride is still pretty soft (and the steering is a tad too light for my tastes), control remains good when you exploit some of the muscle. The car feels solid and leans more towards ride quality than all-out cornering competence (or more on the Lexus side than in BMW’s neighborhood), but it’s definitely more athletic than the “ordinary” Genesis. Lovely summer 19” performance Bridgestone Potenza Pole Position rubber helps all ‘round, and managed to just avoid the first snow of the season when the R left my possession which means they are very clever indeed.

R-spec_d

The interior is as brilliantly understated as the exterior, meaning it’s classy and well-finished without drawing undue attention to itself. All the latest bells and whistles are present (even one of those heinous control knobs similar to BMW’s iDrive or Audi’s MMI), but overall the controls are refreshingly logical and conventional. A great sound system, Smart cruise control, a Lane Departure Warning System and many of the latest tech is well represented, but again in an interior that is more conventional than many in this class these days and therefore (in my view) smarter.

R-spec_b

The R-Spec is also a bit of a screamer, what with nearly half a grand of horsepower under the superbly sculpted hood. It’s another case where (like the Boss 302 Mustang I talked about a week or two ago) the machine really turned out to be pretty much exactly what they, being the Hyundaites, wanted this car to be. It’s a very potent, pleasurable rocket ship that will pamper you and your passengers while undercutting a lot of the competition in terms of price. My guess is it will prove ideal for a lot of buyers, and that’s quite an achievement in a very demanding class of cars.

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Wed, 19 Oct 2011 09:23:50 -0700 The Goose with Six Gears http://heald.posterous.com/the-goose-with-six-gears http://heald.posterous.com/the-goose-with-six-gears
Norge_c

There are a whole mess of touring motorcycles out there these days, which is in contrast to the recent past where there were just big tour rigs that were designed to comfortably to go coast to coast with a good deal of stuff, including a passenger. If you wanted a different kind of machine to take a huge trip like this you could certainly do it, but it typically meant buying a lot of aftermarket accessories and fashioning your own mile-muncher. Such rides are often brilliant, but in some cases they don’t exactly handle the way they should because they really aren’t designed to carry all this stuff long distances. Comfort can be a less than stellar as well, as many of these starting platforms are more focused at around-town putting (and in some cases designed more for style than over-the-road functionality).
Norge_d

But now every genre of motorcycle has a turn-key touring version including cruising, standards, convertibles, and (my personal favorite) the sports tourer. Moto Guzzi has a good un’, too, in the form of the Norge GT 8V. This is a big touring bike that while not quite a full dresser, has big, detachable panniers that are easy to lock and secure (and capacious enough to swallow a full face helmet). The big 1200c air-cooled transverse 8-valve V-Twin has the familiar Guzzi “feel,” but is never annoying and has a generous supply of power in a broad, flat torque curve. The six-speed gearbox has good ratios to match the power output, and 70 MPH in top gear comes at a leisurely 4,000 RPM. The riding position of the 570 lb. (dry) bike is sporting in terms of the knee bend to the pegs but the bars and high and wide enough to make all-day riding comfortable. This comfort thing is enhanced by a really well-designed saddle (31.9 inch seat height; a lower seat is available as an option) and further helped by an easily adjustable rear shock that is perfectly suited for a sport touring rig such as this. Rough-road ride quality is superb, and the shock seems to hold its composure during aggressive cornering as well. The front forks are likewise sorted, and have preload adjusters on the the top of the stanchion as is standard practice these days. As it is basically a Guzzi trademark, there’s shaft final drive that uses sophisticated engineering to reduce “shaft effect” if you get ham-handed with the throttle. 

Norge_a

Cool things: standard heated grips and an electrically-adjustable windscreen, although on the latter the up and down buttons are located on different sides of the handlebar and a loooooong reach for your thumbs. The aforementioned hard saddlebags are very capacious and once you learn the drill are easy to deal with and seem very weatherproof. A stout side and centerstand are always the traveler’s friends as are the 6-gallon fuel capacity and decent fuel mileage (I saw around 42 MPG in fairly spirited riding). 

Norge_b

So all in all this is a pretty fine sport touring ride that has the size, power suspension and goodies to make long days on the road a pleasure, especially if your tastes lean towards taking the roads less traveled. Prices start at $15,990. www.motoguzzi-us.com

Norge_e

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald
Fri, 07 Oct 2011 07:24:51 -0700 The New Boss is Hot http://heald.posterous.com/the-new-boss-is-hot http://heald.posterous.com/the-new-boss-is-hot
Boss_a
Well, it is a great thing when you get surprised by a pony. It’s especially satisfying when, instead of being a 9-year-old girl at a birthday party (and it’s a 1-horsepower horse), you’re old enough to have a driver’s license and the equine surprise is a Mustang with 444 ponies under the hood.  Ford’s new Boss 302 allowed me to channel my inner 9-year-old girl (a strange experience for a male of my advanced years), as I was both giddy and surprised because to be honest I’ve never been a hard-core pony car kind of guy. Oh, they’re fun, sure, and the latest crop of retro hosses are well done. Of the group I’ve preferred, in this order, the Challenger SRT8 (wonderfully over the top) the Mustang (something just seemed to be missing, somehow) and then the Camaro (too claustrophobic). 

But Ford’s new 5-liter has altered this ranking, for it is one of those cars that they just got right from headlight to trunk and ends up being a wonderfully integrated, entertaining package. First there’s the engine, which has the right power curve, makes all the right noises, and, wonder of wonders, is even dressed properly out of the box to invite those who appreciate such mills to gaze upon it. True story: I guy approached me at the gas station and asked to if I would crack open the hood as he had to leave his beloved Mustang in Puerto Rico years ago and was homesick. These days I would be uncomfortable with such a request, as opening the hood on most cars reveals a sea of plastic shrouds that might cause the enthusiast to not only be disappointed, but sink into a deep depression. 

Boss_c
Not the might mill of the ol’ Boss 302, though. It looks great, with plenty of detail work and even the spring tower bridge strut is properly finished so as to welcome inspection. The Mustang fancier approved, and went into detail as about modifications he’d done to his car including fabricating his own spring tower strut years before it was a factory item. So kudos to Ford for sweating the details on this one. It actually should be an important part of the allure of a car like this, and they came through impressively.

This attractive V8 is bolted to a really sharp 6-speed manual transmission, which whether called upon to cruise for burgers or play Bullitt turned out to be a true snickity-snick delight. Great ratios, nice shifter action, and a really well-balanced clutch. Perfect, really, except for the placement of cup holders just behind the shifter which cause ergonomic interference when occupied. Man, I seem to encounter this foible a lot on new cars, as if the interior designers forget that certain models actually come with manual transmissions. You don’t suppose some of these folks have never actually driven a car with a manual gearbox, do you? Nah . . .

 We continue our trip aft and find the same old funky live rear axle, which is still a straight non-independent beam of a thing (as if borrowed from an F150) that is not exactly stellar on bumpy corners but is as well-managed as such a design gets. All the suspension rates are spot-on for aggressive driving and manage to avoid beating you up on rough stuff, which is very cool. The car feels both balanced and solid, with its 3600+ lbs. pretty much negated by light, responsive steering (probably the best weighted electric-boost steering I’ve encountered, excepting the Honda S2000). Also most excellent are the Brembo brakes, which are easy to modulate and hauled the car down from 60 MPH in an average of 114.5 feet. That’s an excellent performance from any car, especially something like this that isn’t priced like an exotic. 

Boss_b
Other great parts choices include superb Recaro seats that are so typical for the brand in that they offer peerless support and comfort wrapped in attractive, durable style. They work better from an ergonomic standpoint that their pony car competitors, and really tie the whole machine together. The hot fudge on this ‘Merican sundae is exterior styling that’s pretty understated, with Boss 302 graphics that walk right up to the mountain, think about going over the top but doesn’t quite get there. The Competition Orange finish on my (Sorry. Wishful thinking. Ford’s) test mule was pretty much flawless with a rich, deep quality to that was very striking. Again, it’s not flashy or overstated; just executed with what appears to be great care. This great coupe was a pleasant surprise in that it’s such a home run in terms of what it’s supposed to be, and easily the best Mustang I’ve ever driven by a margin. Remember, this is coming from a guy who’s really not that into the genre, too. But hey, when push comes to shove who doesn’t like a pony, especially one that can run like the wind? 

Permalink

]]>
http://files.posterous.com/user_profile_pics/862150/IMG_2021.jpg http://posterous.com/users/4bmKsyP8QmUV Bill Heald heald Bill Heald