AUGUST 2010 AUTOMOBILEMAG.COM
563-HP M-B SLS AMG
553-HP LEXUS LFA 553-H
USA $4.99 CANADA $5.99
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2010 Lexus RX FWD A Consumers Digest Best Buy: no Powertrain Po wertrain Warranty: 70,000 miles/6 years* Seating Capacity: 5 Turnurn-by-T by-Turn urn Navigation Navigation:: optional Remote Door Unlock: not available *Whichever comes first. See dealer for limited warranty details. **Visit onstar.com for details and system limitations.
FWD D 2010 Buick Enclave FW A Consumers Digest Best Buy: yes Buy: yes Powertrain Warranty: 100,000 miles/5 years* Seating Capacity: 8 Turn-by-Turn Navigation: OnStar ®/1 year standard** OnStarr/1 year stand standard ard Remote Door Unlock: OnSta visit buick.com
inside AUGUST 2010
Automobile
features
64 There’s a new sheri in town.
54 SUPERCAR SHOOTOUT
72 SIMONA DE SIL SILVESTRO VESTRO
By Georg Georg Kacher Kacher The Lexus LFA and the Mercedes-Benz SLS AMG represent very different approaches to the supercar. We compare them side-by-side during a long day—and night—in Frankfurt.
By Preston Preston Lerner Lerner This Swiss-born rookie hopes to be the first female racer to make people forget she’s not one of the boys.
64 BORDERLINE INSANITY
By Ezra Ezra Dyer We ride shotgun along the Mexican border in the baddest, most capable off-road pickup on the market: the Ford F-150 SVT Raptor.
78 ACURA ACU RA TL SH SH-A -AWD WD VS. AUD AUDII S4 S4
By Jason Jason Cammisa Cammisa Torque vectoring, previously used only in rally-bred sports cars, has trickled down to these two grown-up sedans, proving that adulthood has never been so much fun.
90 NON SEQUITUR Photographer Michael Alan Ross shoots hot rods in the stark scenery of the Bonneville Salt Flats. 96 BAD BOY PORSCHES
By Preston Preston Lerner Lerner The quasi-underground club of Porsche lovers, R Gruppe, demonstrates that hot rods don’t have to pack V-8s. E K S O N O K N A I R B
AUTOMOBILE (ISSN 0894-3583) (USPS 000-934) (GST 135274306) Vol 25 #5 is published monthly by Source Interlink Media, LLC., 261 Madison Avenue, Fifth Floor, New York, New York 10016. Periodicals postage is paid at New York, New York, and additional mailing offices. Subscription rates for one year: in U.S. and possessions, $19.94; in Canada, $27.94. Foreign rates on request. For subscriptions, address changes, and adjustments, write to AUTOMOBILE Magazine, P.O. Box 420235, Palm Coast, Florida 32142–0235, or email
[email protected] or call 800–289–2886 (U.S.), 386–447–6383 (international). Please include name, address, and telephone number on any inquiries. AUTOMOBILE is a trademark of Source Interlink Magazines, LLC. Copyright © 2010 by Source Interlink Magazines, LLC. All rights reserved. Reproduction without permission is prohibited. Manuscripts, photos, and other material submitted must be accompanied by a stamped, self-addressed envelope; AUTOMOBILE Magazine assumes no responsibility for unsolicited material. Printed in U.S.A. Postmaster: Send address changes to AUTOMOBILE Magazine, P.O. Box 420235, Palm Coast, Florida 32142–0235. Canadian Post Publications Mail Agreement No. 40612608. Returns to be sent to Bleuchip International, P.O. Box 25542, London, ON N6C 6B2 Canada
6
Automobile | Aug us t 20 10
COVER PHOTOGRAPHY BY MARK BRAMLEY
/Kizashi SuzukiAuto.com / Kizashi
PRESENTING
STARTIN STAR TING G UNDER $1 $19,000. WELL EQUIPPE EQUIPPED D UNDER UN DER $2 $21 1,600.
While designing the allall-new Kizashi, we targeted sedans such as the Audi A4 ® and Acura TSX.® We started by creating an Autobahn Autobahn--tuned, highly rigid chassis with available allall - wheel wheel-drive traction that delivers better roadroad - holding grip than many premium - priced sedans.1 Next, we provided advanced sa fety features feature s that achieve 5 -star ra tin gs in all four crash categories – something that even t he Volvo S 40 ® 2 can’t match. Then we added technology l ike standard s tandard SmartPass Smar tPass™ ™ push - button ignition and an available 425425 - watt watt Rockford Fosgate Fosgate ® audio system. We then finished with one of the most powerful standard engines in its class.3 The result? AutoWeek said the Kizashi was the “best handling and most composed FWD sedan we’ve dri ven.” The all-new Kizashi. Ki zashi. Everyt hing’s premium except the price.
1
Based on Edmunds.com lateral skidpad testing. Kizashi attained higher lateral force than Infiniti G37, Acura TSX and Mercedes C300 Sport. 2Government star ratings are part of the National Highway Traffic Safety Administration’s (NHTSA’s) New Car Assessment Program (www.safercar.gov). 3 Engine output claim based on manufacturers’ web sites as of 5/10/10. Class defined as IHS Global Insight’s ® MY10 Lower Midsize segment. MSRP does not include tax, license, title or destination charges. Dealer prices may vary. Audi A4, Acura TSX, Infiniti G37, Mercedes C300, Volvo S40, Rockford Fosgate, and AutoWeek are registered trademarks. Kizashi GTS as shown $22,729. Professional driver on environmentally approved closed course. Do not attempt. Vehicle shown upon a designated off-road trail. Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly ® on public and private land. Preserve your future off-roading opportunities by showing respect for the environment, local laws and the rights of others. © American Suzuki Motor Corporation 2010. Suzuki, the “S” logo and Suzuki model names are Suzuki trademarks or ®.
AUGUST 2010
Automobile 16
departments
ignition 12
NEWS New mid-engine sports car from Germany; the life of Giorgetto Giugiaro; the future of car radio; Volkswagen’s venerable VR6; and budget racing.
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BY DESIGN By Robert Robert Cum Cumberfo berford rd The Porsche 918 Spyder is our kind of economy car.
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NOISE, VIBRATION & HARSHNESS By Jamie Jamie Kitm Kitman an Will Jaguar’s new owners continue what Ford started?
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DYER CONSEQUENCES By Ezra Ezra Dyer Does a hybrid badge on a three-ton vehicle really make it earth-friendly?
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EXCLUSIVE EXCL USIVE
Learn more about the Jeep Grand Cherokee’s origins with our extended timeline and collection of historic Grand Cherokee photos.
LETTERS The Corvette’s gotta have a V-8, you say.
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driven
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2011 JEEP GRAND CHEROKEE What’s old is new again.
34
2011 ASTON MARTIN V12 V1 2 VANT VANTAGE AGE A formula for fast.
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2011 PORSCHE CAYENNE S HYBRID Smooth sailing.
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>>RUMORS
Looking for your daily fix of news? Want to let Automobile ’s ’s editors and other readers know how you feel about the latest industry happenings? Rumor Central is the perfect place.
2011 MINI MI NI COUNTRYMAN C OUNTRYMAN This one’s big.
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2011 INFINITI IN FINITI QX56 Keeping it real.
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2011 FORD SHELBY GT500 SVT prepares for the Camaro Z28.
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upshift 102
FOUR SEASONS WRAP Nissan GT-R: Living with a supercar proves not to be so easy.
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FOUR SEASONS LOGBOOK An Acura ZDX joins our fleet and we catch up with our Audi Q5, Mazda 3, and Volkswagen GTI.
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>>EDITOR’S
NOTEBOOKS There’s always new metal in the garage at Automobile Magazine . To To follow what we’re driving—and what we think— check out our test fleet notes.
COLLECTIBLE CLASSIC The 1965–74 Iso Grifo is American muscle in a high-style Italian suit.
117 AUCTI AUCTIONS ONS The Mecum Auction: Two Two 1960s Mercedes convertibles with Hollywood credentials cross the auction block.
122 12 2 VILE GOSS GOSSIP IP By Jean Jean Jennin Jennings gs How to get a job at a car magazine. At least at this magazine.
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Automobile | Au gu st 20 10
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? L I O R U O Y G N I T C E T O R P S ’ T A H W T U B . E N I G N E R U O Y S T C E T : O R P E N O L I S P O O R A R O U E U H O O Y C Y W M T
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. s n o r c i m 0 2 . > r e s t l e l fi c i e t h r t a f p o r e o f f i 2 l e 1 - h 8 t 4 r o 5 f 4 t O i S l I d r o e h d t n u u b t r A i 8 G d X p a r d t n t a s 7 j u 0 t 6 o 6 n . , A A o . 7 t S . 8 y t U 3 i l 3 i e , b h A a t 8 s n i H ’ P r e d l e o t t t n t fi i n a r e f P l . a o c v r e n i u u I l q s a e a n s e i o l e m t d e a n o h r e m t s t f i n o n I l g i o l n t e i t c w s e y e t t o e n n r o p o e H d i n e 9 s g 0 a n 0 E 2 B * ©
. M O C . M A R F O T O G , N O I T C E T O R P E N I G N E T U O B A E R O M N R A E L O T
Editorial
The Suits
PRESIDENT AND EDITOR-IN-CHIEF JEAN JENNINGS
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YOUR OIL OIL PROTECTS YOUR YOUR ENGINE ENGINE
BUT WHAT’S PROTECTING
YOUR OIL? YO 3X
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© 2010 Honeywell International Inc. Printed in t he U.S.A.
THE DIRT STOPS HERETM
IT ALL STARTS HERE
the deep dive
Miid- E Germany’s M En ngine Boom E’VE REPORTED RECENTLY that Mercedes-AMG was working on
a smaller, cheaper SLS spin-o called the SLV, which would share the Gullwing’s front-engine layout. That plan is now on the back burner. Mercedes is still interested in a derivative of its new halo model, but that prospect is currently being referred to internally as SLM. The M stands for mid-engine, as captured in the proportions of our spy illustration. The change in course is primarily due to concerns about overlap within the Mercedes lineup. “Our friends in corporate rightly pointed out that a front-engine sports car would have been too close to the SL, which is an important cash cow for the brand,” explains our source at AMG. The performance division considered going in the opposite direction and building a “super SLS”—something wilder than the defunct SLR McLaren— but soon realized that such a concept wouldn’t fit the times. AMG has found that even its elite customer base expects more environmental and social
12
Automobile
| Aug us t 20 10
by GEORG KACHER
responsibility going forward, so the SLM will emphasize lightness and eciency. But why go with a mid-engine configuration, which will basically require AMG to start from scratch rather than adapting Gullwing components? “A mid-engine car is the best way to avoid cannibalizing sales—and to challenge rivals like the Audi R8 and the upcoming production version of the BMW Vision EcientDynamics coupe, coup e,”” our source answers. In the early stages of the SLM’s gestation—kicked gestation—kicked o under the leadership of Volker Mornhinweg before he left AMG to run the Mercedes van division—engineers experimented with a twin-turbo four-cylinder, but that option was dropped because it would have been hard to find a profitable price point. Another alternative was simply to replace the SLS with a mid-engine coupe powered by the latest small-displacement V-8. Again, the idea was nixed because it didn’t provide enough incremental business. The most likely scenario now is a 350-hp, 3.5-liter twin-turbo V-6 paired with two electric motors positioned in front of the driver. To maximize synergies, the front axle, elements of the battery pack, and the electronics platform will be adopted from the electric-drive SLS, which is due in 2012. The rear suspension, complete with the seven-speed transaxle, is another significant carryover item. Expect AMG to adapt the aluminum spaceframe it developed for the SLS, although the firewall will obviously move rearward. One aspect of the SLS that definitely won’t trickle down is its distinctive appearance. “We are not going to oer a downsized
N O S R A L / D L I B O T U A Y B S N O I T A R T S U L L I
9 The T he number of German mid-engine sports cars we might soon be able to choose from should these four models, plus the Porsche 918 Spyder and the BMW Vision EfficientDynamics, all make it to production. That’s up from only three at present—the Audi R8 and Porsche’s Boxster and Cayman.
Gullwing. Such a car would dilute the attraction of the SLS, and it would demonstrate a lack of imagination,” says a team member on the project. AMG has also ruled out a hardtop convertible. “It’s not su cient ciently ly hard-core hard- core and sporty.” sp orty.” That leaves us with the following alternatives: a coupe, a roadster, and a hatchback. According to the AMG grapevine, a coupe with so-called “heron-wing” doors (they swing out and then pivot up at a 45-degree angle) is the likely starting point. The second SLM model will probably be a speedster with a cut-down windshield and a basic, manually operated canvas top. Dimensionally, the SLM is smaller than a Ferrari 458 Italia. The time frame, volume, and financial calculations for the most radical modern Benz are still iy. The year 2015 looks like a realistic target, and if the company can sell at least 7500 units annually, the asking price should come down to approximately $165,000. That’s more than most SLs but about twenty grand less than a base Gullwing. AM
Porsche, Volkswagen, and Audi A udi clash over small sports cars COULD INTERNAL POLITICS endanger the Volkswagen
Group’s trio of mid-engine compact sports cars—the Porsche 356 (illustrated below), the Audi R5, and the VW BlueSport? VW launched the mid-engine BlueSport concept at the 2009 Detroit auto show. The car was a runner, the engineers had done much more than their routine homework, and, in principle, marketing had given it a thumbs-up. Almost eighteen months later, however, however, the two-seater is still on hold. Where is the problem? As usual, it lies elsewhere—in Zuffenhausen and Ingolstadt, to be precise. Porsche doesn’t want the next-generati next-generation on Boxster to be cannibalized by a less expensive and potentially more capable 356. Audi, facing slow demand for the R8, doesn’t see the need for a third sports car to be positioned between the next TT and its mid-engine flagship. Although VW is quick quick to admit admit that the BlueSport would work wonders for its image, the brand has its plate full coordinating the cooperation deal with Suzuki, preparing the next Golf, and
getting the so-called New Small Family under way. “Sports cars are not at the top of our priority list,” states chairman Martin Winterkorn. “This applies in particular to sports cars that require the collaboration of Porsche, which is not even part of the VW Group yet.” At Porsche, Porsche, Not Not Invented Here syndrome is also a major issue. Porsche will almost certainly lose the development of the next Cayenne to Audi. The Cayenne’s still-nameless, Q5-based little brother will also be conceived by the friendly enemy from Ingolstadt. If it were to base the 356 off VW’s BlueSport, Porsche would lose its third project in a row. “The VW Group needs a modular sports car structure to stretch from the entry-level segment to the 911 or even beyond. And And the only brand that can credibly conceive such a structure is Porsche,” says one source in Zuffenhausen. Rather than quell this burgeoning sibling rivalry, VW chief Ferdinand Piëch is in fact encouraging Audi Audi to pitch a new platform of its own against
Porsche’s. He’s done this before—the apparent intent is to motivate both groups and generate additional ideas. In the end, however, the project will likely land under the Porsche umbrella. Although the platform for this mid-engine trio remains somewhat up in the air, we can speculate on how each will evolve. Porsche will likely insist on a flat four in a coupe and a roadster, but Audi could probably live with an R8inspired derivative powered by the blown 2.5-liter five-cylinder in the TT RS. VW could then come out with a minimalistic droptop equipped with the “twincharged” (supercharged and turbocharged) 1.4-liter engine from Europe’s Polo GTI. More fanciful ideas include a targa, a speedster, a turbocharged GT4, and a lightweight Clubsport for Porsche in addition to an E-tron with electric four-wheel drive, a solar-panel roof, and adjustable sideblades for Audi. Wishful thinking? We’ll know more late next year when the integration of Porsche is complete.
Aug us t 20 10 | Automobilemag.com
13
technology
Who will win the radio wars? F YOU OFTEN FIND yourself switching aimlessly among the
hundreds of radio stations beamed to your car by AM, FM, and satellite radio, get ready for even more choices. Lots more. Ford announced earlier this year that, starting with the new Fiesta, its Sync interface will work with Pandora radio’s mobile phone application, allowing drivers to use it hands-free via voice commands. Some might see this as a coronation of Pandora, an Internet radio service with 54 million subscribers, but in fact it’s an opening of the floodgates for new companies and services looking to enter the already-crowded marketplace that is your car stereo. In addition to traditional broadcast and satellite radio, which attract 239 million and 35 million listeners, respectively, Pandora also faces o against HD radio, which gives FM and AM digital sound quality and more stations, and stored media on CDs and MP3 players. And then there’s the fact that Pandora is only one of many fledgling Internet radio applications pining to cooperate with automakers. At one time, we might have seen automakers lining up in alliances, as happened during the Sirius and XM showdown.
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Ford is the first automaker to offer control of Pandora Internet streaming audio through the radio’s head unit.
Now, it’s more likely that they’ll let the contenders duke it out for themselves. “Going forward, we’re looking to oer the customer as many choices as possible,” says John Schneider, Ford’s chief infotainment engineer. “We’ll let the market determine [what format people listen to].” That’s easy, because unlike satellite radio a decade ago or even FM radio in the 1970s, there’s almost no new investment required for an automaker to accommodate for these new services. Millions of drivers already pay for powerful mobile devices and data plans, and most new cars, even those as inexpensive as the Kia Forte, are set up to connect with them via Bluetooth and USB inputs. “It’s not a big deal for automakers to interface with our
product,” says George Lynch, who worked at XM radio when it launched with the aid of $50 million from General Motors and who now serves as vice president of automotive business development at Pandora. “They don’t need a new chip set in the radio or anything. It’s not costing millions of dollars.” The biggest development on Ford’s next-generation Sync system is secure, robust software that will allow mobile applications to communicate with the car. Ford will also maintain control by
“Going forward, we’re looking to offer the customer as many choices as possible.” JOHN SCHNEIDER, FORD
screening third-party developers in much the same way Apple does with applications for its iPhone. In addition to Pandora, Ford has already partnered with Stitcher, which aggregates talk radio and podcasts, as well as OpenBeak, a mobile Twitter application. Still, it’s likely that for the next few years, car stereos will be like the Wild West, as traditional broadcasters and startups battle for a chunk of the millions of hours of radio listening that Americans do in the car each year. And although each format has its own advantages (see sidebar below), there’s simply no way to know what will come out on top five or ten years in the future. “I tell you, when I know that for sure, I’m going to leave my job [at Ford], Ford],”” Schneider Schneider says. says. — David Zenlea
The Contenders Contenders AM/FM
SATELLITE RADIO
PANDORA RADIO
HD RADIO
Reach: 239 million listeners First broadcast: 1916/1937 (AM/FM) Sound quality: equivalent to 256–300 kbps* (FM) Automaker availability: All Pros: Local entertainment, sports, and news; free Cons: Limited coverage; patchy service in rural areas; commercials; local preachers with talk shows
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Reach: 3 million units First broadcast: 2003 Sound quality: 128 kbps* Automaker availability: Audi, BMW, Ford, Ford, Hyundai, Hyun dai, Jaguar, Jagua r, Kia, Land Rover, Lincoln, Mercedes-Benz, Mercury, Mini, Rolls-Royce, Scion, Volkswagen, and Volvo Pros: No subscription required Cons: Only in some cars in some areas * CD bit rate: 1411.2 kilobits per second
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profile
the MAESTRO
Abarth Aba rth to Zas Zastav tava, a, Gio Giorge rgetto tto Giu Giugia giaro ro was the there. re. Giorgetto Giugiaro is the Car Designer of the Century, according to 132 (relatively) young automotive journalists journal ists back back in 1999. Their grasp grasp of automo automotive tive history seems to have been concentrated in their own adult lifetimes, however. Whether GG’s influence is greater than Battista “Pinin” Farina’s or Harley Har ley Earl Earl’s ’s is very very much much open open to debat debate, e, but but there there is no question that he is one of the most prolific designers alive. “I have designed cars for every major company but Honda, and one day I will do that,” says the Maestro. The merging of his firm Italdesign with Volkswagen (see sidebar) may signify an end
1960: Assig Assigned ned to an “Alpini” military regiment headquartered at Bra, well away from Turin. Bertone rents Giugiaro a hotel room, installs a drawing board, and keeps GG working on the design of the Alfa Romeo Giulia GT whenever he’s off duty. He also does his first of three Ferrari one-offs with Carrozzeria Bertone.
1962: Hitting his stride with another unique Ferrari– Nuccio Bertone’s personal 250GT–and two production models—the Simca 1000/1200 S coupes and the Iso Rivolta GT 300/340. 1963: Marries Maria Teresa Serra. 1964: The Canguro, Giorgetto’s favorite Alfa. Giorgetto’s Giugiaro also designs a one-off Ford Mustang for
to his half century of intense activity, but he remains a powerful and highly influential force in automobile design.
1961: Second serious production model: the BMW 3200CS.
— Robert Cumberford
Automobile Autom obile Quar Quarterly terly..
1959: Frustrated, he presents some drawings to Nuccio Bertone, who then assigned a trial design. “You know that design I had you do as a test? Well, I sold it to Alfa Romeo, so you’d better come to work for me.” His monthly salary increases from $129 to $225. The drawing becomes the Alfa Romeo 2000 (later 2600), Giugiaro’s first car.
August 7, 1938: Born August to an artistic family in Garessio, province of Cuneo, in northern Italy. His father is a painter. 1952: Moves to Turin, enrolls in the design school of the famous 1920s caricaturist known as Golia. At an end-of-term party, Golia’s nephew Dante Giacosa, Fiat’s chief engineer, sees Giugiaro’ss car drawings Giugiaro’ and offers him an apprenticeship at Fiat.
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1955: Hired at the Fiat Special Vehicles Styling Center at Mirafiori. In four years, Giugiaro’s immediate supervisor does not present any of his projects to the chief of the Center.
| Aug us t 20 10
1965: Son Fabrizio is born during the Geneva show, where the Fiat 850 Spider was revealed. 1966: Bertone wants to hire designer Marcello Gandini. Displeased, Giugiaro moves to Ghia, then operated by Argentine Arge ntine wild man Alessandr Aless androo de Tomaso omaso.. The limited-production De Tomaso Mangusta launches Giugiaro’s sharp-edged,, origami-like sharp-edged “folded paper” period. 1967: Leaves Ghia to start Italdesign, partnered with brilliant production engineer Aldo Mantovani. 1968–71: Both Italdesign and daughter Laura are born. Italdesign makes a splash with the dramatic Bizzarrini Manta mid-engine supercar. supercar. Within three years he adds Abarth, Suzuki, Porsche, and—superbly, with the Iguana 33/2—Alfa Romeo concept cars to his portfolio, not to mention the production Maserati Bora and Alfasud sedan. These designs grab the attention of Kurt Lotz, who has just taken over VW and knows he needs fresh products.
1985–86: So busy with production models for Hyundai, Fiat, Seat, and Renault that there isn’t much time for concept cars, other than the Machimoto, Oldsmobile Incas, and the VW Orbit. Orbit. Oh, and Itald Italdesign esign did engineering for the Merkur XR4Ti and the Ford Escort cabriolet. Busy indeed.
A growing growing year year:: the the 1984: A 1984: Saab 9000, its sister-under-the-skin Lancia Thema, the Isuzu Gemini (badge engineered as the Chevrolet Spectrum, too), the Seat Ibiza, three Lancia concepts, and one concept each on Lotus (Etna) and Ford (Maya) platforms.
1983: The Fiat Uno debuts. It’s still in production today in Brazil and has been one of Fiat’s greatest successes. 1981: The De Lorean DMC12, designed much earlier, and the highly influential Isuzu Piazza/Impulse coupe reach production.
1987–88: Too many projects and far too little time. Things like the Eagle Premier impress neither critics nor car buyers. Then, suddenly—as this magazine proclaimed at the time, “Giugiaro is back”—thre back”—threee definitely nonstandard, indeed exciting, Audi-powe Audi -powered red show cars appe appear: ar: Aztec, Azte c, Aspid Aspid,, and and Asga Asgard. rd. 1989–1991: The Lexus GS300 and the totally unexpected Subaru SVX, a great GT car that was completely outside Subaru’s market—and thus sold poorly—reach the streets. 1995–1996: More concepts, including the Lamborghini Cala—a predecessor to the 2004 Gallardo— and one production model, the Daewoo Lanos, are added to the portfolio. Fabrizio Giugiaro is made styling director of the firm.
1973–76: Likely the peak of Giugiaro’s career in terms of volume and quality of work, with seven production cars—VW Passat, Scirocco, and Golf; Alfa Romeo Alfetta GT and Alfasud Sprint; Hyundai Pony; Maserati Quattroporte; and Lotus Esprit. The Golf is, in Giugiaro’s own opinion, his best and most important design and was a direct derivative of the De Tomaso Mangusta in surface and cutline treatments. Who knew? A summer summer inter intern n named named 1972: A 1972: Ferdinand Piëch spends two months learning about design from thirty-four-year-old Giugiaro. Piëch predicts the Golf will be a failure. VW contra contracts cts Itald Italdesign esign for 1971: VW 1971: several projects, but Rudolf Leiding, who succeeded Lotz, immediately kills all of the designs except for the Golf, saying, “It can’t work, but it’s too late to change it,” proving that good luck trumps bad judgment.
The ink on the nuptial license is still drying, but Volkswagen and Italdesign-Giugiaro, which announced their merger in late May, are hardly strangers. In fact, the two newlyweds have been courting one another for roughly forty years. Volkswagen historians are are keen to cite Giugiaro’s Giugiaro’s revolutionary Golf hatchback and Italdesign’ Italdesign’s s work in styling both the Scirocco and the Passat, but some light digging in the design firm’s firm’s archives shows the roots of the new merger run even deeper. 1970 VW-PORSCHE TAPIRO
1997–1999: Italdesign becomes Italdesign-Giugiaro.
An angular angular coupe body— complete with gull-wing doors—wrapped over the mechanicals of a VW Porsche 914/6. 914/6. Sold to a wealthy industrialist after two years on the auto-show circuit but was later firebombed by protesting workers. workers.
2000: Reputation wanes even as business flourishes with more and more body engineering projects. Word in the industry is that Italdesign would throw in Giugiaro styling free if the company got the engineering contract. Projects came to him, concept and theme included.
A slick coupe built built upon the pedestrian Audi Audi 80. The Karmann-commissioned Karmann -commissioned concept didn’t reach production but did inspire both the Scirocco and the Isuzu Piazza/Impulse Piazza/Impulse..
1980: Pens the Fiat Panda, perhaps his second-most important design. It stays in production for twenty-three years, including variations with all-wheel drive (also engineered by Italdesign). 1978–79: Brought forth a concept car close to Guigiaro’s heart, the Lancia Megagamma, a tall car with a small footprint. But that concept was countered by the space-inefficient production BMW M1.
VW and Giugiaro tie the knot
1973 AUDI ASSO DI PICCHE
1986 MACHIMOTO
the Alfa Rome 2003: Case in point: the Alfa Romeo o Brera concept. Not knowing the origin of the project at the time, we call it “a welcome return to form for the Giugiaros and the Italdesign carrozzeria.” In fact, the styling is done mostly by Jean-Paul Oyono at Zagato. 2003: Assists on the design of the Lamborghini Gallardo. 2004–2005: The GG50, a Ferrari by and for Giugiaro, is built to celebrate his half century of car design. Italdesign also puts out the restyled Alfa 156 and the the Fiat Fiat Croma Croma and Grande Punto production cars. 2006: A second Mustang by Giugiaro, mostly by Fabrizio. 2008: The firm celebrates its fortieth anniversary with several concept and production cars, including the 2007 Suzuki SX4. 2010: Lamborghini Holdings, an arm of the Volkswagen Group, buys 90.1 percent of Italdesign-Giugia Italdesign-Giugiaro. ro.
An attempt to merge motorcyclee and GTI long motorcycl before VW tried with the 2006 GX3 concept. Up to to eight occupants straddled cyclelike saddle seats; power came from the GTI’s sixteen-valve,, 1.8 -liter I-4. sixteen-valve 1995 LAMBORGHINI CALA
In 1994, 1994, Italdesign was was contracted to style a prototype for for a smaller, smaller, more aordable Lamborghini. The Cala project was canceled before VW purchased the brand, but almost a decade later, Italdesign helped design the Gallardo. 1997 VOLKSWAGEN W12 SYNCRO
VW executives mulled a limited-production limited-produc tion run at nearly $200,000 a pop, but the W12 Syncro—along with the W12 Roadster concept— ultimately was simply a showcase for the company’s new W-12 engine. A 600-hp version set several speed records at Nardò in 2001. 1999 BUGATTI 18/3 CHIRON
Italdesign created created several several earlier Bugatti concepts, but the 18/3 Chiron was the first commissioned after VW bought the fabled French brand. This concept evolved into the Veyron 16.4 production car car.. — Evan McCausland
Au gu st 20 10 | Automobilemag.com
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old iron
survivor
The six-cylinder
HE LAST PLACE ONE would expect
Americans. The VR6 made its debut in the to find devotion to a two-decade-old, Passat and shortly thereafter found a home iron-block six-cylinder engine is in the Corrado sport coupe. From there, it Volksw V olkswagen. agen. The company company has develop developed ed proliferated into other VWs, including the a line of powerful turbocharged, t urbocharged, directGTI and the Jetta. injected four-cylinders, but VW remains With two valves per cylinder, the committed to an aging engine that defies original VR6 developed between 172 and easy categorization: the VR6. 178 hp, depending on the application. But We—like We—li ke VW itself—have occasionally it wasn’t this engine’s output that described the VR6 as a V-6, but that’s not characterized it—it was the VR6’s sound strictly correct. Whereas most V-6s use and smoothness. Indeed, the VR6’s two separate refinement matched cylinder heads, the the best in-line sixes’. VR6 uses uses a single single Even though the head. It’s not an engine’s plastic cover in-line six, though, said DOHC, the because the original VR6 was cylinders are functionally an staggered and SOHC design, with separated into each cylinder’s valves two narrowly actuated by the same angled banks of camshaft. In 1999, a three cylinders 24-valve variant was (15 degrees when born, also with two the engine was camshafts in total, first introduced). but now one In German, as operated all the in English, the V intake valves while indicates an angle between the other opened all the exhaust Dimensions two cylinder banks. Whereas The VR6 is nearly as compact valves. Variable valve timing was as a four-cylinder, but thanks we’d call a straight six an I-6, now possible, helping broaden to turbocharging, the current the Germans call it an R-6, the VR6’s torque curve. 2.0T is more powerful and with R standing for All these advantages bring up more efficient than the VR6. Reihenmotor Reihe nmotor.. VW simply the obvious question: why have Dimensions VR6 2.0T combined the two terms, no other makers followed VW Length, in. 19.3 17.6 resulting in the name VR6, with VR engines? Mainly, the Width, in. 25.0 25.1 Height, in. 28.1 25.1 which, loosely translated, tightly packed cylinder head means in-line V-6. imposes severe compromises in The benefits of this combustion-chamber and port staggered, narrow-angle layout are clear: designs. Even within VW, the VR6 is the VR6 is only marginally longer and gradually giving ground to the wider than a four-cylinder engine, turbocharged 2.0T four-cylinder, which meaning that it can be mounted produces more power and uses less fuel. transversely in small front-wheel-drive But Volkswagen insists that the VR6, cars without the need for a long, spacehaving now been increased in size to wasting hood. Volkswagen began work on 3.6 liters and with a smaller included a prototype 2.0-liter VR6 in 1978, but by cylinder angle of 10.6 degrees, will the time it entered production in 1991, the continue to power the CC as well as the VR6 had had grown grown to 2.8 liter liters, s, largely largely to forthcoming new Passat, Touareg, Touareg, and — Jason Cammisa meet the needs of power-hungry Porsche Cayenne.
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Not so fortunate The mighty VR6 isn’t going anywhere, but several of its iron-block compatriots in Detroit are either gone or are on their way out. The pressure to downsize powertrains and the development of high-tech sixes has spelled the end of venerable workhorses from General Motors, Ford, and Chrysler.
BUICK “FIREBALL” V-6 (GM 3800) Displacement: 3.2L–3.8L First application: 1962 Buick Special (the first V-6-powered V-6-pow ered Americ American an production production car) Last application: 2009 Buick LaCrosse Most powerful production application: 1987 Buick GNX, 276 hp, 360 lb-ft of torque (turbocharged)
FORD “COLOGNE” V-6 Displacement: 1.8L–4.0L First application: 1968 Ford Taunus Last application: Ford Ranger (current) Ranger (current) Most powerful production application: 2005–2007 Land Rover LR3, 216 hp, 269 lb-ft of torque
CHRYSLER OHV V-6 Displacement: 3.3L–3.8L First applications: 1990 Chrysler Imperial, New Town wn & Country; Dodge Grand Caravan, Yorker Yo rker,, To Dynasty; Plymouth Grand Voyager Last applications: Grand Caravan/Town & Country, Jeep Wrangler, Volkswagen Volkswagen Routan (all current) Most powerful production application: 2010 Wrangler, 202 hp, 237 lb-ft of torque
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motorsports
Even with a $300 car, racing ain’t cheap.
OU’VE LIKELY HEARD the Roger Penske quote
that the best way to make a small fortune racing is to start with a big fortune. It turns out that Penske’s observation is true even in racing’s scrappiest series, the 24 Hours of LeMons. Senior web editor Phil Floraday’s misfit team (read: not bankrolled by this magazine) bought a $300 1987 Volkswagen Quantum Syncro wagon and then put in more than ten times that amount getting it ready to race. Result? They won the Index of E uency (awarded ( awarded to to the team whose finishing position furthest exceeds judges’ expectations), turning the $5644 worth of parts, labor, and entry fees into a check for $1501.
Only your knuckles should turn white.
by design by ROBERT CUMBERFORD
PORSCHE 918 SPYDER OUR KIND OF ECONOMY CAR. T TOOK 110 YEARS for the Porsche
car company to revisit its founder’s concept of a hybrid powertrain with an internal-combustion engine plus electric motors. The Porsche 918 Spyder is one of the most astonishing concept cars ever presented, by anyone. To claim—and be able to prove, no doubt— that this missile can get around that crinkly old racetrack in the Eifel mountains faster than a Carrera GT and provide 78-mpg fuel economy (if you respect speed limits) is utterly amazing. Yet, Y et, given given the the source, source, it’s much easier easier to believe those claims than to question them. The irascible Professor Porsche had finally burned all his bridges to the German motor industry by 1931 and was forced to open his own independent engineering design consultancy seventy-
nine years ago. Since then, there have been only five Porsche styling leaders. Austrian Erwin Komenda shaped the Volkswag V olkswagen en Beetle Beetle and its Berlin– Berlin–Rome Rome sports derivative, the magnificent Cisitalia grand prix car, and the iconic 356. He also worked on the 911, credited to fellow Austrian Ferdinand “Butzi” Porsche, Komenda’s successor, who was quickly followed by Latvian-born American Anatole Lapine, then Dutchman Harm Lagaay, and now, for the first time, a German, Michael Mauer. Each of the last
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three men has contributed something outside the Komenda template: Lapine the 914, the 928, and the 944; Lagaay the Carrera GT; and Mauer the Panamera. Mauer, despite what you see when you look at the bloated back of the Panamera, is a very good designer, and with the 918 Spyder he and his team have truly broken away from the Komenda canon while still respecting it and the variations that followed. The headlamp openings are no longer round or oval, the front accepts the fact that there are radiators needing large amounts of air, and the profile still falls away in a fastback manner, although the deck is substantially flat between the headrest fairings. The turned-down rear wing picks up a cue from the Lapine 959, but the composition is totally dierent. It is said that future Porsche cars will be influenced by the 918, and I can believe that because the 918 itself has about twice as many good styling ideas as it needs, and no doubt they’ll eventually be used—but not all at once, as here. The overall impression is much more related to racing Porsches than to past road cars, all of which had more monolithic forms. Here the body profile is definitely dictated by the wheels, giving a voluptuousness that is made manifest in the top view showing that the nose and sides form an almost perfect circle. You can’t get any more Rubenesque than that. Porsche has already said that it would need 1000 orders to justify building such a high-performance hybrid and that a production version might appear as a coupe and/or as an open car. Three months after the initial surprise showing, some 900 of the faithful had made their desire known. I’d bet there are three times that many who will buy 918s.
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Yes, Ferrari was there nearly fifty years yea rs ago, ago, and McLaren did much the same twin-inlet design on the F1. And why not? It is perfectly logical. 2
This separate carbon-fiber molding gives definition, but it is so low as to be seriously vulnerable in normal road driving. 3
Little indents for the headlamp covers provide visual structure to the front end. Contrast this with the fat forms of earlier Porsches. 4 The entire rear body is larger than the front, effectively becoming a huge scoop. Its leading edge profile parallels the graceful door cut, while a door indent channels more air to the engine bay. Count on the exhaust coming out the back in production, though.
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Pierced transparent wheel covers are high on decoration, null for practicality. How do you clea clean n brake brake dust? It’s hard enough to get it off aluminum wheels that don’t scratch so easily.
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Not only are these knife edges unusual for Porsche, the lines result in sharp points both behind the front wheel housing and at the outer edge of the rear cooling outlets. 7 The sharp trailing edge of the rear fender sweeps gracefully across the entire rear of the body. It’s a little surprising that there is no clearly delineated license-plate position.
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Shades of Jaguar’s levitating shift dial. These scoops apparently rise above the surface as needed (and as shown here), rather like the rear flaps on other Porsches. 9
Everyone must have a diffuser, functional or not. Count on this one working. Hard. 10
This is the approximate center of an almost-perfect circle circumscribing all surfaces ahead of the doors. There is a tiny point on the bumper, but not on the outlet slot . .. 11 . .. which is is concentric with the perimeter of the whole.
12 The convex outer surface of the headrests changes abruptly to a concave descent toward the scoop indents, establishing a sharp profile line. Again, artful and elegant.
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16 These crisp peaks on the fenders break sharply with Porsche surface traditions. 17
13 This knife edge is dramatic and dynamic and would work extremely well on a coupe, too.
Notice the complex cutline between the center body and the tail cover.. Every cutline cover cut line on the body is elegantly artful, especially on the aft ends of the doors.
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The fixed, freestanding rear wing turns downward at the tips, recalling the integrated wing of the 959 supercar. The elliptical trailing edge is both pretty and aerodynamically efficient.
Another sharp surface change on the rear fenders gives direction and avoids the pudgy look of early Komenda designs like the 356.
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Very nicely shaped headlamp covers recall Italian racers more than Volkswagen/ Porsche 356 lights.
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19 The circular theme in plan view is carried across the instrument panel just at the intersection intersectio n of the windshield base.
21 What?! No shift lever? Not really needed with the dual-clutch automatic gearbox. And there are paddles.
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A very sciencefiction sideview camera will have to come eventually. The technology is ready, even if the auto industry is not.
Beautifully coordinated curves for the body-side scoop and the door cut.
Aug us t 20 10 | Automobilemag.com
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noise, vibration & harshness by JAMIE KITMAN
BIGGER, SMALLER, BETTER. IKE HIGH-STAKES GAMBLERS WITH finite bankrolls
and three-alarm substance-abuse habits, ruination always lies just around around the corner corner for smallsmall-volume volume carmaker carmakerss like Jag Jaguar uar.. Or so we have been told. Admittedly, every roll of the dice counts for more when your pockets are shallow, which observation has led many to conclude that building luxury cars can only be a game for those with high-rise billfolds. Indeed, for years we’ve been assured that salvation for the world’s exclusive carmakers lies in becoming less exclusive by urgent multiplication of volume—leading us to the present moment where the ever-expanding sales targets of luxury brands such as BMW and Mercedes-Benz (and to a lesser extent Porsche) all but require them to crank production like General Motors puking out full-size Chevrolets in its 1960s heyday. It was this harsh assessment—as well as Margaret Thatcher’s loudly declaimed free-market catechism—which saw the sale of money-losing Jaguar to the Ford Motor Company in 1989. The marque would go on to become part of the now-defunct Premier Automotive Group, Ford’s well-intentioned but money-losing agglomeration of luxury brands (with Aston Martin, Land Rover, Lincoln, and Volvo). Lately, most of PAG’s components have been jettisoned, jettisone d, lest they they distract distract Ford—poc Ford—pockets kets no longer bottomless bottomless— — from the new Job One: keeping the namesake brand alive. At the height of its powers, Jaguar was best known, in addition to its reputation for legendarily spotty reliability, for delivering amazing style and performance at comparatively reasonable prices, with hit after hit culminating in the eternally awesome E-type and the impossibly long-lived XJ. Penned by Sir William Lyons, the firm’s founder, this four-door luxury sedan sold well from its 1968 introduction until its mildly dull replacement—also called XJ—arrived almost twenty years later. Sadly, Jaguar’s unparalleled gift for groundbreaking good looks never really made it out of the ’60s, a worrisome trend its Dearborn caretakers never fully corrected and often compounded. And unsurprisingly, Ford missed hitting the ambitious sales goal—200,000 cars a year—it had set for Jaguar by several cricket pitches and a spacious county or two. But after I’ve spent a few hundred miles in the newest Jaguar XJ, plus some additional time at various auto shows soaking in its luxurious interior—at once old-world cosseting and gloriously modern—it seems clear in retrospect that Ford’s tenure, which ocially ended in 2008 when Jaguar was sold s old along with Land Rover to Indian industrialist Ratan Tata, was more benign than not. The new XJ—largely developed on Ford’s dime—is not the prettiest car we’ve ever seen, but it ain’t bad at all. And it is an unalloyed delight to drive. Without Ford’s extreme—arguably misguided—investment, it might not be the almost unbelievably wonderful luxury automobile that it is. The good that Ford did stands in clear relief when one reflects
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on Detroit’s history of botched lobotomies and assisted suicides where its foreign wards are concerned, such as the number GM performed on Saab. Ford’s Ford’s huge investments allowed Jaguar to modernize its factories and engine designs while adopting cutting-edge aluminum architecture for its XK grand tourer and its biggest sedan, and its control systems also helped the marque achieve massive quality gains, as exemplified in last year’s J. D. Power awards for dependability and owner satisfaction among luxury brands. The question now, of course, is whether the new Jaguar Jaguar,, with its humbler sales goals, can make a go of it on its own. Tata’ss pockets are not inconsiderable, but Tata’ the huge, albeit theoretical, synergies of a PAG are no longer there. While a new five-year,, 50,000-mile, all-maintenancefive-year included “platinum” warranty program will help back up the Power surveys in potential customers’ minds, it’s the car that will have to close the deal. In the near term, that’s good news, for the new XJ showcases all of the best Jaguar virtues—supreme speed, amazing quiet, and big fun to drive, with sharp steering, prodigious roadholding, and a better ride than any of its competitors, even those that build a lot more cars. How could that be? Perhaps it was the Ford money. money. Allied, of course, to some serious engineering wizardry.. But, then again, as Lyons proved wizardry way back when, there’s something about a gambler whose very existence depends on success that increases the odds of succeeding. When you have to care, dare you must. Big isn’t necessarily better. AM
ILLUSTRATION BY T I M M A R R S
dyer consequences by EZRA DYER
HY SOCIETY
HE HYBRID AGE IS coming to an end. Or at least, a new
beginning. Soon, new hybrids will be plug-in and thus vastly more ecient than our current crop c rop of machinery machiner y. And so now is a good time to ask the question: were hybrids an important technological stepping stone, or were they the 2000s’ equivalent of tailfins—a marketing device meant to connote futurism? I acknowledge that all hybrids are not equal. The Chevy Malibu Hybrid, for instance, doesn’t really deserve the label. Calling that car a hybrid is like calling a woman with Lee Press-On Nails a cyborg. In the past f ew years, just about every automaker rolled out a hybrid powertrain, which was seen as the unquestioned ticket to heroic fuel economy. But there was one dissenter, one loud voice in the crowd proclaiming that hybrids are silly. And I’m beginning to think that guy may have been right. Nissan CEO Carlos Ghosn has compared hybrids to mermaids, saying, “If you want a fish, you get a woman; if you want a woman, you get a fish.” Most CEOs are afraid to publicly express such antimermaid sentiment, sentiment, but not Ghosn. Don’t even get him started
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on unicorns, unless you want an earful about horses and narwhals. Nissan’s only hybrid is the Altima, a car that was released with an air of resignation. I think the press materials said, “Even though hybrids are a waste of time, we’re going to license this thing from Toyota just to appease the ignorant swine of California, who think they’re smarter than our army of superintelligent engineers. But rest assured, the Leaf is gonna make this Altima look about as advanced as a ’68 Chevy Nova.” Or something like that. Nonetheless, the Altima Hybrid gets significantly better gas mileage than the convention conventional al four-banger—at least, in the city. But what if Nissan simply put the Altima on a diet and bequeathed it other fuel-saving methods, like perhaps a smaller, direct-injected engine? That less-is-more approach might deliver near-hybrid economy along with a zestier drive. Consider the fuel-miser version of the upcoming Chevy Cruze. It’s slated to deliver 40 mpg on the highway, but the spec sheet sounds so much cooler than a hybrid’s. It’s got a 138-hp turbo fourcylinder and a six-speed manual. It’s lowered and has forged wheels and a shutter behind the grille that opens and closes according to speed. That’s how I like my fuel economy—fewer CVTs, more turbos, forged wheels, and active aerodynamics. BMW’s latest 7-series is another car that provides interesting perspective on the value of hybrids. That’s because BMW oers both a V-8 hybrid model and a six-cylinder version. The ActiveHybrid 7 and the six-cylinder 740i both manage a 20-mpg EPA combined rating. So what, then, is the point of the hybrid? Well, it’s faster. I had the th e chance to drive both cars on the Lightning circuit at New Jersey Motorsports Park, and the hybrid owns the straightaways. With a
ILLUSTRATION BY T I M M A R R S
twin-turbo V-8 and an electric motor, the ActiveHybrid’ss 455 hp crushes the ActiveHybrid’ th e 740i’s modest 315 ponies, delivering a 0-to-60mph time of 4.7 seconds versus 5.8 seconds for the six. But there’s a catch. The ActiveHybrid 7 also weighs 451 pounds more than the 740i. You know what else weighs 450 pounds? A gorilla. A really big one. So the cars look identical, but one has a gorilla hiding inside it. And Newtonian physics says that gorillas don’t like to change direction, no matter what you may have seen at the ADHD gorilla pen down at the zoo. So in the corners, the 740i slays the hybrid. Its tires sing while the hybrid’s groan. The ActiveHybrid pulls ahead on the straight, but in a standing-start lap, it was only a second and a half quicker over nearly two miles. And that’s on a horsepower track, where both cars averaged about 90 mph. If I robbed Tail of the Dragon National Bank and needed a getaway car, I’d choose the 740i over the ActiveHybrid 7. Perhaps you’ll never actually use your 7-series to run the Dragon. Likewise, how often will you require sub-6.0-second 0-to-60-mph runs? In either car, you get that velvety, dreadnought-limousine, 7-series driving experience, so I’d call it a draw except that the ActiveHybrid 7 costs a bit more. As in, $32,150 more, which admittedly doesn’t account for the tax credit that ActiveHybrid customers get for being so environmentally friendly as to buy a car that says “hybrid” on it somewhere. Sorry, you earth-hating seal-clubber in your nonhybrid Ford Fiesta with the fuel-economy package (34 mpg combined)—no credit for you. And why don’t you just go nuke a rainforest while you’re at it? Indeed, it’s a strange consequence of the hybrid mystique that we revere porky cars
with batteries while paying little attention to vehicles that are trim and thrifty in the first place. I once drove a Chevy Tahoe Hybrid with a General Motors engineer riding shotgun. He told me how h ow dicult it is to wring one additional mile per gallon out of a given vehicle, which makes the Tahoe hybrid system’s 25 percent gain seem like a silver bullet. But the Tahoe Hybrid is like one of those obese people who gets kicked o The Biggest Loser early and never sheds as much weight as everyone else. At the end of the season, that guy’s managed to drop fifty pounds, but he’s still gigantic. Yet Y et that fat fat guy who loses some weight gets plenty of positive reinforcement, while there are no congratulations for the person who kept the weight o in the first place. That’s the case at the Chevy dealership, where the Tahoe Hybrid is covered with screaming green badges and honored with a $2200 tax credit, while the Chevy Traverse—bigger inside than the Tahoe and rated at 23 mpg highway with all-wheel drive—is just another SUV. It achieves better highway mileage than the hybrid, but because it does so in a less flashy way (lighter unibody construction and a direct-injected V-6), it doesn’t get the same attention. I think this dynamic is about to change. In the near future, people who drive Toyota Toy ota Priuses and Ford Fusion Hybrids will gravitate toward the new flagships of petrochemical parsimony, cars like the Nissan Leaf and the Chevy Volt. With that squeeze from above, and conventional cars like the Cruze and the Fiesta (and the Traverse Tra verse and the 740i) pushing from below,, it’s hard to see our current brand of below hybrid finding much love. I don’t know whether it’ll happen in ten years or twenty twenty,, but the hybrid as we know it will someday sleep with the mermaids. AM
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27
letters
“THE FUTURE AIN’T WHAT IT USED TO BE.” —YOGI BERRA
Corvette to anything but a V-8 is like the Blues Brothers becoming a Britney Spears cover band. LELAND JORDON WASHINGTON, D.C.
OH, TOYOTA. HOW LOW
SNEAK PREVIEW
I JUST READ YOUR
June 2010 issue’s Sneak Preview feature, and I believe it is safe to say that the vast majority of Corvette owners will not accept a six-cylinder engine. There are already Camaros and Cadillacs with supercharged V-8s (at lower prices), and yet you say that a V-6 for the Corve Corvette tte is not o the table. Well, guess what? A V-6 better not be anywher anywhere e near the table. To further compound things, we now learn that it will most likely be three to four years before the C7 Corvette is ready. This most likely means a C7 debut in 2014, which gives the C6 an almost ten-year run. That will no doubt lead to a continuing
slide in Corvette sales. While the Corvette is a niche vehicle, it is also a moneymaker, and GM needs to realize that current Corvette owners will accept nothing less than an impressive restyle and a kick-ass V-8. Wake up, GM, and put the new Corvette on the front burner. GUS RICHTER PLANT CITY, FLORIDA
IN YOUR SNEAK PREVIEW
issue, you quote Corvette chief engineer Tadge Juechter as follows: “Considering V-8 alternatives is analogous to our move away from pop-up headlamps . . .” .” No, it isn’t. Changing headlamps is like the Blues Brothers changing sunglasses; changing the
can you go? Ever since your then Europe/Japan-only iQ was previewed in this esteemed periodical nearly two years ago, I have been champing at the bit to try one out. But wait. Now you tell me it’ll squeeze out fuel economy only in the high 30s. What happened to the two gas engines that were supposed to get about 50 mpg? And what about the diesel I wanted—and would never be able to get—that got 60 mpg? I suppose it’s back to the Prius. But hold on a sec. A few pages back you say that Lexus has a new car coming out that pulls 50 mpg and—can it be true?—actually looks like something I’d want to be seen in. CT200h, welcome to the top of my list. Previously, I wouldn’t have owned a Lexus if you gave me one. I guess you can change a demographic with just one car. MARK THOMAS SARASOTA, SARASOT A, FLORIDA
I JUST RECEIVED MY
June issue and was looking forward to reading your Sneak Preview feature. I turned to the first page, took one look at the new Aston Martin Lagonda, and promptly burned the magazine in ritual sacrifice LETTER OF THE MONTH
On page 58 of the June issue, in your brief interview with Jamal Hameedi, you list his title as chief nameplate engineer. This brings to mind several important questions: (1) How many engineers does it take to engineer a nameplate? (2) How many staff members are on the nameplate engineering team? (3) What are their specific job accountabilities? I mean, if his job is to engineer the SVT nameplate, how many variations does he have to manage over their extensive product line? It’s a good thing Ford didn’t go for the bailout. If cutbacks c utbacks need to happen, just how relevant is the chief nameplate engineer in the total scheme of the company? —Peter de Blanc via e-mail Peter gets a silver-arrow streamliner model car from Schylling.
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| Au gu st 20 10
to the memory of the 1980s Aston Martin Lagonda. That was a beautiful, sleek car. This vehicle looks like a mentally handicapped Decepticon. Who came up with this thing? The same guys who beat the Chevy Volt concept with with an ugly stick? And you have the nerve to call this “crossover” highfalutin. It’s anything but that. It’s ugly, will probably get only 13 mpg, and will likely cost well into the six figures just because it’s it’s an Aston Aston Martin. But I’m probably not too far o the mark when I say that Robert Cumberford will love it. JUSTIN SWARTZ RED LION, PENNSYLV PENNSYLVANIA ANIA
YO U KN OW WH AT I LOVE
about your magazine? In particular, why I’ll pick it up over your rivals any day? Because you show real cars; the ones you can take photographs of. If all you have to go on is a guess, you don’t run gratuitous speculative concept art and pass it o as the real thing. When I see a picture of a car in A M, I know it’s for real. Yours is the only magazine that seems to have the self-respect and integrity to be up front about when it runs “spy illustrations” in a feature on upcoming cars, drawing attention to what’s real and what’s guesswork. Small wonder it’s the place to go when I want to see a styling critique by Robert Cumberford or a look at timeless successes like Collectible Classics. Keep
™
Technology Driven Protection
Provides warranty
up that standard; it’s greatly appreciated. BRIAN TIEMANN VIA E-MAIL
there were pages of references to “Peter Brock crash,” “Peter Brock Daytona Coupe crash,” “Peter Brock death,” etc. All were about a popular Australian racing driver named Peter Georey Brock. Needless to say, I am happy to learn that my hero, the Peter Brock of Daytona Cobra Coupe fame, is still alive and well. It just goes to prove that you can’t trust everything your friends read on the Internet. Thanks for a great tribute to a legendary designer. ANDREW CHONG
CLASS ACT I ENJOYED YOUR article on Peter Brock [“The Prodigy,” June]. I fell in love with the shape of the Daytona Coupe and bought my first one in 1964—yes, it was a slot car. In 2007, during a midlife crisis, I got the real thing. Needless to say, there were bound to be some glitches. I finally found a really good mechanic, and we had numerous questions and some issues that Superformance was not addressing. Hey, we thought, why not call the man responsible for this beast? Peter Brock got the ears of those who could resolve my problems, and I am now prowling the roads getting more thumbs-up than I could have ever imagined. Peter really went to bat for me in a situation where he did not have to, and all parties benefited from his eorts. Hats o to Peter Brock, a real class act. ARTHUR NIXON
A RED-BLOODED PONY CAR YO UR WR IT ER , ER IC Tingwall, stated that the new 2011 Mustang V-6 [“The Good Good War War,” ,” June] without the performance package was underwhelming in power power,, slow to rev, and anemic in acceleration. Then two pages later, we learn that it turns the quarter mile in 13.8 seconds at 103 mph, mere tenths of a second slower than the 2010 V-8 car. Anemic? Hardly. PAUL PA UL KLOBAS K LOBAS
SAYVILLE, NEW YORK
EL SOBRANTE, CALIFORNIA
PETER BROCK WAS MY
BURIED UNDERNEATH
hero when I was a teenager dreaming of Daytona Cobra Coupes. But when I saw your article, I expected to find a eulogy for a brilliant designer. You see, I had been told that Peter Brock died while testing a Superformance Daytona Coupe. I assumed this was true, as I knew Peter was doing development work on a Daytona Coupe kit car for Superformance. After reading your article, I Googled Peter Brock, and
all the dismissive trashing of the Mustang’s solid rear axle and its outgoing engines is the truth: the Mustang is the most comfortable and natural pony car, with unparalleled visibility and a sporty feeling of compactness. Government Motors had years to reintroduce a car that was better than the Mustang, and it didn’t succeed. LOU CAMP
VIA E-MAIL
SEDONA, ARIZONA
SPEEDVISION, R.I.P. I JUST FINISHED reading “Speed reading “Speed Screed” in the June issue, and I’m glad to see that I’m not the only one who thinks Speed has become one of the worst channels on TV. When Speedvision first aired, it was a revelation. You could watch almost every type of racing, plus things that simply went fast. There was Two Wheel Tuesday (everything motorcycle), Water Wednesday (powerboat and sailboat racing), and on Thursday it covered anything to do with flying, including air racing, taking check rides in rare aircraft, and Oshkosh. On the weekends you could watch every type of racing, from SCCA to European semitruck racing. You Y ou always always knew knew there there would be something interesting to watch. Then, seemingly overnight, it became the NASCAR channel. And why is it that Barrett-Jackson Barrett-J ackson is the t he only auction they show— multiple times a day? When Speedvision was on the air air,, it was one of my favorite channels. Now I don’t even know what channel Speed is on. Thankfully HD Theater has come along and is producing some great and diverse motorhead programming. MARK MORLEY SAGINAW, MICHIGAN
I APPLAUD PRESTON
Lerner for being able to echo my impression of Speed without using any four-letter words. JESSE LAIRD
Coverage
where the f a c t o r y d o e s n ’t
Available at authorized n e w c a r d e a l e r s h i p s only Paint Protection
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Rain
✓ Tree
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Droppings
✓ Road
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Damage
C a r p e t & Fa b r i c Pr o t e c t i o n
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Write: Letters, Automobile Magazine, 120 E. Liberty, Liberty, Ann Arbor, MI 48104 E-mail:
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Licens ee ee
2011
Jeep Grand Cherokee
What’s What’ s old is new again. MOAB, UTAH
S THE JEEP GRAND CHEROKEE in front of us crests the slope, we take note of the slender, roofmounted antenna dipping out of view. It’s the last visual indication that we’re actually in contact with the ground as flawless blue sky fills our Jeep’s windshield and we sit motionless on an unnervingly steep slab of Utah’s beautiful red rock. “What kind of angle does it take to flip this thing over?” I ask chief engineer Phil Jansen later. He’s not sure of the exact number, but I’m convinced that we are within a couple degrees of finding out. Our 5210-pound Grand Cherokee sidesteps left as the 5.7-liter V-8 grunts to get us moving. Once we start making
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forward progress, I cautiously feather the throttle under the assumption that an angle this radical requires the perfect balance of torque and grip. It does, but the reality is that the Grand Cherokee’s traction control will sort all that out. After a few seconds of violent bouncing, we’re back on earth, facing the horizon and surrounded by uninterrupted beauty with a sweet V-8 idling in front of us. This This is practicall practically y unbelievabl unbelievable. e. It’s surprising—but not impossible—that this $50,000 near-luxury truck is conquering a trail named Hell’s Revenge. It was uncertain—but not beyond reason—that Chrysler could survive a decade of neglect and a crippling bankruptcy. But the shock is that while everyone else is dumping SUVs for crossovers,
■
The Grand Cherokee is particularly adept off-road with active four-wheel drive, air springs, and Selec-Terrain (controller (controll er pictured below), which adjusts engine, chassis, and traction behavior.
Chrysler’s hopes are pegged on a bona fide truck. Of course, there are improvements in comfort and fuel economy, but the 2011 Jeep Grand Cherokee is as true to its mission as when it was launched in the segment’s heyday in 1992. While Jeep will oer a rear-wheel-drive variant for southern states, most Grand Cherokees will be equipped with one of three four-wheel-drive systems. For road-bound drivers, Quadra-Trac QuadraTrac I fixes the torque split at 48 percent to the front and 52 percent to the rear wheels. Quadra-Trac Quadra-Trac II, with its two-speed active transfer case, is the bare minimum for any serious o-roading o-roading.. The Specs // The active part means that the torque ON SALE: No Now w distribution can be varied between the PRICE: $30,995/$32,490 front and rear axles from 100 percent (V-6/V-8) ENGINES: 3.6L V-6, at the rear wheels to a 50/50 split. The 290 hp, 260 lb-ft; two-speed portion indicates that 5.7L V-8, 360 hp, 390 lb-ft there’s a low-range gear for crawling DRIVE: Rear- or 4-wheel on dirt, in sand, or over rocks. The top-spec all-wheel-drive system, Quadra-Drive II, adds an electronically controlled l imited-slip rear-axle dierential. The new, optional Quadra-Lift air suspension can adjust the vehicle’s height to one of five levels. Normal ride height sets the Grand Cherokee 8.1 inches o the ground. Two o-road settings raise the ground clearance to either 9.4 or 10.7 inches. Park mode lowers the vehicle for easier entry, and aero mode automatically activates at speeds over 60 mph to lower the SUV for improved fuel ecienc ciency. y. A rotary dial on the center console controls the new Selec-Terrain system, which is optional on four-wheel-drive Laredo models and standard on four-wheel-drive Limited and Overland vehicles. Selec-Terrain alters the behavior of the engine, brakes, transmission, transfer case, stability control, and traction control for five settings (auto, snow, sport, sand/mud, and rock). It also controls the ride height on vehicles equipped with the air suspension.
Inside, we were surprised by the cabin’s exceptional quietness, which is the result of double-pane glass and a noisesuppressing firewall between the engine and the cockpit. Building on the precedent set by the 2009 Dodge Ram, the well-executed cabin should be a key factor in reestablishing Jeep’s claim that this is a premium SUV. The top-trim Overland receives a stitchedleather dash and real wood accents that could pass muster in a Lincoln or an Infiniti. Lower trim levels might not boast the same high-end finishes, but they benefit just as much from improved materials and upgraded switchgear. The comfort features are top-notch as well, with standard equipment such as keyless ignition, a power driver’s seat, and satellite radio and options including a heated steering wheel, heated and ventilated front seats, heated rear seats, navigation, a power liftgate, and a panoramic sunroof. Daimler was in control when development of the Grand Cherokee began in 2006, so there are several common components with the upcoming Mercedes-Benz ML. The two vehicles share key chassis dimensions, brake packages, and suspension geometry, among other parts, meaning the Grand Cherokee for the first time uses an independent rear suspension. The steering is particularly Mercedes-like in its feel and action, with evenly weighted power assist and relatively light eort regardless of speed or angle. But it’s also devoid of feedback. Happily, the Grand Cherokee has great on-center response, confidently reacting to slight steering changes. On pavement, the Jeep provides acceptable, but not engaging, driving dynamics. When fitted with the optional air springs, the vehicle rides comfortably, closer to sti than soft. Rotating the Selec-Terrain controller to sport mode allows the air springs to drop the ride height to aero mode for a lower center of gravity. The change, though, is subtle and does little to improve the SUV’s handling. Cornering ability is on par with other SUVs of this size, which is to say that the limits are fairly low and it ’s dicult to feel like you’re fluidly connecting curves when driving aggressively. The standard V-6 is Chrysler’s new Pentastar engine, a 3.6-liter that’s set to replace a total of seven dierent six-cylinders currently used in the company’s cars, minivans, and trucks. Compared with the Grand Cherokee’s old 3.7-liter unit, city fuel economy is unchanged at 16 mpg, but the highway rating increases two ticks to 23 mpg (22 mpg for four-wheel-drive
vehicles). The power gain—from 210 hp to 290 hp and a torque peak up from 235 lb-ft The interior now sports more style to 260 lb-ft—is decidedly more impressive. and better materials. At more than a mile above sea level in the Top-spec Overland hills surrounding Moab, we needed every models (not pictured) tout a bit of power to hustle our 4850-pound V-6 stitched-leather Grand Cherokee, but we can’t let that dashboard and real undermine the vast improvement over the wood trim. old engine in terms of power and poise. We’re less forgiving of the five-speed automatic, which suered from inconsistent shift behavior. The safe bet for passionate drivers is the familiar 5.7-liter Hemi V-8 making 360 hp and 390 lb-ft, which will quash any acceleration complaints (expect a more powerful SRT8 edition within a couple years). A five-speed automatic is again the only transmission, but it’s an entirely dierent gearbox and the programming is better sorted. Even with the Hemi, though, the on-road driving experience is a bit staid—like what you might find in a modern crossover. Back on the trail, where the new Jeep was a star, we might as well have been driving a Chevrolet Traverse from the looks we received. Although the drivers of battle-worn Jeep CJs and Toyota FJs feigned friendliness, you could sense a touch of disdain about them. Were the meticulously waxed Grand Cherokees too pristine to be here? Had we broken the rules by turning on the ventilated seats? Whatever their beef, by simply showing up at the end of the trail, we gave those purists no doubts as to the capabilities of the new Grand Cherokee. Whether buyers see that old-school approach as distinctive or out of touch will be decided by sales, but it certainly makes for a — Eric Tingwall uniquely capable vehicle. ■
SUV superstar Born in better days. The Grand Cherokee first arrived in 1992 and was originally conceived as the replacement for the Cherokee, but with Cherokee sales still strong—and the SUV segment starting to take off—Jeep decided to keep both vehicles in its lineup. Larger and more comfortable than the Cherokee and equipped with a driver’s-side air bag and antilock brakes, the posh Grand Cherokee was the first serious competitor to the blockbuster Ford Explorer, which had been launched in 1990. Together, Together, the two vehicles fueled the SUV boom. In only its second year, Grand Cherokee sales surpassed 200,000 units and would eventually touch 300,000 (in 1999).
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The profit-gushing Grand Cherokee was also a major engine of Chrysler’s rosy financial results in the heady 1990s, helping make the company an attractive takeover target for Daimler-Benz. More recently, sales have returned to earth, slipping below 100,000 in 2008 for the first time since the truck’s launch year. Although still an important vehicle for Jeep, the Grand Cherokee
is no lo long nger er th thee br bran and’ d’ss be best st se sell ller er as it no now w follows in the tire tracks of Jeep’s original icon, — Joe Lorio the Wrangler.
2011
Aston Ast on Ma Marti rtin n V12 V12 Van Vantag tage e A formula for fast. NÜRBURG, GERMANY
N PICTURE S AND ON ON paper, it’s
dicult to get really excited about the Aston Martin V12 Vantage. Sure, it’s gorgeous and has a beautifully balanced V-12 under the hood, but it’s also the final homogenization of the Aston Martin coupes: three models with the same look, the same architecture, and now the same engine. Chief engineer Paul Barritt makes his case for this car, though, and it’s enough to pique our interest. “This is the most edgy Aston we do,” he says. “It’s our most driver-focused car.” And to drive that point further, Aston has the guts to oer the V12 Vantage with a manual gearbox as the only transmission. Even with race-liveried Lexus LFAs and Astons lapping the Nürburgring simultaneously, our caravan of relatively slow-moving production The Specs // cars entertains ON SALE: Fall 2010 the beerPRICE: $181,345 ENGINE: 5.9L V-12, swillers who 510 hp, 420 lb-ft have already DRIVE: Rear-wheel erected gypsy villages in the surrounding woods six days before the annual twenty-four-hour race. I have reservations about driving such a powerful car my first time out on a track that claims a few lives every year, but the Vantage’ V antage’ss 510 hp and and 420 lb-ft lb-ft of torque torque quickly prove to be more of a boon than a threat on the Nordschleife. Despite its age, the 5.9-liter V-12 pulls just as hard whether it’s spinning at 3000 rpm or
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Automobile | Au gu st 20 10
■
The carbon-fiber louvers on the hood are a giveaway that this Vantage has Aston Martin’s 510-hp V-12 wedged into the engine bay.
6000 rpm, so coming out of a turn in the wrong gear doesn’t really penalize a rookie. The extra 150 pounds added to the Vantage causes a twopercent weight shift to the front for a still-respectable 51/49 percent split. Steering feel and response are nearly perfect, and the nineteen-inch Pirelli PZero Corsa tires grip masterfully. The V12’s suspension is lowered 0.6 inch, and stiness is comparable to that of a sport-package-equipped V8 Vantage. The Aston corners flatly and confidently, but the ride is a little harsh for a lengthy trip. Standard carbon-ceramic disc brakes are easy to modulate on the road and provide the stopping force they promise. The pedal, though, doesn’t provide much feedback when pushed firmly, obscuring the antilock-brake threshold. The V-12 was such a tight fit in the Vantage’s engine bay that engineers had to install a shallower sump, a smaller alternator, and a new oil-filter housing. Carbon-fiber hood louvers, a carbon-fiber lower splitter, splitter, brake-cooling ducts in the front fascia, larger flared sills, a taller spoiler, and a new rear fascia designed to pull more air through the transmission oil cooler dierentiate the V12 from the V8 Vantage. Vantage. Inside, there are unique instrument-panel graphics, a new shift knob, and carbon-fiber door grabs. The Vantage’s smaller size may make it more agile than the $270,350 DBS, but it also makes for a tight fit in the cabin. At six feet, three inches tall, I find that the seatback is forced forward when I slide the bottom cushion rearward. I’m able to get far enough away from the pedals but struggle to find a comfortable position between the seat, wheel, pedals, and stick. After logging 300 miles in two days, my body feels as if it’s been flying coach class for twelve hours. The seats are also virtually devoid of any lateral support, and the optional fixed-back, lightweight seats don’t comply with U.S. regulations. A big engine in a small car is a formula for fast, and it holds true here, as the V12 Vantage is the quickest car in Aston’s lineup (aside from the radical One-77): Aston claims a 0-to-62-mph time of 4.2 seconds, 0.1 second faster than the DBS. Considering the $90,000 discount over the DBS, we’re starting to think that V-12 — Eric Tingwall homogenization isn’t such a big deal after all.
SPECIAL ADVERTISING SECTION
Chevrolet
Silverado
HD
THE RUGGED CHEVY SILVERADO HEAVY DUTY IS with a sledgehammer. Selecting the right tool for the job is the first step on the road to success. When there there are tough jobs jobs to be done or serious recreation recreation on the agenda, agenda, picking the right right truck is fundamental. fundamental. A minivan won’t haul your heavy stuff or tow a mighty trailer. And there are times when America’s beloved workhorse, the half-ton pickup, is too small for the task. That’s why Chevy offers a full line of heavy-duty pickups. Since both both our our jobs and our our vacation vacation aspirations aspirations continue continue to to grow, grow, the bow-tie brand keeps upping the ante on what a heavy-duty pickup can do. Enter the 2011 2500HD and 3500HD, the best-dressed heavy-duty Silverados that money can buy. Engineering any car or truck is a bar-raising exercise. exercise. If the new design isn’t tougher, better, and more capable all around than what it’s reONLY A NINNY WOULD POUND TACKS
placing, there is no point to the project. So Chevy engineers assessed the competition and polled their constituents before establishing performance performance targets for the eleven 2500HD and eight 3500HD pickups that would carry the Silverado and bow-tie badges in the 2011 model year. Strength of character best describes what was achieved. Engineering new frames, larger brakes, and more robust suspension systems delivered notable gains in the categories serious truckers hold dear: •
Up to 30 percent greater greater towing towing capacity capacity with a maximum rating rating
•
Fifth-wheel towing capacity capacity that that tops out at 21,700 21,700 pounds.
•
A maximum maximum payload payload of 6635 pounds.
of 17,000 pounds.
When there are tough jobs to be done or serious recreation on the agenda, picking the right truck is fundamental.
GOOD TO THE BONE
STRONGER THAN DIRT.
•
Up to 17 percent percent gain in gross gross vehicle weight weight ratings with the maximum rising to 13,000 pounds.
•
A maximum gross combined combined weight weight rating rating of 29,200 pounds. pounds.
•
A front axle axle weight rating that that has been been increased by 25 percent percent to 6000 pounds, enabling snowplow use with all 4WD cab styles.
Optimum use of materials helps add strength. Shaping steel with high-pressure water—a technique called hydroforming—maximizes toughness without adding excess weight. Boxing the frame rails their entire length and increasing the cross-sectional dimensions at high-stress points add stiffness. Greater use of high-strength steel also helps to make the new Silverado HDs among the strongest heavy-duty pickups on the market.
A stout backbone backbone is what distinguishes distinguishes the Silverado from competitors who don’t take the Heavy Duty assignment seriously. seriously. Chevy engineered eleven all-new, fully boxed frame assemblies with more high-strength steel, larger cross-sections,, and greater use of hydroforming cross-sections to raise twist resistance by a factor of five while nearly doubling bending stiffness. Engine and transmission mounts are more substantia substantial,l, and the forward part of the frame is stiffer by 125 percent. The benefit is extra towing capacity,, vastly superior ride and handling, and capacity the best durability money can buy. Hydraulic body mounts for extended and crew cab models insulate occupants from the pain of potholes and expansion joints. A new box-tub box-tube e frame-mounted trailer hitch supports towed loads up to 17,000 pounds. Access holes pre-punched in the rear areas of the frame ease the installation of a fifth-wheel tow hitch.
AN ALL-NEW ALL-NEW DIESEL V-8 V-8 AND SIX-SPEED SIX-SPEED AUTOMATIC AUTOMATIC WHEN YOU HIT THE ROAD WITH A KING’S RANSOM in horse flesh
or a home mortgage’s worth of landscaping gear, the last thing you need to fret over is whether your truck has enough stamina. Both Silverado HD powertrains—gas and diesel—are engineered to provide the performance necessary to tow heavy loads along with improved fuel efficiency and longevity. The new 6.6-liter Duramax is the diesel without the smoke, rattle, and roll that still plague some of its competitors. This diesel V-8 delivers an astounding 765 lb-ft of torque at 1600 rpm, the most available in any heavy-duty pickup. The 397 horsepower at 3000 rpm produced by this turbocharged and intercooled engine is also best-in-class. Thanks to the application of various new technolog technologies, ies, NOx exhaust emissions have been reduced by 63 percent. This diesel runs 680
miles between particulate filter regenerations, a 75 percent improvement. Since 2000, more than a million Duramax diesel V-8s have impressed truck owners with their durability and dependability. For improved stamina, the main bearing profiles are new, there’s more oil flow at low speeds, and lubrication to the turbocharger has been increased. Soot deposits in the exhaust gas recirculation system have been reduced with a new bypass circuit. The pistons and wrist pins have been redesigned for improved strength and less weight. The Duramax V-8 is now capable of running on B20 biodiesel fuel. There’s also a new exhaust brake system that uses internal backpressure instead of the friction brakes to smoothly slow a heavy truck/trailer com bination on grades. grades.
Since 2000, more than a million Duramax diesel V-8s have impressed truck owners with their durability and dependability.
POWER PLA PLAY Y To provide heavy-duty disciples with lionhearted performance and durability durability,, both Silverado HD powertrains are thoroughly upgraded. The Duramax 6.6-liter turbo-diesel and Allison 1000 six-speed six-sp eed transmission combine to deliver more power and torque, lower emissions, quieter operation, enhanced durability durability,, and an 11 percent increase in fuel economy. Internal components are tougher and better lubricated for the long haul. Fuel-injection pressure is 15 percent higher for improved combustion. Two new features are an exhaust brake to slow the vehicle on long grades without tapping the brake pedal and the ability to use B20 biodiesel fuel. To To handle the greater torque produced by the Duramax engine, the Allison 1000 six-speed six-speed automatic has stronger internal components. Spin losses are reduced for improved operating efficiency.. The gasoline-fueled Vortec 6.0-liter efficiency V-8 V8 now has extra low-rpm low-rpm torque that’s especially noticeable when towing. The six-speed Hydramatic transmission mated to this engine embodies several changes aimed at increased strength and smoother performance.
NEVER CRY UNCLE. The sturdy Allison 1000 six-speed automatic transmission that is teamed with the Duramax V-8 continues to offer handy tap up/tap down shifting and a tow/haul mode for reduced shift cycling. Two overdrive gears are provided to maximize highway mileage. The 6.0-liter Vortec gasoline V-8 has revised valve timing aimed at providing the extra oomph needed to get the Silverado HD’s heavy loads rolling from rest. The Hydramatic 6L90 six-speed transmission mated to this engine has several small changes aided at improved durability. Because Silverado HD pickups enjoy such a sturdy reputation, Chevy is able to provide the best available warranty coverage—a five-year/100,000mile limited powertrain warranty plus roadside assistance and courtesy transportation.
THE SHINY METAL SECURITY BLANKET.
WHEN YOU HITCH UP YOUR TOY BOX and
set the navigation system for a good-time destination, it’s good to feel secure. In the heavy-duty pickup category, you’d like to have some assurance that safety and occupant protection, along with driver assistance are high priorities. Chevrolet engineers came to a similar conclusion while developing the new Silverado heavy-duty pickups. StabiliTrak electronic stability control and trailer sway control are standard on single-rear-wheel models. Commensurate with the larger loads these trucks will bear, front and rear brake rotors have been increased to the size of pie plates—14.0 inches in diameter. Four-wheel, four-channel ABS is standard standard on single-rear-w single-rear-wheel heel models, and dual-rear-wheel models are equipped with a three-channel system. And to give the brake pedal a firm, reassuring feel, both the travel and the booster calibration have been adjusted to suit the new HDs. Too take optimum T optimum advantage advantage of the stronger stronger and stiffer stiffer frames supportsupporting these pickups, the steering system is all new. new. The steering gear, hydraulic pump, and linkag linkages es have been reengi reengineered neered for quieter operation and reduced effort at parking speeds.
With the intention of giving these HDs a poised ride over both good and bad pavement, damper calibrations have been revised, the jounce bum pers provid providee extra extra resilience resilience,, and special hydra hydraulic ulic body body mounts are included included.. Nowhere in Chevy’s engineering book does it say that a heavy-duty pickup has to ride like a truck. Too keep the rig from accident T accidentally ally rolling backward on grades, hill-start assist is standard on all single-rear-wheel Silverado HDs. In addition, there’s an optional backup camera and cockpit display for those instances when reverse travel is intentional. OnStar 9.0 is included—free for six months—to maintain a communications link to an assistance center for routing information, emergency aid, and stolen vehicle recove recovery ry assistanc assistance. e. The Sil verado HD’s standard standard XM XM satellite satellite radio and optional navigation system, mobile WiFi, and Bluetooth Bluetooth connecti connectivity vity are a great help, whethe whetherr you’re you’re a contractor contractor on a deadline or a parent bent on keeping a vacationing family entertained. In the event of an accident, occupant protection is enhanced by the new stronger frame. Front air bags are standard. Seat-mounted air bags and sidecurtain air bags that guard against injury during a lateral impact are a new 2500HD option.
Safety,, occupant protection, Safety and driver assistance are high priorities.
BULLETPROOF CHASSIS Archaic beam-type beam-type front axles used by competitors wouldn’t do for the best truck in the heavy-duty category. The Silverado HD’s new independent front suspension is more rugged than ever while also delivering vastly improved ride and handling. With a gross axle weight rating of up to 6000 pounds in front, 4WD models are now eligible for snowplow service. Forged-steel and cast-iron control arms, beefy torsion bars, reinforced shock-absorber attachments, and dual urethane jounce bumpers per side are behind the Silverado HD’s suspension prowess.
At the rear, rear, the three-inchwide leaf springs have a new asymmetrical design (shorter ahead of the axle than behind) for improved traction and hop control. Gross axle weight ratings are up across the range. Four-wheel disc brakes with ABS are standard equipment. Brake rotors, wheel hubs, bearing assemblies, and calipers are all upgraded to support segment-leading segment-lea ding towing and payload capabilities: conventional towing up to 17,000 pounds, 21,700-pound fifth-wheel towing, and a maximum payload of 6635 pounds in the Silverado 3500HD.
SPECIAL ADVERTISING SECTION
WITH MORE THAN NINETY YEARS OF TRUCK-MAKING EXPERIENCE UNDER ITS I TS BELT BELT, CHEVY ISN’T GOING TO TOLERATE ANY COMPROMISES NOW. in 1918, its seminal Model 490 rode on a passenger-car chassis with beefed-up springs. Customers bought the cargo bodies that suited their needs from independent suppliers. Chevy’s one-ton pickup was also introduced that year with a 37-horsepower engine, an electric starter, full lighting equipment, and a bow-tie badge on its radiator. radiator. From this humble beginning, Chevrolet matured into the brand America turns to when there’s hard work and play to be accomplished . . . without spending a fortune. The arrival of new Silverado HD pickups for the 2011 model year affirms the fact that Chevy is still the go-to source of uncompromised excellence and innovation. In many locales, pickup trucks are the preferred form of family transportation. Although minivans are ideal for trips to soccer practice or the grocery store, they falter if asked to haul a load of firewood or a yard of topsoil. When it’s vacation time and boating is at the cenWHEN CHEVY ENTERED THE TRUCK BUSINESS
ter of family recreation, a full-size pickup truck is the only way to travel. Heavy-duty pickups have evolved evolved into the ultimate tool for hard work and ambitious play. Chevy trucks earned their dedicated following based on a reputation for versatility, longevity, and all-around satisfaction. They enjoy excellent resale value, the highest owner loyalty, loyalty, and a low cost of ownership. When creating a new HD edition for introduction this year, Chevy engineers listened to what their constituents liked about the current models and what capabilities they would need in the future. Then they focused attention on upgrading the Silverado HD’s core attributes. The frame, brakes, suspension, and powertrains all benefit from scores of fundamental improvements. Customers who may never actually see most of this equipment will definitely appreciate a Silverado HD that lasts and performs beyond expectations. Delivering on that promise is precisely what Chevy Chevy means by no-compromise design.
To see video of the new Silverado HD, visit WWW.AUTOMOBILEMAG.COM/SHOWCASE/CHEVROLET
2011 Porsche Caye Ca yenn nne eS Hybrid Smooth sailing.
5
4 1 3
2
BIRMINGHAM, ALABAMA
IRST AN SUV. Then a sedan.
And now a hybrid. It may be another gut punch for purists, but Porsche’s foray into volume products and new segments continues with a hybrid model for the new, second-generation Porsche Cayenne. However, the Cayenne S Hybrid isn’t an overweight Toyota Prius. Both the hardware and the software feature unique—or at least unusual—approaches to hybrid execution. The result is that the Porsche Cayenne doesn’t drive like any other hybrid. Primary propulsion for the most ecient Porsche Pors che SUV is the t he 3.0-liter 3.0-lite r supercharged V-6 borrowed from the Audi S4, here producing 333 hp and 324 lb-ft of torque. As in all automatictransmission Cayennes, power is transmitted to all four wheels through an eight-speed gearbox. An electric motor The Specs // that measures 5.5 ON SALE: Fall 2010 inches long sits just PRICE: $68,675 ENGINE: 3.0L ahead of the torque supercharged converter, raising the V-6/electric hybrid, total output to 380 380 hp, 428 lb-ft hp and 428 lb-ft. DRIVE: 4-wheel The final piece of hybrid-specific hardware is a dry multiplate clutch placed between the engine and the electric motor, and it’s the hybrid Cayenne’s most distinctive feature. The clutch can decouple the V-6 from the rest of the drivetrain, allowing the Cayenne to coast or move under electric power without the drag of a spinning engine.
1 3.0-liter supercharged V-6
2 Power electronics
3 AC moto motorr
4 Battery-cooling duct
5 288-volt nickel-metalhydride battery
Pure electric mode is possible at low speeds and under light throttle applications, but you’ll have to push through the kickdown switch to get the electric motor and the gas engine operating together, unless sport mode is activated. The Cayenne’ Cayenne’ss calling card is a unique mode referred to as “sailing, “sailing,”” also described as coasting or freewheeling. As soon as the driver removes a foot from the accelerator, the gasoline stops flowing and the clutch decouples the engine from the drivetrain, allowing the Cayenne to coast (at speeds less than 97 mph) without using gas or electricity. Only a mile into our drive of the Cayenne S Hybrid, we were already impressed with the powertrain. It’s the hybrid that you’d never know is a hybrid. One trip through the eight gears, and we were blown away by how much it felt like we were driving an SUV with only a supercharged gasoline engine. The transitions from electric to gas-only to electric-boost mode to sailing are barely noticeable unless you’re looking for them. We had to rely on the tachometer and the powertrain display to discern what the complex powertrain was doing. We even had trouble identifying when the hydraulic brakes began assisting th e regenerative braking system, all while staring at an analog gauge that showed exactly when the change happened. Our chief complaint is the slow shift times, whether the gearbox is left to shift on its own or controlled by steering-wheel-mounted buttons. Unfortunately,, the hybrid won’t be oered with some of the Unfortunately Cayenne’s most compelling chassis features, such as an active antiroll bar and a trick torque-vectoring rear dierential, so it’s not quite as fast or as confident in the turns. At 4938 pounds, it’s also the heaviest Cayenne, but it is lighter than last year’s V-8 model. Ocial fuel-economy fuel- economy numbers for the hybrid Cayenne haven’t been finalized, but they’re expected to come in at 20 mpg in the city and 23 mpg on the highway. That won’t make the Cayenne a standout, but it will slot right in the mix of large hybrid and diesel SUVs. The hybrid’s cost premium is exactly $4000 over the V-8 Cayenne S, a price worth paying for those people who appreciate improved fuel economy. Unless you desire the $105,775 Turbo edition or insist on having sporty equipment like the fancy rear di, the hybrid model delivers the comfort, drivability, and — Eric Tingwall performance that a Porsche SUV should.
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2011
Mini Countryman This one’s one’s big. VIENNA, AUSTRIA
HE COUNTRYMAN is big for
Mini—in size, certainly, but even more so in concept. “For Mini it’s a huge step, ste p,”” says Dr. Wolfgang Wolfgang Armbrecht, Mini brand manager. “Four doors, four-wheel drive, a higher seating position. We weren’t sure it was the right direction.” That’s why we’ve been seeing concept versions of this car for the past year and a half, to ready the public for this very dierent Mini. The most obvious dierence is its size; the Countryman exceeds the already-stretched Clubman by more than six inches and the standard
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hatchback by nearly a foot and a half. It’s also four inches wider and some six The Specs // inches taller than the hardtop and rides Cooper S Countryman PRICE: $26,500 (est.) on a 102.2-inch wheelbase (versus ON SALE: Early 2011 100.3 inches for the Clubman and ENGINE: 1.6-liter 97.1 inches for the hatch). turbocharged I-4, The Countryman’s bigger body 184 hp, 192 lb-ft houses considerably more space for DRIVE: Front or 4-wheel people and stu. Four real doors provide relatively easy access—except for the wide sills. The rear bucket seats can comfortably accommodate six-footers; reclining rear seatbacks are a nice touch, but hard, molded plastic door armrests are not. Luggage space, at 12.2/41.0 cubic feet (rear seats up/folded), betters that of the Clubman (9.2/32.8 cubic feet) but is still less than what most
small crossovers provide. Aside from the two-inch-higher seating position, the driver’s environment is familiar. A new center stack groups all the audio controls together (at last!), but it still suers some odd climate controls. The other big departure for the Countryman, of course, is its optional four-wheel-drive system (called ALL4), which adds about 150 pounds and is available on the Cooper S version only. Ordinarily, it sends 100 percent of the engine’s torque to the front wheels, but 50 percent can be diverted to the rear under acceleration or if a wheel begins to slip. The Countryman has updated versions of the current 1.6-liter engines, which other Minis will get as part of their 2011 model-year update. Variable valve timing joins direct injection for the turbocharged turbocharge d Cooper S unit. Output climbs from 172 hp and 177 lb-ft of torque to 184 hp and 192 lb-ft (with overboost). overboost). The
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The Countryman’s optional navigation system can display directions inside the center-mounted speedometer.
base engine adds more muscle, too, going from 118 to 122 hp and 114 to 118 lb-ft. Don’t look for a full John Cooper Works version, although we could see one eventually. As in other Minis, a six-speed manual transmission is standard and a six-speed automatic is optional. The former benefits from new synchronizers and a frictionreducing coating to its shift cables for slicker operation. Other markets get auto stop/start and regenerative braking, but they aren’t coming to the U.S U.S.. because they wouldn’t help the EPA ratings (although they would aid real-world fuel economy, which ought to count, too). The Countryman doesn’t yet have ocial EPA numbers—the numbe rs—the car goes on sale here early next year—but Mini is hoping for a highway figure of 34 mpg. We probably didn’t come close to that mileage during our brief test-drive, when we flogged a Cooper S Countryman (all-wheel drive, manual, no sport package) on a short cone course and a somewhat longer road course—both water-slicked for extra enjoyment. The all-whee all-wheel-drive l-drive system finally puts an end to torque steer in the Cooper S, so we welcomed it for that reason alone. (Unfortunately, ALL4 is not likely to find its way into other Mini body styles.) The turbocharged 1.6-liter pulls nicely, although factory figures indicate that it is, not surprisingly, slower here than in the Clubman or the hardtop. With the manual transmission, the front-wheel-
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drive Cooper S Countryman will get to 62 mph in 7.6 seconds (7.9 seconds with all-wheel drive), against 7.4 seconds for the equivalent Clubman and 7.1 ticks for the regular Mini. The gap grows wider for base-engine Minis, with the Countryman at 10.5 seconds— about a second slower than the Clubman and 1.4 seconds behind the hardtop. Despite its extra height and weight, the Countryman has much of the alert, lively demeanor of other Minis. The electrically assisted power steering is among the best of its type and gets even better given a bit more weighting with a push of the Sport button. Yes, Y es, the Country Countryman man under understeer steers, s, but but stabbi stabbing ng the the brakes brakes can kick the tail out to aid turn-in, provided you’ve switched the stability control into sport mode or o completely. completely. On the high-speed course, we found that you can drift this Mini like a rear-wheeldrive car—so long as your name is Jörg Weidinger. Weidinger has the benefit of being a Mini test engineer for chassis and suspension—oh, and a professional racing driver who has piloted Minis (and other cars) at the Nürburgring’s twenty-four-hour race. The fact that you can carry big drift angles on a wet racetrack probably won’t be a primary criterion for Countryman shoppers. Instead, Mini’s managers say these customers are looking for more interior and cargo space. Previously, they had to leave the Mini brand to get it—which might have been fine if most of them were marching across the street to their BMW dealer, but too many were wandering o to other manufacturers. Whether you think the big Mini is a major mistake or a big idea, that’s the reason it’s here. And once the Countryman reaches showrooms, it’s expected that the biggest Mini will account for the second-biggest share of — Joe Lorio the brand’s sales (after the traditional hatchback).
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The Shine That Attracts™
2011
Infiniti QX56
Keeping it real.
LOUISVILLE, KENTUCKY
F YOU THOUGHT Infiniti was
going to abandon the full-size luxury SUV segment just because most people are segueing toward smaller, more fuel-e fuel-e cient, less ostentatious crossovers, think again: the smell of money is in the air. Ben Poore, vice president of Infiniti Americas, explains: “The bling-bling buyers have left the segment, leaving families.” Rich families at that, he adds: “Our QX buyers are the wealthiest Infiniti customers: many pay cash, 55 percent of them have another luxury vehicle in their garage, and a lot of them tow boats and horse trailers. Our biggest market,” he continues, “is Long Island, and Dallas and Houston are also growing.” Which leads us to conclude that the Infiniti QX56 is the The Specs // o cial vehicl ve hicle e ON SALE: August of the Real PRICE: $57,650/$60,750 Housewives of (RWD/4WD) East Hampton, ENGINE: 5.6L V-8, Preston Hollow, 400 hp, 413 lb-ft DRIVE: Rear- or 4-wheel and River Oaks. But those gals still like their bling, don’t they? Lucky for them, the new QX56 has plenty. Let’s start with the cabin, which is slightly narrower than the outgoing QX56’s because the new QX is based on the Nissan Patrol (not sold here) rather
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Automobile | Aug us t 20 10
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The fender vents are not pretty, but at least the one on the driver’s side actually funnels air to the big, 400-hp, 5.6-liter V-8. These twenty-twoinch wheels are optional; twenties are standard.
than the Armada. This interior has an attention to design detail and material finish that rivals Lexus and even Land Rover. The steering wheel gets a rich helping of wood and hide, the front seats are deserving of the most discerning derrieres, and the center stack is framed by two stitched-leather goalposts. A center console between the heatable second-row buckets (a second-row bench that adds an eighth seat is a no-cost option) is big enough to hold all the detritus that Real Children must tote, and a new tri-zone climate-control system improves airflow for second- and third-row passengers—a nod to the Middle East, where the QX56 is popular. Infiniti’s Around View Monitor, a series of cameras that project a 360-degree view of the immediate surroundings onto the dash, is crucial not only for Real Husbands to back up to boat trailers but also for Real Housewives to slip into tight parking spots when they’re late for mani/pedi appointments.
“
Since the new QX56 is based on the Nissan Patrol Patr ol rather than the Armada, it’s it’s slightly narrower inside, but with 168 cubic feet of interior space, it’s hardly small.
Not that the QX56 should be a late arrival anywhere, since its 5.6-liter V-8—mate V8—mated d to a new new seven-spee seven-speed d automatic—is now the modern unit from the 2011 M56 sedan rather than the old truck engine. With this direct-injected
In Infiniti’s new Hydraulic Body Motion
Control system, part of the $5800 deluxe touring package, the upper chambers of the dampers on one side of the vehicle are cross-linked to lower chambers on the other side, and vice versa. This creates counteracting forces to resist body lean,
minimize roll, and reduce head toss for rear-seat occupants, thereby curtailing motion sickness. QX56s thus equipped have no antiroll bars, so another benefit is greater wheel articulation over rough terrain, in the unlikely event that a QX56 owner should engage low range on the optional four-wheel-drive system and go off-roading.
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With the secondand third-row seats folded, there’s 95.1 cubic feet of cargo space. Ceiling air vents have moved to the outer edges for better airflow. The secondrow center console is a great toy box.
mill under its expansive hood, the 5850-pound QX56 (down 161 pounds) can definitely move. The tow rating is 8500 pounds, and EPA fuel economy now inches toward respectability, at 14 mpg city, 20 mpg highway, and 16 mpg combined. comb ined. Executive summary: The responsive V-8, the rigid body-on-frame structure, and the well-insulated interior are impressive. Steering that’s reasonably precise but devoid of feedback is less so. Perhaps the coolest feature is at once both an indulgence and a potential lifesaver. Connect an air hose to the QX56’s standard twenty-inch or optional twenty-two-inch tires and start pumping. When the tire pressure approaches the correct level, the hazard lights flash; when the correct pressure is reached, the horn sounds. If the tire is overinflated, the system works in reverse as you bleed out air. This is a Really Good Idea that needs to trickle down into cars that Real People drive. — Joe De Matio
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Driven
2011
Ford Shelby GT500 Watch out, Camaro Z28. ALTON, VIRGINIA
HEVROLET HASN’T acknowledged its existence, but
the engineers at Ford’ Ford’ss Special Vehicle Ve hicle Team know know that that a supercharged Chevrolet Camaro Z28 is on its way. That car could be the first direct competitor to the Ford Shelby GT500, as its closest competitors today either come up short on horsepower (Dodge Challenger Challenger SRT8, Camaro SS) or fit into The Specs // an entirely ON SALE: Now dierent class of PRICE: car (Chevrolet $49,495/$54,495 Corvette). To (coupe/convertible) ENGINE: 5.4L combat the supercharged V-8, Camaro Z28 550 hp, 510 lb-ft even before it DRIVE: Rear-wheel arrives, Ford has freshened its hottest Mustang, making it a leaner, more powerful, and more agile muscle car. The biggest change comes as a result of switching from iron to aluminum for the 5.4-liter V-8 engine block. The switch is more dramatic, both on the spec sheet and from behind the wheel, than you might think. Ford claims a substantial weight savings of 102 pounds versus the
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The switch from iron to aluminum for the engine block makes the supercharged 5.4-liter 102 pounds lighter than last year’s powerplant.
old iron block, which clearly was carrying some unnecessary mass. Power climbs ten ponies to 550 hp, and torque is unchanged at 510 lb-ft. Fuel economy rises 1 mpg both in the city and on the highway (to 15/23 mpg), which allows the GT500 to escape the gas-guzzler tax that ensnared last year’s car. A new $3495 performance package lowers the car 0.4 inch in front and 0.3 inch in the rear and features springs that are some twenty percent stier in front and ten percent stier in back. It also includes a shorter, 3.73:1 final-drive ratio; a Gurney flap on the spoiler; and forged aluminum wheels measuring nineteen inches in front and twenty inches in back. The gorgeous, graphite-finish wheels are wrapped in Goodyear’s new Eagle F1 Supercar G:2 summer tires.
E M L A P A L A I L U J
We were given the opportunity to drive the 2011 Shelby GT500 against the 2010 car back-to-back on Virginia International Raceway’s full 3.3-mile course. It wasn’t an apples-to-apples comparison, as the 2011 GT500s were equipped with performance packages, an option that wasn’t oered in 2010. Still, the track time highlighted how removing weight from the front end has altered the Shelby’s character. The 2010 car is significantly more sensitive to how it’s driven. Trail brake or get on the throttle too early, and it’s happy to wag its tail. Take a corner too fast, and the nose-heavy machine will plow toward the outside of the turn. It’s certainly manageable behavior, behavior, but it takes patience and experience to learn exactly how to control this snake. The 2011 car, on the other hand, is much more neutral, requiring more deliberate or more ham-fisted inputs to break its composure. The new car also stays much more stable and level over VIR’s esses and their unsettling camber changes. As with all 2011 Mustangs, the Shelby switches from hydraulic steering assist to an electric motor mounted on the steering rack. The feel isn’t quite as connected when you’re unwinding the wheel, but it’s still a calibration that builds eort naturally and communicates nuances in the road. Most frustrating is the lack of a telescoping column. The engine’s power is predictably awesome. Ford claims that 80 percent of peak torque is available from 1750 to 6250 rpm. Despite that wide band, changing gears is inevitable, so we’d appreciate a lighter shift eort from the six-speed manual. To publicize the engine’s authority, Ford has switched the exhaust system from an X-pipe to an H-pipe configuration,, and the plumbing has configuration increased a quarter of an inch to a 2.8-inch diameter. The result is a note that’s just as raucous as before but oers more burbles and snaps for a livelier personality. The changes made by Ford’s Special Vehicle V ehicle Team Team are quite subtle subtle on the the spec sheet and from outside the car. But from the driver’s seat, they add up to a substantial dierence that makes the GT500’s capabilities more accessible and its handling more predictable. Topped with the cherry of a more aggressive exhaust note, the 2011 Ford Shelby GT500 is a truly meaningful enhancement. Bring — Eric Tingwall on the Z28, Chevy.
By Georg Kacher | Photography by Mark Bramley
HE LEXUS LFA AND the Mercedes-Benz SLS AMG are about as dierent in approach
and ability as a muscular sprinter is from a sinewy long-distance runner. It’s a clash of characters along the lines of a Suzuki Hayabusa sportbike taking on a BMW K1300S, a Moog synthesizer compared with a Steinway piano, or techno music as opposed to Beethoven. This is a little surprising when one compares the almost identical DNA of the two supercoupes. Both cars are front-engined; are powered by high-revving, normally aspirated engines; feature a well-balanced transaxle layout; rely on lightweight body structures; and make do with nonadjustable suspension and steering setups. Despite these conceptual similarities, the way the two cars look, sound, and drive could hardly be more dierent. From a performance point of view, they are so close that the virtual stopwatch inside your head struggles to declare a winner, but at the end of a long day and an even longer night in and around Frankfurt, Germany, one supercar turned out to be fractionally more desirable than the other. Even when these testosterone-laden machines tiptoe through the narrow village streets of the picturesque Odenwald forest region in fourth gear, they come close to doing serious decibel damage. While the high-pitched voice of the Lexus is a constant threat to tired windowpanes, the densely packed roar of the Mercedes puts loose plaster to a real test. Downshift to second gear, and you’ll make cats arch their backs and dogs bark and bristle. The insane intonations of raw power coming from the LFA are particularly distinct. Redlined at 9000 rpm, where the electronic tachometer changes color from snow white to devil red, the V-10 sounds as shrill as a MotoGP bike or a Formula 1 racer. When the wide white wedge appears on the horizon, bystanders pull out their mobile phones, both to freeze-frame one of Europe’s rarest sports cars and to capture its spine-tingling sound track. In tunnels, other drivers inadvertently step on their brakes when the Lexus pilot floors the loud pedal, because the xenon-eyed noiseball in their rearview mirror sounds and looks like a UFO heralding the end of the world. The SLS strikes a chord more minor than major, all bass not tenor, roaring tiger rather than howling wolf. While the LFA misses no opportunity to launch its shrieking, high-pitched backup choir, the car from Stuttgart loves to indulge in a simulated part-throttle misfire that blat-blats like a highly tuned American muscle car from the 1960s.
The transmissions fitted to our two warriors are far apart in both concept and personality. Mercedes pairs its V-8 with a seven-speed, dual-clutch automatic that reduces power interruption during fullthrottle upshifts to virtually zero. There are four shift patterns to choose from: C for controlled eciency, S for sport, S+ for sport plus, and M for manual. In S+, the black box automatically blips the throttle during downshifts, holds the gear through fast corners, downshifts early, and upshifts late. We tried the manual mode for the first part of the route but found no real need to work the steering-wheel-mounted paddles, because in S and S+, one step on the throttle is all it takes to summon a lower ratio. The interaction is beautifully intuitive and sensationally speedy. There is no doubt that the single clutch that drives the six-speed automated manual transmission is the Achilles’ heel of the Lexus. Gearchanges are controlled via paddles attached to the steering column, where you can find them even with the wheel at full lock. There are four available shift patterns: Auto, Sport, Norm, and Wet. Auto is slow, jerky, and out of sync with the car’s focused dynamics. Norm is exactly that— normal—so we found ourselves driving in Sport most of the time. To complicate matters, there’s a choice of seven dierent shift speeds ranging from a whiplash 0.2 second to an almost lethargic full-second gear swap that still can’t match the smoothness of the Mercedes. Nice touches include a tachometer that changes color from black to white as soon as you activate sport mode and paddles with contrasting shift weights: it’s featherlight for upshifts, but downshifts require a high-eort tug. So far, so good. Unfortunately, the mechanical execution isn’t in line with the brand’s premium-quality, total-functionality image. O-the-line clutch engagement varies from rough on level surfaces to wah-wah wailing on inclines.
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The modern Gullwing’s somewhat cramped cabin includes lovely materials, controls for Mercedes-Benz’s first dual-clutch automatic transmission, and design elements inspired by aircraft. An eleven-speaker Bang & Olufsen sound system and carbon-fiber trim are optional. ■ The SLS AMG’s top speed is 317 kph (197 mph). So how did our photographer snap a shot at 360 kph? It’s not Photoshop trickery—the speedometer needle pegs itself when you turn on the car’s ignition. ■ The wing on the trunk lid automatically raises at 75 mph or at the touch of a button. ■ The 6.2-liter V-8 is mounted almost completely behind the front axle.
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Like the Nissan GT-R, the LFA struggles through tight and slow uphill bends, where torque delivery is anything but smooth. There is a fair bit of clickety-clonk of clickety-clonk noise involved, too, and the occasional whi of overheated friction material wafts through the cabin. Maneuvering the Lexus is reminiscent of driving Ferraris with early F1 automated manual gearboxes. To switch from drive to reverse, you must first pull both paddles to engage neutral and then reach for a small toggle to the left of the instrument panel to trigger a change of direction. Don’t rush, or you’ll have to repeat the sequenc sequence e even if tra t rac is rapidly approaching. The SLS boasts a small joystick-type drive-by-wire gear selector with a squared-o T-handle instead of a conventional transmission lever. To engage reverse, push the handle forward, pull it back to engage drive, and hit the button marked P to lock the wheels. Angled to the left is the AMG Drive Unit that is also found in the SL63 and the E63. The keyboard contains five round buttons that control transmission mode, engine start/stop, stability control, the rear wing, and AMG (to store your favorite settings). Last but not least, there’s the familiar Comand system that provides access to communication, navigation, and entertainment functions. A similar setup can be found in the LFA. As in other AMG cars, the SLS oers performance-oriented in-dash readouts for coolant, engine-oil, and gearbox-oil temperatures; the stability control setting; and the most recent lap and trip times. Above the two large main circular gauges are LED shift lights with one amber warning at 6900 rpm and two red dots that come on at 7100 and 7200 rpm, but only in manual mode. The LFA cockpit looks and feels even more special than the cabin of the SLS. The starter button is conveniently placed on the carbon-fiber steering wheel, which boasts a squared-o bottom and two broad horizontal spokes with thumb rests. The LCD instrumentation features a large, round rev counter, a relatively small digital speedometer, and your choice of secondary readouts. You can summon the fuel, oil, and water gauges as well as a trip
computer, a lap timer, a tire-pressure monitor, and more. The seats are comfortable, supportive, and generously adjustable. Subjectively at least, the LFA feels a little roomier than the SLS, which combines C-class-style switchgear with instruments that are unique to the model, plenty of leather, and a high level of fit and finish. The gull-wing doors are true attention grabbers, but they’re no more practical than the front-hinged apertures preferred by Lexus. In both cars, a glance in the mirror at autobahn speeds gives you a look at an imposing tail wing that extends automatically to increase downforce and stability. The luggage compartment of the Mercedes holds a fairly useful 6.2 cubic feet, feet , but Lexus doesn’t bother to quote a number for the LFA. The LFA tips the scales at 3460 pounds; the heavier SLS has a curb weight of 3573 pounds. pounds. We aimed for Karlsruhe on the A5 autobahn, which typically is 150-mph-plus terrain— but not today. Road construction, speed limits, and congestion slowed us down to 100 mph most of the way. Only twice was there an opportunity to knock on 150 mph, and we never saw the LFA’s claimed 202-mph top speed, nor the 197 mph the SLS is reportedly capable of reaching. But having driven both vehicles on prior occasions, I know that the Lexus takes a little longer than the Mercedes to reach its terminal velocity. We can also confirm that the Benz’s displacement advantage—6.2 liters versus 4.8 liters—and its 479 lb-ft of torque versus the LFA’s 354 lb-ft give the German contender a noticeable edge when it comes to midrange acceleration. This impression is reflected by the torque peaks, which occur at a lofty 6800 rpm in the LFA and 4750 rpm in its rival. Without question, Lexus’s V-10 needs to be revved much harder than the AMG V-8 to deliver deliver,, which takes some getting used to. Even at a yelling 6000 rpm, you’re only two-thirds of the way to the LFA’s rev limiter, and the inferno becomes more intense with every incremental 1000 rpm. The AMG V-8 is redlined at 7200 rpm, but the last few hundred revs seem to do more for your ears than for forward progress. Although the winding roads through
Not only does the LFA’s LFA’s interior feel more spacious than the SLS’s, it also looks and feels more special. s pecial. If occupants, seated in their cocoonlike chairs, somehow get s ick of hearing the high-strung V-10, V-10, an optional twelve-speaker Mark Levinson stereo can flood the cabin with sound. ■ The LFA’s taller wing deploys at 50 mph; it can be raised with a switch, too, but only when the car is parked. ■ An LCD gauge cluster offers drivers lots of information, but the tachometer always dominates. ■ Like the Benz’s powerplant, the Lexus V-10 V-10 utilizes dry-sump lubrication to allow it to be placed lower in the car. Despite its two extra cylinders, the LFA’s LFA’s engine displaces 23 percent fewer cubic centimeters. Aug us t 20 10 | Automobilemag.com
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PRICE $183,000 ENGINE 32-valve DOHC V-8 DISPLACEMENT 6.2 liters (379 cu in) HORSEPOWER 563 hp @ 6800 rpm TORQUE 479 lb-ft @ 4750 rpm TRANSMISSION 7-speed dual-clutch automatic DRIVE Rear-wheel STEERING Hydraulically assisted SUSPENSION, FRONT Control arms, coil springs SUSPENSION, REAR Control arms, coil springs BRAKES Vented discs, ABS TIRES Continental ContiSportContact 5P TIRE SIZE F, R 265/35YR-19, 295/30YR-20 L x W x H 182.6 x 76.3 x 49.3 in WHEELBASE 105.5 in TRACK F/R 66.2/65.0 in WEIGHT 3573 lb EPA MILEAGE 14/20 mpg
G ACCELERATION M 0–60 mph 3.8 sec A 0–100 7.7 S 0–110 9.1 L 0–120 10.6 S 0–130 12.4 0–140 14.5 z 1/4–mile 11.7 sec @ n e 127 mph B - BRAKING s 70–0 mph 152 ft e CORNERING d L 0.98 g e R 1.02 c r SPEED IN GEARS e 1 47 mph 2 73 M 3 4 5 6 7
98 124 155 190 197
The SLS is a powerboat for the road, a mighty mauler that evokes fond memories of a brand’s glorious past. The LFA is heart-stoppingly pretty and very nicely put together, a street racer for track days and early mornings.
PRICE $375,000 ENGINE 40-valve DOHC V-10 DISPLACEMENT 4.8 liters (293 cu in) HORSEPOWER 553 hp @ 8700 rpm TORQUE 354 lb-ft @ 6800 rpm TRANSMISSION 6-speed automated manual DRIVE Rear-wheel STEERING Electrically assisted SUSPENSION, FRONT Control arms, coil springs SUSPENSION, REAR Multilink, coil springs BRAKES Carbon-ceramic vented discs, ABS TIRES Bridgestone Potenza RE050A TIRE SIZE F, R 265/35YR-20,305/30YR-20 L x W x H 177.0 x 74.6 x 48.0 in WHEELBASE 102.6 in TRACK F/R 62.2/61.8 in WEIGHT 3460 lb FUEL MILEAGE 13/19 mpg (est.)
A ACCELERATION F L 0–60 mph 3.9 sec 0–100 8.0 s 0–110 9.7 u x 0–120 11.2 e 0–130 13.1 L
0–140 15.6 1/4–mile 11.8 sec @ 126 mph BRAKING 70–0 mph 154 ft CORNERING L 1.04 g R 1.06 SPEED IN GEARS 1 51 mph 2 75 3 102 4 133 5 169 6 202
An academic one-tenth of a second separates the two cars in the 0-to-60-mph sprint. the Odenwald are pure bliss for committed drivers, the speed on the best bits is restricted stric ted either eit her by law or by heavy tra c. In this roller-coaster habitat, where tight radii and narrow blacktop prevail, the Lexus benefits from its more compact dimensions and lighter weight. The Mercedes is not only a touch wider and a substantial 5.2 inches longer, it also has a phallic snout that positions the driver farther back in the aluminum spaceframe cradle. In the carbon-fiber Lexus, you sit between the axles and are thus closer to the front wheels, which supports the buttto-brain interface. The front/rear weight distribution is almost identical: 48/52 percent in the Lexus, 47/53 in the SLS. In our tests, these two supercars are separated by one-tenth of a second in the 0-to-60-mph sprint, where red eclipses white by completing the task in 3.8 versus 3.9 seconds. In actuality, it’s all down to tire wear, tire temperature, surface quality, and launch success. Both vehicles must shift once before they exceed the 60-mph mark, and even after a dozen or so fullthrottle side-by-side sprints, the results were pretty much a dead heat. The electrically assisted power steering of the Lexus takes 2.4 turns from lock-tolock, about 0.4 turn less than the hydraulically boosted rack-and-pinion device fitted to the Benz. The helm of the LFA feels light 60
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and communicative, quick and responsive. The SLS has meatier steering, with slightly stronger self-centering action, but turn-in is equally attentive and feedback doesn’t deteriorate on poor tarmac or when you wind on more lock. Both stability control systems oer an intermediate sport setting—the Lexus setting deactivates traction control; the Mercedes raises the intervention threshold. On public roads, that’s all it takes for a gentle nudge of power oversteer at the exit of an open bend. On the track, you can remove the safety net completely, thereby clearing the stage for tail slides lurid enough to qualify for the next national drift challenge. In the LFA, the steering makes the car feel light and nimble and chuckable, but even the heaviest right foot must first get used to
the sky-high revs required to smoke the tires. In the SLS, the balance between steering and throttle is more natural and better weighted. At very high velocities, the Gullwing needs fewer corrections to maintain a steady line, but it is more easily irritated by long undulations and sharp expansion joints. With some 5700 miles on the odometer and a long weekend at the Nürburgring Nordschleife under its belt, our preproduction Lexus felt a little loose and tired. Although fitted with standard carbonceramic discs, it could have done with fresh brake pads to smooth the grinding noises and the rather rough response. The SLS was also equipped with carbon-ceramic brake rotors—optional in its case—which decelerate the coupe about as eectively as the thrust reverser of a jet engine. But it’s not only the sheer stopping power that impresses, it’s also how the car copes with split-friction turf, hot brake discs, and wet pavement. Despite its substantial size and weight, the SLS will actually outcorner most other sports cars on the planet. Although the numbers may tell a dierent story, the commendably progressive SLS feels as though it pulls more lateral g’s than the LFA, which is hindered by a slight frontto-rear grip imbalance and a more brittle suspension. On the racetrack, this is rarely an issue. But through patchwork corners,
the Lexus feels busier, more nervous, and less stable. In these conditions, which can also apply on ancient autobahn sections, a little more compliance would probably make a big dierence. The city center of Frankfurt is crammed with towering glass cubes built by the banks before Mr. Lehman fell ill and infected his brothers. In the early hours of the morning, the streets around the main station were still busy with amber taxis chasing late barflies, with blue-over-silver police cars on the prowl, and with two outof-place supercoupes worth a combined $560,000. We We were looking for bright neon lights, colorful cliques, and cheerful admirers for that final bit of metropolitan action. It didn’t take more than a pair of open gull-wing doors and an impromptu V-10 concerto to draw a very mixed crowd of scantily dressed ladies and chain-smoking scarfaces who probably never remove their sunglasses or their shiny jewelry. There wasn’t an LFA customer in sight—they were presumably in a far less seedy part of town—because Lexus screened all interested parties before allowing them to sign a two-year lease contract. When the lease expires, the lucky 500 will be allowed to purchase the vehicles, a move that might delay gray-market action but won’t prevent it. There might be the odd drug baron or the occasional
Lolita merchant among the 500 or so SLS clients Mercedes intends to serve this year, but since the car is sold out globally deep into 2011, getting one quickly will likely cost you dearly. Before we headed for the hotel at 4:30 in the morning, we took every opportunity to evaluate, test, savor, sample, and then decide. So, what would I buy if I had the means and the choice—the 553-hp Lexus or the 563-hp Mercedes? The LFA is a limited-edition, high-tech item that is heart-stoppingly pretty and very nicely put together, a street racer for track days and early Sunday mornings. The SLS is a powerboat for the road, a mighty mauler that evokes fond memories of a brand’s glorious past, a surprisingly practical and highly visible tool for the
dedicated driver. Both cars are honest and straightforward, classy and competent, intriguing in the way they present themselves and perform, dynamically focused, and deeply rewarding. The final choice could come down to personal preferences, such as the more modern Lexus exterior and interior or the more practical packaging of the Mercedes. But as should be the case when you compare two such evenly matched machines, the real deciding factor hides beneath the skin. The Lexus LFA is let down by its transmission, and it is, albeit to a lesser extent, handicapped by the need to rev its melodious engine to more attention-getting volumes than the more relaxed, bigger-bore V-8. V-8. In all other departments, it’s a very close decision. I could quite easily live with the LFA’s less compliant suspension, and if this was toy number six or seven, even the screaming engine wouldn’t matter that much. But the clutch does, because it’s at odds with what the halo car of the brand should deliver: ultimate quality in every respect. The Mercedes-Benz SLS AMG, on the other hand, establishes a credible link to its maker’s F1 and DTM racing eorts. And it proves, fifty-six years after the original Gullwing and only weeks after the final production run of the SLR McLaren, that Mercedes still knows how to make a supercar. AM Aug us t 20 10 | Automobilemag.com
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Photography by Brian Konoske
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ost right-minded people agrî that the Ford Raptor is a swît ri de. However, as much as I admire are destined for the Border Patrol. But the Yuma Fox Racing suspension compoCounty Sheri’s Department is one step ahead. nents, flared fenders, and masSoon after the Raptor hit the street, Major Leon sive o-road tires, you’ve got to Wilmot of the Yuma County SD caught a look at it admit that the Raptor’s talents running Baja on TV. “I said, ‘We’ve got to get one of are on the esoteric side. O-roadthose,’ ” Wilmot recalls. So S o he wrassled up u p some ing is a pretty niche hobby in the first place (despite Department of Homeland Security dollars through a what Land Rover and Jeep would have you believe), program called Operation Stonegarden and made it and the F-150 SVT Raptor is designed for a specific happen. The Yuma sector of the U.S. Border Patrol has kind of o-roading—high-speed desert-running. And six more Raptors on the way, but at the moment, the who really does that on a regular basis? Yumaa sheri has the only one, the baddest Yum baddest police police truck The U.S. Border Patrol, that’s who. Most of the north of San Luis Río Colorado. U.S./Mexico border is an arbitrary line across the desWhich is actually where I find myself at the moert, and we haven’t gotten around to paving much of it. ment, driving beside the longest fence you’ve ever Which means that the people tasked with patrolling seen, accompanied by Wilmot and a former narcotics that border are basically professional o-roaders. They ocer named na med Jimmy. Jim my. I’d contacted conta cted Wilmot a few might see pavement in the morning when they leave weeks before to see if I could accompany the Yuma the house and again when they head home, but in the police Raptor on desert border patrol. In the interim, interim they’re driving across dunes, hard-packed Arizona passed a mildly controversial immigration law sand, and dry riverbeds—basically prerunning the Baja that you may have heard about. So it’s an interesting 1000, 365 days a year. These people need Raptors. time to be on border patrol in Arizona. Unfortunately for them, they don’t have any. Yet. Now, on any mission that includes the possibility Without getting into the arcane details of government of shoot-outs and bandits, you’ve got to choose the procurement procedures, it seems that there was some proper equipment. To To that end, I paid careful attention kind of a problem with the Raptor’s leather interior— to my choice of vehicle. The only way I could keep up the gub’mint couldn’t buy trucks with fancy cowskins with a Raptor, I reasoned, was with another Raptor. inside, and Ford didn’t build Raptors any other way. So that’s what I’ve got—a 5.4-liter V-8 model in an They got the situation resolved, and a batch of Raptors orange-red hue that is approximately the color of a Aug us t 20 10 | Automobilemag.com
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Clockwise from right: A safety beacon out in the far reaches of the desert; evidently, Mazda sedans are not ideal off-road vehicles; Wilmot breaks out the binoculars; the Raptor’s police livery.
nuclear explosion. We won’t be sneaking up on anybody. Truck cred established, I was still worried that the Yuma cops would perceive me as some kind of East Coast city slicker who wouldn’t know a rattlesnake from a bolo tie. So I bought a cowboy hat at a Yuma Yu ma gas station (in Yuma Yuma,, you can buy cowboy hats at gas stations), and I’ve got my aviator sunglasses, which Jimmy approvingly refers to as “cop shades.” Finally, knowing that my hairless upper lip won’t cut it out here, I’ve brought prosthetic assistance—an array of Mustache Party– brand fake mustaches. The Bandit model, in particular, nicely complements my cop shades and cowboy hat. I feel like I want to draw on someone, shoot the gun out of his hand, and then say, “I was justified.” Too bad the paperwork I filled out back at the station explicitly prohibits civilians from packing weapons in police cars. So I don’t have a gun, although I did look into 66
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getting one—a local dealer boasts that it specializes in “politically incorrect black guns with extended magazines.” Damn straight. Yuma isn’t buying those new politically correct guns, with their recycled bamboo stocks and fair-trade ammo. In any case, it appears that the Yuma police Raptor is all set when it comes to firepower. I’m in the passenger seat, and behind me is a vertical rack that holds a semiautomatic .223 rifle. Riding shotgun to the rifle: a shotgun. Perhaps more important than both, the truck’s radio system can summon the mighty ordnance of the U.S. government. Apache attack helicopter, anyone? But in the Grand Theft Auto hijinks of the Mexican/American border, even an Apache might not save the day. “Before the fence went up,” Wilmot says, “there was a big problem with tractor theft. The farms go right down to the border, and the farmers leave their tractors out in the fields
at night.” This led to problems, because what a tractor lacks in speed, it makes up for with a certain unstoppability. “We had an Apache fly down and get right in front of a stolen tractor that was heading for Mexico, but he wouldn’t stop. He was going to ram the helicopter, so they had to let him go.” Tractor chicken? Apparently, Mexican farm-equipment thieves take their cues from the iconic Kevin Bacon Footloose.. film Footloose film Right now, we’re close to civilization. San Luis splits the border, with most of the town on the Mexican side—which is a problem, because the people on the south side of town are not huge fans of the Border Patrol. That’s why the trucks down here have some extra modifications. “I want to show you a War Wagon,” Wilmot says as we cut down toward the Colorado River. Jimmy and photographer Brian Konoske follow in the civilian Raptor. Wind whips the dust in thick clouds, pasting everything with grit. Parked in the middle of this tableau is a Border Patrol Chevy Silverado 2500 with metal grates and mesh over the windshield and side glass. “People throw things over the fence,” explains the major. “Like rocks.” “And dirty dirt y diapers,” says Jimmy Jimmy.. “And balloons filled with chicken blood,” adds the Border Patrol guy stationed here. The wind whips the sand into my eyes, nose, and ears. A portable light tower rests nearby, awaiting nightfall. It’s called the Nightbuster 4000. I imagine it’s probably a big step up from the Nightbuster 3000. Just the thing to spot those incoming chicken-blood balloons. Maybe later they can use it to look for Konoske’s hat, which the wind rips o his head and tosses straight into Mexico, providing a nice moment of levity for everyone. As charming as San Luis is, we haven’t really seen the Raptor in action yet, so I’m itching to hit more rural terrain. We don’t have to go far. As we head east out of town, the fence on our right, the graded dirt road morphs into pure desert. There are tire tracks, but this isn’t what you’d call a road. Nonetheless, we fall into an easy 60-mph cruise. crui se. To our right, righ t, we can see s ee tra c on Mexico’s Highway 2, just a couple hundred yards away. We’re keeping pace, even though we don’t have the benefit of a road. This is the Raptor in its element. “With our other trucks, we’re tearing up shocks, suspension, skid ski d plates,” Wilmot Wilmot says. The Raptor, though, is designed
precisely for this mission—high-speed desert recon. In fact, deputies take an oroad driving class where they learn how to take advantage of the Raptor’s o-road talents, preferably without destroying it. “We call this truck the career-ender,” Wilmot says. “You mess this thing up— your career’s over.” We keep heading east, deep onto the Barry M. Goldwater Range. Wilmot’s map of the area points out that there are a few hazards for travelers around here. For one thing, the average high temperature in the summer is about 105 degrees. Also, unexploded warheads litter the area (a photo on the map shows what looks like a small missile stuck in the side of a cactus). And there are abandoned mines, scant fresh water, and, of course, a colorful variety of on-the-go drug smugglers, human traffickers, and other ne’er-do-wells. Further, the map warns that, “If a road is impassable imp assable because of flooding, mud, moon dust, or a lawful closure, turn back.” That’s right, moon dust. Did I mention that the main
thoroughfare through this terrain is a trail called El Camino Del Diablo, or The Highway of the Devil? Well, it is. But we’re on no highway whatsoever when we come to the burnt-out hulk of a car sinking into a dune. Based on the shape of the roofline, I guess that it’s a Dodge Shadow, but what’s left of the engine indicates that it’s a Mazda. Probably an old 626. I ask the major how a car got out here. “Well, before there was a fence, people would just drive in from Mexico,” he says. And, if they were driving a Mazda 626 through the desert, apparently they would not get very far. Believe it or not, cars still manage to get through the barrier. “They’ll park a car carrier on the other side of the fence and use it as a bridge to drive over the top,” Jimmy says. That strikes me as pretty ballsy, but it’s far from the only trick. “They’ll come out with a welder and cut a door into the fence, complete with hinges,” Wilmot says. “We’ve seen them remove a real Normandy barrier and replace it with
a Styrofoam look-alike, so they can just move it aside whenever they want.” Getting past the fence on foot is much more straightforward, but out here, the question becomes: then what? You’re miles and miles from anything. This area is so remote that there are actually safety beacons scattered around the range, intended for Mexicans who’ve decided that it’s better to get arrested than die of heatstroke. The beacons feature a big button that you push to alert the authorities, but even then a sign warns that it could be an hour before anyone shows up. I suspect that the law would get there sooner than that, though. As we approach what is evidently a new area, a Border Patrol truck comes roaring toward us. “We must’ve tripped a sensor,” says Wilmot. I ask what kind of sensor we might’ve tripped. He doesn’t elaborate. When the Borderr Patrol o cer pulls Borde pu lls alongsid alo ngside, e, he gets out to scope the Raptor. “This thing’s a mule,” he says, gesturing to his Silverado. “It doesn’t have as much power as the 2006s we had.” I’m guessing that the older trucks had the discontinued 8.1-liter bigblock, which put out 330 hp and, more important, 450 lb-ft of torque. The new 6.0-liter makes 360 hp but significantly less torque. Which must make a dierence when you’re slogging through sand dunes
Top: The Operation Stonegarden Raptor runs alongside the fence. Above: An unusual sight out on the dunes—a rearview mirror filled with police truck. Aug us t 20 10 | Automobilemag.com
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Even where the terrain is smooth, choking sandstorms and blazing heat make the border brutal on trucks. The Raptor has held up well enough that the Yuma Yuma County Sheriff’s Department just ordered a second one.
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all day with an air-conditioned jail stuck in the pickup bed. Greetings concluded, we continue on our way, again at a high rate of speed. I’ve taken the wheel of our civilian Raptor (probably to Jimmy’s dismay, since he seemed to be enjoying it) and find myself amazed at the ease with which this thing soaks up flinch-worthy obstacles— you keep flinching, but then it just glides on its way. You start to feel invincible. And that’s always a bad way to feel, in the long run. Soon enough, I go too hot o a whoop and bottom out the skid plate with a vertebrae-rearranging crash. When you manage to bottom the suspension on a Raptor, you need to take a time-out to contemplate the law of gravity and how it applies to a 6000-pound truck, tricked-out suspension or not. We stop for a break, and Jimmy and the major hold court on the topic of cutting sign. “Cutting sign” is the lingo for tracking footprints. It’s a big part of border patrol work. The Stonegarden Raptor has LED lights under the running boards that shine down at an angle, illuminating footprints in the sand. Of course, once you find some footprints, the truck also has a FLIR—Forward Looking Infrared—night-vision display built into the passenger-side sun s un visor. (“Yo, dawg, I pimped your Department of Homeland Security vehicle so it can see in the dark.”) The Border Patrol trucks routinely drag tires along the fence, smoothing out the sand so that any new footprints will be instantly noticeable. Cutting sign still sounds like an art, though. “When you first learn how to do it, the old-timers
make you take o one of your boots,” Jimmy says. “Then they carve your initial in the heel, so you’ll know when you’re tracking yourself.” Of course, every action has a counteraction. I say that I’d get some deer hooves and strap them to my feet. “People strap foam to their feet,” Wilmot says. “But you can still track them.” Jimmy tells a tale about a deputy who took o his boot and hopped from the fence o into the desert to prank the Border Patrol guys, who set o in pursuit of a one-legged illegal alien. That sounds sort of like an urban legend, but it’s still a funny image. We continue, ever deeper into the desert. The scrub brush and dunes give way to low mountains, saguaro cacti, and a sprawl of blooming flowers. It’s quite beautiful. This would be a great place to go camping, except for the whole unexploded ordnance/bandits/heatstroke thing. We’re so far out now that the Border Patrol trucks
we encounter are strictly diesel, because there’s nowhere to refuel. One Border Patrol Ford F-250 Power Stroke that rumbles past has remote-reservoir Fox Racing dampers on the front axle, but a Raptor it’s not. As it heads o over the washboard, I see the cab shaking like an unbalanced washing machine—which, according to the map, it’ll be doing for quite some time. We’re at least forty miles from the nearest road. Out here, the fence has gaps, since it would’ve been impractical to build it over the craggy mountains. I walk to the end and peek around the corner, into Mexico. “I used to wonder why they bothered with a fence if you can walk around it,” Jimmy says. “But it keeps out vehicles. And it funnels the people on foot into certain spots, so they’re easy to track.” Maybe it’s hard to avoid getting caught once you’re on U.S. soil, but the act of getting across seems pretty easy—back by the fields near the river, it’s about a one-
minute swim. So I’m perplexed by stories of how Mexicans pay thousands of dollars—from $1000 to $3000, according to Wilmot—for smugglers to get them across. “They’re not paying to get into the U.S.,” Wilmot says. “Because the smugglers usually just bring them to the other side of the river, rob them, then leave them to get arrested. What they’re paying for is protection on the Mexican side, to cross in a particular guy’s territory.” Well, that doesn’t sound like a great deal. “OTMs pay even more,” he says. I ask what an OTM is. “ ‘Other Than Mexican. Mexican.’’ Chinese, South Americans, anyone else trying to get across the border.” To my relief, we encounter NOTA, none of the above—at least, not as far as we know. All we saw down by the fence were Border Patrol trucks, but it turns out that the smugglers have a new trick: using cloned Border Patrol trucks to drive into the U.S. But for that ploy to work, their trucks would have to match the ones that the Border Patrol actually use. Which means that the agents in the Yuma sector probably aren’t the only ones waiting, impatiently, to get behind the wheel of the fastest truck in the desert. AM
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D
EC ADE S FRO M NOW, when when so some me clever doctoral candidate writes his or, more likely, her dissertation about the
history of women in sports, the 2010 Indianapolis 500 may be cited as a watershed moment. The scene was Pole Day, a week before the
Simona De Silvestro hopes to be the first female racer to make make people forg forget et she’s not one of the boys. By Preston Lerner Photography by Tony Valainis
race. Shortly after a disappointing qualifying eort, Danica Patrick complained about her ill-handling car during an interview broadcast over the trackside P.A. system. Patrick is racing’s It Girl, the most recognized face and best-known body in IndyCar racing, thanks to her exposure in Sports Illustrated’ s swimsuit issue. Yet the crowd responded by booing her lustily, with all the bitterness of a jilted lover. But that wasn’t the watershed moment. No, that came a few minutes later when a twentyone-year-old Swiss rookie by the name of Simona De Silvestro outqualified Patrick for the fifth time in six IndyCar races this season despite making her run in the heat of the afternoon—the most diabolical conditions she’d ever experienced at racing’s most daunting circuit— and taking to the track immediately after the previous driver had crashed during his run.
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De Silv Silvest estro ro and and her father, Pierluig Pier luigi, i, who who perche per ched d his his daughter in his lap for a spin in a go-kart go-k art whe when n she she was four. “The first time she drove herself,” he recalls, “I was astonished. Her lines were perfect perf ect.. She She was was a natural.”
“Think about the mental toughness that requires,” her race engineer Michael Cannon says. “We’d drawn a terrible qualifying position. It was hot. Another car had just splattered against the wall. And we’re telling her to go flat into turn 1—230.5 mph before turning in. Well, o she went.” And qualified solidly at 224.228 mph. “She’s bloody good,” Cannon says in the team’s garage in Gasoline Alley, two days before the Indy 500. “I’d be very surprised if she doesn’t win championships.” De Silvestro is the anti-Danica, bubbly rather than sultry, a tomboy rather than a sex kitten, less sizzle, more steak. Janet Guthrie was the first woman to race at Indy, back in 1977, and Lyn Saint James carried the feminist torch during the ’80s and ’90s. In 2002, Sarah Fisher became the first woman to qualify on the pole for an IndyCar race. Then, two years ago, Patrick scored the first, and so far only, IndyCar win for a female driver. Now, De Silvestro—the winningest female driver in Formula Atlantic history—is poised to achieve the biggest first of all: she could become the first female racer (outside of drag racing) whose gender doesn’t matter. This isn’t to say that De Silvestro is androgynous. Although it’s often noted that her ears aren’t pierced, she seems like a perfectly typical young woman who smiles a lot, laughs easily and often, and can be girlishly silly. She shrieks when she spots a spider, and she’s seen the chick flick Twilight seven times. But what sets her apart from those who came before her is that she’s not a woman racer who happens to be seriously quick. She’s a seriously quick racer who happens to be a woman. “Before I worked with her,” says her driver coach, Bob Perona, “I thought she was just another girl race car driver. After I started working with her, I knew she was going to be very good. But she’s turned out to be great. She’s the whole package. She’s got the talent. She’s got it mentally. She’s got it emotionally. I don’t think there’s anything she can’t do in a race car.”
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e Silvestro is one of those preternaturally gifted athletes who excel at every sport they pick up. She won her first ski race when she was three, was a top regional fencer at age four, and played championship tennis not long after that. Considering that motorsports were banned in Switzerland in 1955, racing wouldn’t have seemed to be in her future. But her father, Pierluigi, was a car dealer who also did driving instruction at tracks in Italy, France, and Germany, and his daughter was born with racing in her DNA. “When I was a baby, my dad says I was quiet only when I watched Formula 1 on TV,” she says. “When I was four, he did a go-kart demonstration, but I couldn’t reach the pedals, so I cried the whole day. By the time I was nine or ten, I knew that racing was what I wanted to do, and my whole life has been about it. Driving open-wheel race cars has always been my goal. I really never had anything else in my head.” When she was seven, De Silvestro won the first kart race she entered—in the rain. When she was eleven, her father let her drive his Porsche 911 GT3 at Hockenheim, sitting on a pillow, and she got it up to 135 mph before he ordered her to slow down. At sixteen, she graduated from karts to Italian Formula Renault. The De Silvestros didn’t have enough money to pay for a second season in Europe, but with the help of friends, family, and an American sponsor, they put together a Formula BMW program in the United States. At seventeen, halfway through the Swiss equivalent of high school, De Silvestro moved to Indianapolis. She didn’t know anybody and barely spoke English. But she was already fluent in the language of speed. She won once, made the podium repeatedly, and went into the last race of the season with a shot at the championship. The title eluded her, but her pace earned her a propitious meeting with an entrepreneur by the name of Imran Safiulla. Safiulla had been involved behind the scenes in open-wheel racing for several years. But in De Silvestro, he saw a unique opportunity to do something that had never been done before— orchestrate the career of a female driver who wasn’t defined by her gender. He became De Silvestro’s manager, big brother, benefactor, deal broker, father figure, marketing maven, and moral compass. “Racing is dominated by alpha males, and it objectifies women,” he says. “When you see a woman in racing, she’s usually in tight knickers, holding an umbrella. We’re not promoting a feminist agenda, but we’re trying to promote gender equality. Danica has opened the door, but she’s chosen a path that, in my opinion, is
slightly easier because she’s leveraging her sensuality. Simona won’t be doing any [innuendo-laden] commercials. If she’s selling a road car, she won’t be lying on the floor in front of it in a bikini.” That said, nobody’s going to mistake De Silvestro for Patrick. De Silvestro is fresh-faced, disarmingly open, and delightfully eager to please, but she looks more like an athlete than a runway model, and there’s none of the diva in her. “She’s my same brand— the girl next door,” says Fisher, who was the IRL’s poster child before Patrick arrived. “She’s a really great girl, and you could take her anywhere. She could fill my shoes pretty easily.” Safiulla insists that his goals for De Silvestro are—his words—a vision statement rather than a sales pitch. But he’s also trying to create a brand with broad commercial appeal. “This is a chance to deliver merchandise to a consumer market that doesn’t have a voice,” he says. “Of course, you can talk about this until you’re blue in the face. But until you are standing on the podium, the credence is not there. She has to win races.” De Silvestro’s confidence was shaken during her first year with Safiulla, in the supercompetitive Atlantic series. The next season, she won the first race of the year—the same weekend that Patrick scored her IndyCar victory—before her performance plateaued, so Perona was brought in to unlock her innate talent. “She was fast but inconsistent,” he recalls. “She’d come back from a session and spew information, 1000 miles per hour in semibroken English. But I realized that I could really push her, so I started cracking the whip.” Last year, De Silvestro won four races, all from the pole, and was leading the Atlantic championship until she was punted into a tire barrier in the season-ending race. With nothing left to prove in Atlantics, Safiulla arranged a test at Sebring in an Indy car campaigned by HVM Racing. She’d never driven anything remotely as powerful as the Dallara-Honda, but that didn’t dissuade her from lighting up the rear tires as she left the pits for
the first time. tim e. “You “You always have to show o a little lit tle bit,” she explains with a contagious laugh. Keith Wiggins, HVM’s phlegmatic team owner, raised an eyebrow as he watched her slither o. But he figured it would take her time to get up to speed, so he climbed into the trailer to grab a cup of coee. “While I was inside,” he says, “I could hear her down the back straight. Christ, she was on it! I had to get back out there, as much out of concern as out of interest.” Cannon was equally surprised. “Typically, rookies don’t start making sense of the car until the middle of their first day. But she came in after her second outing. I think it was her thirteenth lap in the car. She said, ‘It has some understeer. But I’d like to settle the rear under braking first.’ So we made some changes, and the next time she came in, she said, ‘Better. Now you can fix the understeer.’ That’s a professional race car driver. I told Keith, ‘She was very impressive. If we can find a way to run her, I’d like to take care of her car.’ ” HVM is a small team whose success on the racetrack belies its meager resources. This year, after funding for other drivers failed to materialize, Wiggins agreed to run De Silvestro for a budget he reckons is maybe one-sixth of what Penske Racing spends on each of its three drivers. Because the team is running only one car, De Silvestro can’t share data with a teammate. Also, most of the tracks are new to her. So what happened at her debut in Brazil? She led four laps. In fact, her pace has been good all season, allowing her to run solidly in mid-pack before being victimized by rookie miscues. Kansas Speedway, her first oval, was the only track where she seemed in over her head. “She threw out the parachute the first few laps,” Perona says. Says De Silvestro: “It’s funny, because last year and the year before, when I watched oval races on TV, I was like, ‘Oh, that’s easy.’ Then when I got to Kansas and everybody told me it was flat [full throttle], and I’m like, ‘Are you sure about that? It doesn’t look
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After Aft er pra practic cticee on Carb Day — the Friday before Sunday’s Indy Ind y 500— 500— De Silv Silvestr estro o sits sits on the pit wall and debriefs with her race engineer, Michael Mic hael Cann Cannon on (far left), and team owner, Keith Ke ith Wig Wiggins gins (standing).
possible.’ ” She smiles. “The first fifty laps, I was so confused. But when I passed Justin Wilson, the light bulb came on.” Cannon was convinced that the Indianapolis Motor Speedway played to De Silvestro’s strengths—high-speed corners and the ability to provide high-quality feedback. She breezed through rookie orientation and practiced well before drawing a bad qualifying number on Pole Day. During the autograph session the day before the race, the drivers were seated according to their grid position, which placed De Silvestro next to Patrick. Hundreds of fans showed up with Danica apparel and merchandise. And there was one remarkably self-possessed thirteen-year-old girl wearing a Simona hat and T-shirt. “I don’t like Danica because she’s always whining,” Jessica Hoopengardner said after snagging De Silvestro’s autograph. “I found it fairly funny when she got booed last week. I like Simona because she’s a good, new female driver. I think she’ll finish between tenth and twentieth tomorrow.” Out of the mouths of babes . . .
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ace day is obnoxiously hot and humid. This means De Silvestro will have to deal not only with brutal conditions in the cockpit but also with a treacherously greasy racetrack. The tension ratchets up during the interminable prerace festivities, and after getting to the grid, she fights the almost irresistible urge to go to the bathroom. It’s a relief to finally be strapped in the car. Still, during the pace lap, for the first time in the middle of a full field of thirty-three cars and a racetrack filled with fans, she’s so nervous that her legs are shaking. Immediately after honorary starter Jack Nicholson waves the green flag, De Silvestro picks up a position. But before the first lap is over, Davey Hamilton wrecks in front of her—a taste of what’s to come. Ten drivers will crash out of the race, and three more will park their undrivable cars. De Silvestro struggles with an ultraloose
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car that constantly threatens to end her day. On several occasions, she dirt-tracks the car around turn 3, and she survives half a dozen heart-stopping moments in turn 1. With fifty laps to go, De Silvestro’s drink bottle stops working. With thirty-seven laps to go, the team goes to a fuel-conservation strategy. De Silvestro is poised to pick up several positions when the field is frozen by a hellacious wreck on the last lap, and she finishes fourteenth, running out of fuel as she takes the checkered flag. After being towed to the pits, she has to be helped from her car. “She did an awesome job,” Perona says. “She deserves a raise.” An hour later, revived with food and water, De Silvestro is still jazzed by the experience. “It was crazy out there!” she says, her eyes shining. With time, perhaps, her sense of wonder will dissipate. But at the moment, she radiates her passion for racing, and she openly expresses the sense of joy she gets from balancing a car on the limit of adhesion. When the race began, she says, the bueting was so fierce that her tires didn’t feel like they were touching the ground. Then her car was wicked loose, and on one occasion, she countersteered so violently that she ran out of steering lock. What else? She was dehydrated. She barely avoided Vitor Meira’s wreck. Her right foot was numb from matting the throttle for so long. Sounds like a nightmare, right? “Oh, no,” she says, genuinely horrified. “That was the funnest thing I’ve ever done. I can’t wait to come back next year.” Like Saint James and Patrick in years past, De Silvestro was named Rookie of the Year. Patrick, who’d been booed again during the driver introductions, ran a gritty race to finish sixth (and ate plenty of humble pie afterward). Nobody’s ever doubted Patrick’s bravery or determination, and she’s always been especially good on ovals. But nothing on her résumé—one professional race win— suggests that she’s going to be a dominant driver in IndyCar, much less NASCAR. Still, no matter what trajectory Patrick’s career takes, it’s impossible to overestimate the adversity she had to overcome or the impact she’s had. Thanks in part to Patrick’s success, De Silvestro has never had to deal with the issue of gender. “For me,” she says, “it’s always been about results.” For better or worse, she’s not a pioneer. She’s just a driver with two X chromosomes, and her goal isn’t breaking down barriers or beating the boys. It’s winning races. And if she can win enough of them, it really won’t matter that she’s a woman. AM
TORQUE-VECTORING HAS TRICKLED DOWN TORQUE-VECTORING DOWN TO GROWN-UP GROWN-UP SPORT SEDANS SEDANS LIKE THE AUDI S4 AND THE ACURA ACURA TL SH-AWD, SH-AWD, PROVING PROVING THAT THAT ADULTHOOD ADUL THOOD HAS NEVER NEVER BEEN BEEN SO MUCH FUN. FUN. By Jason Cammisa // Photography by
Jim Fets
LI L IFE A FTER
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GROWING UP DOESN’T HAVE TO SUCK THE FUN OUT OF DRIVING. You don’t have to sell your soul—and your Mitsubishi Lancer Evo—and buy a life-sucking, automatic-transmission, front-wheel-drive sled just because you landed a real job and produced ospring. These two luxury sedans appear grown up to the outside world, but when no one is looking, the cars can bring out your inner juvenile delinquent. You probably never thought of the Acura TL SH-AWD and the Audi S4 on the same day, much less in the same sentence. But this duo is remarkably similar in base price, power, and weight. And significantly, they both use torque-vectoring all-wheel-drive systems to ensure that they don’t sacrifice one iota of the corner-carving thrills you’ve grown to love. Ladies and gentlemen, put your hands together for the two cars that will change your perception of all-wheel-drive luxury sedans.
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On a racetrack, the TL showed us exactly why Acura used the word “super” to describe its Super Super-Handling -Handling All-Wheel-Drive system. In a tit-for-tat comparison between two cars that share the same driveline philosophy, it quickly becomes obvious that the Acura and the Audi are significantly dierent only in the details. Despite riding on a wheelbase within an inch and a half of the Audi S4’s, the Acura TL is about ten inches longer and two inches wider. In fact, its interior is suciently voluminous voluminou s to push pu sh the TL into the next EPA size class. The S4’s lower beltline and bigger windows give a better view out, though, eectively eliminating any dierence in perceived interior size. It’s only from the back seat where the size dierential becomes pronounced, but the S4 still oers o ers su cient space for a young family. Although the Acura’s trunk is also larger, its rear seats don’t fold down. Slam one of the TL’s doors a little too hard, and you can’t help but notice how tinny it sounds. Not so for the S4, which sounds and feels like the proverbial bank vault. The S4’s attractive interior is up to Audi’s typical high-quality standards, but the Acura’s cabin is more striking, with a dashboard draped in symmetrical, sinewy curves trimmed with black-on-silver dot-matrix-patterned aluminum that provides a modern ambience without the risk of glare in sunny weather. The punctuation mark is a red metal start button, and although the shifter is located a bit too far toward the passenger side, its heavy weight and perfectly precise throws are among the best in the business. So, too, are the turn-signal stalks. But then there are the buttons. There are seventeen of them on the steering wheel alone, and perhaps another eight thousand on the dashboard. Despite being organized logically in clusters for climate control, stereo, and navigation functions, their sheer number means that it takes a good bit of time to become comfortable using them. The S4, meanwhile, is intuitive from the get-go. The uncluttered dash and Multi Media Interface system are both easy to use, and the Audi’s seats are just as 80
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comfortable and supportive as the Acura’s (which is to say, very), but the German seat heaters are far more powerful. Unfortunately, Audi’s base stereo isn’t. For enjoying anything oth er than AM radio, you’ll need to budget an additional $850 for the 505-watt Bang & Olufsen sound system. The TL SH-AWD comes standard with a 440-watt premium surround system that is nothing short of phenomenal. You can’t, however, get three-blink turn signals, rain-sensing wipers, or swiveling bixenon headlights in the Acura, all curious omissions at this price point. Acura also doesn’t oer an equivalent of Audi’s Drive Select, the S4’s user-selectable chassis system that customizes steering boost, suspension damping, and throttle response. We’re still not fans of Audi’s particular setup, as it seems to never oer the right combination of modes. The steering vacillates between being overly boosted or artificially heavy, sometimes in the middle of a corner. And maddeningly, the system defaults to the auto setting at each restart. At least the S4’s ride quality is superb in any setting, and its electronic adjustability allows it to combine a more supple ride than the TL’s with far better body control, two typically contradictory assignments. The Acura’s steering is lightning quick, with an overall ratio nearly as fast as a Mitsubishi Evo’s, and its thick rim communicates more feedback to the driver, especially at the limit, where the Audi’s steering goes numb. If there’s one place where the Acura could use driver-adjustability, it’s in the throttle mapping. Several factors conspire to make the TL frustratingly dicult to drive smoothly around town: First, the computer seems to interpret one quarter of the accelerator pedal’s travel as a request for full throttle. And it’s slow to close the throttle as you back o the gas. Further complicating matters is a clutch pedal that engages high in its travel and over considerable
A car c ar like lik e not not hing else. Avvai A aila lable ble nowhere nowhere else.
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2010 ACURA TL SH-AWD
2010 AUDI S4
PRICE: $43,245/$44,245
PRICE: $46,725/$54,075
(base/as tested) ENGINE: 24-valve SOHC V-6 DISPLACEMENT: 3.7 liters (224 cu in) HORSEPOWER: 305 hp @ 6300 rpm TORQUE: 273 lb-ft @ 5000 rpm TRANSMISSION: 6-speed manual DRIVE: 4-wheel STEERING: Electrically assisted SUSPENSION, FRONT: Control arms, coil springs SUSPENSION, REAR: Multilink, coil springs BRAKES F/R: Vented discs/discs, ABS TIRES: Michelin Pilot Sport PS2 TIRE SIZE: 245/40YR-19 L x W x H: 195.5 x 74.0 x 57.2 in WHEELBASE: 109.3 in TRACK F/R: 63.2/63.8 in WEIGHT, DIST. F/R: 3860 lb, 58.0/42.0% EPA MILEAGE: 17/25 mpg
(base/as (base/ as tested) ENGINE: 24-valve DOHC supercharged supe rcharged V-6 DISPLACEMENT: 3.0 liters (183 cu in) HORSEPOWER: 333 hp @ 5500 rpm TORQUE: 325 lb-ft @ 2900 rpm TRANSMISSION: 6-speed manual DRIVE: 4-wheel STEERING: Hydraulically assisted SUSPENSION, FRONT: Control arms, coil springs SUSPENSION, REAR: Multilink, coil springs BRAKES F/R: Vented discs/discs, ABS TIRES: Pirelli Cinturato P7 TIRE SIZE: 245/40YR-18 L x W x H: 185.7 x 71.9 x 55.4 in WHEELBASE: 110.7 in TRACK F/R: 61.1/60.6 in WEIGHT, DIST. F/R: 3940 lb, 55.3/44.7% EPA MILEAGE: 18/27 mpg
distance, making it a challenge to locate a consistent engagement point. What’s more, since the V-6 is so surprisingly responsive, you wind up leaving leavin g trac lights like an amateur with way too many revs on the tach. Or worse, too few, resulting in an embarrassing stall. The TL’s willingness to rev (and stall) no doubt comes from the particulars of its V-6. Like most cars based on a front-wheeldrive design, the Acura’s engine is installed transversely, and a narrow engine helps maximize both frontal crush space and interior room. To that end, Acura uses a 60-degree angle between cylinder banks. This layout is well-balanced as far as V-6s go and negates the need for balance shafts. Despite its size (a robust 3.7 liters of displacement), it revs instantaneously, and the only drawback to the low rotational inertia is slightly gritty power delivery. That’s a nonissue in the TL, since any coarseness is overshadowed by magnificent intake music, especially as the valvetrain switches over to the high-lift cam profiles at the fun end of the tach. It pulls hard to its 6700-rpm redline, and the harder you drive the TL, the better this powertrain becomes. You Y ou won’t hear a single complaint from us about the Audi’ Audi’ss driveline. Except that if “Acura TL SH-AWD 6MT” is a stupid name for a car, then “3.0T” is a stupid badge to put on a supercharged engine. Unless, of course, the device is called a Tupercharger in German. Which it’s not. Mounted longitudinally, the 3.0-liter V-6’s banks are splayed out at a 90-degree angle, and thanks to balance shafts and counterweights, it’s as smooth as silk. It’s also decidedly more high-tech than the Acura’s engine, 82
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with four cams instead of two, direct injection, and of course, the silent tupercharger that you never hear but, oh, my word, do you ever feel. The powerto-weight ratios may be similar, but the S4 is a full league quicker and faster than the TL thanks to the additional torque across the entire rev range. The Audi’s extra thrust should have been a huge advantage at Pittsburgh’s BeaveRun racetrack, which rewards straight-line speed with two long straightaways—especially since, on paper, the Acura carries no advantage in cornering or braking: the two cars have similar weight, tire section width, and suspension designs. The Audi’s slightly better weight distribution would, we thought, be nixed by the Acura’s wider track. And we were right—as expected, the cars posted similar braking and cornering numbers in standardized testing. But on a racetrack, the TL showed us exactly why Acura used the word “super” to describe its Super-Handling All-Wheel-Drive system. Despite its significant power advantage, the Audi S4’s fastest lap beat the TL’s by only 0.4 second. Although the two all-wheel-drive systems are dierent in design (see Techtonics sidebar), they both strive to accomplish the same thing: temporarily routing extra power to the outside rear wheel to help rotate the car in a turn. The big dierence here is how these two cars are set up to handle to begin with. The Acura is blessed with nearly perfect cornering balance, so its rear dierential can easily and dramatically alter the car’s handling attitude. It takes a little while to build up trust in the system,
How does the Fiesta get more miles per gallon than many hybrids?* Two Two words: thoughtful engineering. The kind that understands that giving the Fies ta a Ti-VCT engine will allow it to squeeze every last drop. Or that a line cutting through the taillamp will make the Fiesta more aerodynamic, and therefore more fuel-efficient. But these are only a few of the many reasons the Fiesta can go farther than so many other cars. Including all those hybrids. IT’S A PRETTY BIG DEAL.
INTRODUCING THE NEW FIESTA fordvehicles.com
*EPA-estimated 29 city/40 hwy/33 combined mpg, automatic SFE vs. 2010/2011 hybri ds. Fiesta SES shown. EPA-estimated 29 city/38 hwy/33 combined mpg, automatic.
BeaveRun NORTH TRACK RESULTS •ACURA •AUDI RESULTS
PEAK SPEED ON STRAIGHT 114 mph 116 mph
(WET)
TECHTONICS 1.08 g @ 44 mph 1.01 g @ 45 mph
0.94 g @ 77 mph 0.94 g @ 75 mph
Dueling 4WD
While the Acura and Audi four-wheel-drive systems differ in hardware, their
1.08 g @ 55 mph 1.04 g @ 54 mph
BEST LAP TIME 1:09.2
performance goals are the
BEST LAP TIME 1:08.8
and stability on slippery
PEAK SPEED ON STRAIGHT 114 mph 121 mph
same: excellent traction roads with rear-wheeldrive feel and agility on dry
0.99 g @ 62 mph 0.97 g @ 57 mph
surfaces. Forcing the outboard rear wheel to
turn faster during hard
cornering is the trick that 0.95 g @ 59 mph 0.92 g @ 57 mph
helps both of these front-heavy front-hea vy sedans mimic the steering and handling behavior of a nicely balanced rear-driver. A control computer informed by sensors determines when the overdrive nudge is needed. The Audi S4’s fifth-generation Quattro
The TL’s instrument panel display shows that the SH-AW SH-AWDD system can send 50 percent of engine torque to one rear wheel.
but you soon realize that if the car can handle any amount of power in the middle of a turn, it can handle anything the V-6 can throw at it. There’s no reason to be scared of the right pedal—the TL begs you to steer it with the throttle. The more power you add, the more neutral the TL’s cornering balance and the faster it scrambles through turns. Indeed, the Acura was faster than the Audi through nearly every single corner at BeaveRun (see track map above). The Audi’s all-wheel-drive system is crippled by so much understeer built into the chassis that, at very best, it will help 84
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the car approach neutrality. You can feel the computer shu ing power around, but bu t it’s it ’s slower to to react than the Acura’s system, so it takes patience and smoothness to get there. Add too much power or turn in too quickly and you’re back to drowning in a pool of understeer. The S4 is far less bothered by midcorner bumps or puddles than the TL, but its cornering balance changes dramatically at very high speeds, when it transitions to oversteer. That’s a surprise that no one likes. The other surprise was how spectacularly undersize the Acura’s brakes are. Even on a cool, rainy morning, one lap of BeaveRun was su cient to fry the brakes completely. Each timed lap was completed only after a lengthy cool-down period and a call to our mothers saying we made it through alive. If it seems like neither car can pull an advantage here without the other catching up, you’ve been paying attention. The final equalizer is that, comparably equipped, the Audi costs nearly $11,500 more than the Acura. That kind of money can buy the TL a serious brake upgrade. But the price dierence isn’t much of a factor here, since we’ve never actually heard of someone cross-shopping a TL and an S4. It’s beside the point to declare a winner or loser when comparing two cars that fall into such dierent hands in the real world. As that most rabid of enthusiasts, you already have your own prejudices and opinions based on the brands alone, not to mention the countries from which they hail. If we could combine the Audi’s good looks, brakes, and tupercharged V-6 with the Acura’s steering, handling, and all-wheel-drive system, we’d have discovered luxury car nirvana for the enthusiast driver. In the absence of that elusive hybrid, we walk away from these two wolves in sheepish skins knowing that they are absolute equals in one way: the ability to reassure us that there is, in fact, life after Evo. AM
system ties the front and rear axles together with a center differential that provides a 40/60 front/rear torque split. front/rear A Torsen device inside the center diff and automatic front brake applications limit individual wheel slippage. When the Acura TL’s SH-AWD SH-AW D (Super-Handling All-Wheel-Drive)) system All-Wheel-Drive chooses to send power rearward, the driveshaft to the rear wheels spins 1.7 percent faster than the front axles. Partially engaging both of the rear-wheel overdrive gears diminishes the torque conveyed by the front wheels. To produce a yaw moment beneficial to handling, only the outboard rear wheel’s overdrivee is engaged. overdriv — Don Sherman
0 s ! ! 0 0 0 1 1 $ e v a v S a d n n a y t o d a y r r e d O r Rare Hoard of 100-Year-Old U.S. Gold Coins Released to Public
Just discovered discovered hoard of U.S. $10 Gold Liberty Liber ty Coins Now Available Available Our buyers just discovered one of the most significant European Bank hoards of U.S. gold in years. They secured 1,769 magnificent U.S. gold coins guaranteed to be over 100 years old. The vintage coins in this hoard represent dates ranging from 1866 through 1907 that uniquely represent the history of our nation in fine gold. Uncirculated Gold Coins from the Past are Timeless Treasures
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Each of these $10 Gold Liberty coins is certified in Uncirculated Condition. As gold values have soared with unpredictable oil prices and the falling dollar, you may never again have the opportunity to own these gold coins at this price. With the falling dollar, demand for these coins continues to escalate as collectors and investors Shown larger than actual size of 27 mm in diameter scramble to scoop up U.S. gold coins for their pure gold content and scarcity. Order More & Save Certified genuine uncirculated U.S. gold coins have $ per co coin shipping total historical and numismatic value that bullion 1 Liberty Coin $895 $15 S&H $910 gold cannot match, making these coins even 3 Liberty Coins $875 FREE! $2,625 more attractive. 5 Liberty Coins (max) $850 FREE! $4,250
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What Matters to You? Today, America needs fresh leadership to lead us as a nation out of this economic crisis. Leadership must come not only from our political leaders but also from the average citizen. The The exporting of American jobs is a trend that must be stopped and reversed. When I walk into my local hardware store, I typically find 85% of the goods for sale are manufactured 7,000 miles away. Recognizable American brands have been forced by by shortsighted management and buyers at large national chains to build factories overseas just to save a lousy $.50 on a tape measure. To these ruthless buyers, it is all about the money. Rarely are product quality, the political system, human rights, animal rights and environmental costs to the planet considered, not to mention the cost to our society of exporting not only jobs, but an entire factory!
“How about if we build a factory here here,, in America?”
At MacNeil Automotive, we are doing our part for the American economy economy and for our 300 million fellow citizens and neighbors. My philosophy is that if my neighbor doesn’t have a job, sooner or later I won’t have a job either. For example, we used to have our All-Weather Floor Mats manufactured in England by a company that used antiquated, inefficient equipment. They made a decent floor mat for us, but we thought we could build a better floor mat for our customers using modern American technology, American raw materials and skilled American workers. So in 2007 we transferred all of our floor mat manufacturing back to the United States. Today, we build the best fitting, highest quality automotive floor mats in the world, right here in America. Our machine shop is equipped with 17 CNC machining centers including four 4 axis mills and one 5 axis mill that produce between 30 to 50 injection and thermoforming molds per month. We have one shift of highly skilled American Journeymen toolmakers and apprentices, but our machines run 24 hours a day, 7 days a week. There is not a more efficient tool and mold making operation in the world - and guess what, it’s right here in America.
©2010 MacNeil Automotive Products Limited
Site of MacNeil Automotive Automotive Manufacturing Facility Expansion Bolingbrook, IL
Furthermore, all of our CNC mills are manufactured in Oxnard, CA by Haas. Our 1,000 ton injection molding machines are made in Bolton, Ontario of American and Canadian components. Our thermoforming machinery is made in Carol Stream, IL. The raw steel and aluminum billets which make up our tooling are sourced from American steel and aluminum mills such as Vista Metals in Fontana, CA. The raw materials that make up our All-Weather All-Weather Floor Mats, FloorLiners, Cargo Liners and Mud Flaps are manufactured in Bellevue OH, Arlington TX, Wichita Wichita KS and Jasper TN. Our forklifts are made in Columbus IN and Greene NY. NY. Our warehouse racking is manufactured in Tatamy PA. At MacNeil Automotive, Automotive, we are also very aw aware are of sustainability and our responsibility to the environment. We are proactive in controlling waste and recycling all of the unused raw materials from the manufacture of our tooling and products including: aluminum, steel, rubber, TPO, TPO, TPE, paper and cardboard. As you can see, we are as dedicated to designing, developing and manufacturing the finest automotive accessories for our consumer and OEM clients as we are passionate about supporting the American economy,, preserving economy preser ving the American industrial infrastructure, and keeping the “money” in our family, a family of 300 million people from all over America. Life is simple; be good to your fellow man, be kind to animals and the environment, and place building a quality product, supporting your country and your fellow American worker before profit. And, one last thing - let’s all do our best to balance family time with work time as our children are the future of America. Sincerely,
David MacNeil Founder/CEO
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90
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Photographer Michael Alan Ross has been a car guy—or maybe that’s car kid—since age four, and he has been shooting cars since he was nine. More recently, Ross met the owner of a 1932 Ford roadster with a land speed record at Bonneville, and their conversation led Ross to make his first of three trips to the salt for the annual Speed Week. “It was like stepping onto the face of the moon,” he says of his first experience at the Salt Flats. “To stand in the middle of 46 square miles of salt is a pretty amazing experience.”
The two Deuce Coupes posing on the broad expanse of the Salt Flats are owned by Keith Cornell (left) and Diana Branch (right).
Aug us t 20 10 | Automobilemag.com
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Above: Ford fenders are borne aloft by an international caravan—three gentlemen from Spain, England, and South Africa—evidence of Bonneville’s worldwide appeal. At the highway rest area nearby, tourists who have wandered onto the salt can wash their feet. Below: Something you won’ won’tt see see at Pe Pebble bble Bea Beach: ch: a hone honey-b y-bear ear coo coolant lant-ov -overflo erflow w tank. tank.
92
Automobile
| Aug us t 20 10
Above left: Salt-encrusted, this radiator-cap design appears on cars built by the Rolling Bones Hot Rod Shop in Greenfield Center, New York. Above: Rob Gibby with his roadster. Below: Richie Whalen with his hot rod, another Rolling Bones car. The 2010 Speed Week is August 14–20.
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BAD BOY PORSCHES A quasi-underground group of Po Porsche rsche lovers, lovers , R Gruppe, proves hot rods don’t have to pack V-8s. OLLY RESOS GLANCES IN HIS REARVIEW MIRROR AND MURMURS, MORE ANNOYED THAN ANXIOUS, “THAT ORANGE CAR IS RIGHT ON MY ASS.” With a deep, satisfying blip of the throttle, he downshifts from third to second and plants his foot in what’s appropriately called the loud pedal. The rorty snarl of his barely mued flat six crackles through t hrough the canopy cano py of trees enveloping the t he picturesque, pictures que, two-lane road threading through Carmel Valley, California. But it isn’t until Resos backs out of the throttle as he brakes for a hairpin that his vintage Porsche 911 gets really cantankerous, bap!—and spitting flames out the tail. “Sorry backfiring like a high-powered rifle—bap! rifle— bap! bap! bap!—and about that,” he says sheepishly as he gets back on the gas and hustles down a short chute. “With the twin megaphones and the cracked header, you’ve got to keep your foot in it.” Resos is a charter member of R Gruppe, the quasi-underground, semifamous car club whose provocative devotion to hot-rodding early 911s has earned it a reputation as the bad boy of the Porsche world. This morning’s spirited drive is part of the group’s annual Treffen (German for meeting), which has brought 150 members and their performance-modified cars from England, Germany, Mexico, and all over the United States to the Monterey Peninsula for a weekend of touring, tracking, tire-kicking, and bench racing. The mods run the gamut from mild to wild, from Kent Moore’s elegantly understated ’67 (“I jazzed it up a
R
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Treffen is R Gruppe’s annual meeting. — Arguably the most exclusive, the most polarizing, and the most influential car club in the Porsche universe. — Limited to 300 30 0 members.
Aug us t 20 10 | Automobilemag.com
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little, but I like cars that are for the most part stock”) to the voluptuous RSR-ish hottie that Scott Longballa fashioned out of a plainJane ’72 T (“I didn’t intend to go this crazy, but once I got into it, I couldn’t stop”). Purists would sco that there’s not a truly “authentic” 911 in the bunch. Then again, is a ’32 highboy with a flathead Ford “authentic”? The 911 that Resos is driving is a poster child for R Gruppe’s mix-and-match ethos. He spotted it in 1999, buried in the back of a used-car lot in Costa Mesa. At first glance, it looked like a tired ’66 in need of plenty of TLC. But when he got closer, he saw a factory roll bar, Recaro seats, “deep 6” Fuchs wheels, and, under the hood, an oversize fuel tank typically found in rally cars back in the day. Resos wasted no time buying the car, and as a collector who’s owned as many as seven Porsches at one time, he immediately set about bringing it back to life. But not, as you might imagine, as a concours queen with numbers-matching components and screw slots pointed in the same direction, like soldiers on parade. Resos—seventy-eight-years young, with the craggy features and bushy white mustache of a Western desperado—is a member of the Outriders, an elite SoCal hot-rod club that dates back to 1932. So, much to the consternation of Porsche pedants, he proceeded to turn his car into the ultimate 911 rat rod: Rally-style driving lights. Matteblack American Racing aluminum wheels. Fiberglass front fenders in white gel coat. Black fiberglass hood with period Shell and Hella decals framing a center-fill gas cap o a Porsche 904. Red body with plastic 911R door handles. R-style taillights. S-model fuel-injection head (with the fuel-injection ports plugged) on a Weber-carbureted ’66 engine of uncertain pedigree. Zuenhausen by way of El Mirage. “It’s not an R. It’s not an RS. It’s not an ST,” says R Gruppe cofounder Cris Huergas, name-checking three of the rarest and most iconic of early 911s. “It’s a car that’s an extension of the owner, and it embodies the image and the essence of the sports-purpose Porsche. That’s an R Gruppe car.” R Gruppe is arguably the most exclusive, the most polarizing, and the most influential car club in the Porsche universe. A small, invitation-only group dedicated to creatively modified and thoroughly personal versions of “early” 911s—defined as long-hood cars built before the U. U.S. S. bumper regulations enacted in 1974—R Gruppe thumbs its nose at convention while oering a rough mechanical and philosophical template for owners looking to pump up the performance of their Porsches. The result is a fleet of sweet, esoteric cars that cherry-pick elements of crazy-expensive limited-edition R, ST, RS, and RSR models—a ducktail here, a twin-plug motor there—to create one-of-a-kind pieces of inspired mongrelization. “We started with three criteria,” says R Gruppe’s Gru ppe’s other cofounder, former Porsche (and current Ford) designer Freeman Thomas. “The first ingredient was sports purpose—cars that can be driven on the track on weekends and on the street during the week. Second was the SoCal hot-rod thing—if it looks right, it is right. The third element was the Steve McQueen attitude—great taste and the cool factor. We’re not about screaming. There’s a discretion that characterizes an R Gruppe car. It’s about delivering more than it promises.” Although the R Gruppe mission sounds harmless enough, the organization has become a lightning rod for haters from all four corners of the car world. To the august Porsche Club of America, R Gruppe is populated by a bunch of yahoos with no respect for tradition. To the hard-core racers who dominate the Porsche Owners Club, R Gruppe is full of poseurs who’d rather look fast than go fast. To early 911 aficionados who haven’t been invited to join the club—membership is limited to about 300, and members are 98
Automobile
| Aug us t 20 10
booted if they don’t continue to measure up to unspecified standards—R Gruppe is a gated community reserved for arrogant snobs. To high-dollar collectors, R Gruppe provides a prescription for replicars and fakey-doos that cost more to build than they’re worth on the open market. Operating on the assumption that any group that’s managed to oend so many diverse constituencies must be doing something right, I decide to join R Gruppe for its eleventh annual Treen. The weekend begins on Thursday with a track day at Buttonwillow Raceway Park, a club circuit about two hours north of Los Angeles. In keeping with R Gruppe’s street/track philosophy, only a couple of cars are full-on racing thoroughbreds, most notably Mike Gagen’s wicked-fast, black-primer RSR look-alike—a ’69 T packing a 3.6-liter engine from a ’95 993-series 911 and rear tires wide enough to bridge small rivers. But the ambience is laid-back laid-ba ck and low-key, unlike a serious race weekend, and Treen organizer John Gray seems as happy telling me about his 911 as he is playing hero race driver out on the track. “Anybody can take their car to the shop
R GRUPPE!
All of the R Gruppe cars— from the multicolored rat rod to the black beauty sporting Minilites rather than the usual Fuchs wheels to the Martini tribute car—deviate from stock in one or more creative ways. There were several passengers on the Treffen gathering, but most of the participants were members, such as Michael Eberhardt, Bob Imamura, and Rolly Resos (above right, from left to right).
and say, ‘I want this, this, this, and that,’ and then write a check,” he says, explaining how he tricked out his metallic green ’70 with an idiosyncratic collection of parts ranging from an S-spec engine and SC suspension components to lug nuts o a Volkswagen Vanagon. “Some guys will spend years hunting down an authentic part, and then, right next to it, they’ll hang something that they whittled in their garage. garage.”” As I wander around the paddock, I have a hard time zeroing in on the demographics of the group. Gray is a fifty-seven-yearold senior software engineer for Wells Fargo. Gagen is a retired reti red air-tra c controlcontrol ler. Ron Wolfe, who’s created a Frankenstein he calls a 912R—a beast you won’t find in any Porsche menagerie—is a forty-oneyear-old physical therapist who slaps a beanie on his head the instant he pulls o his helmet. Thorsten Klein is the eervescent young designer who recently styled the interior of the Porsche 918. Although his R Gruppe car is back in Germany, he’s driving a 911S Targa owned by SoCal chaptermeister Ray Crawford, who’s a paramedic/firefighter in downtown L.A. As a club, R Gruppe isn’t an if-you-
build-it-they-will-come phenomenon. It’s more like the shared obsession that brought total strangers together in Close Encounters of the Third Kind. For the most part, the gospel according to R Gruppe was popularized by word of mouth. The group’s success speaks to the strength of the th e hot-rodding impulse in the Porsche community, and it’s something that’s not found, by and large, among devotees of any other high-end marque. These days, 911s are so expensive and well-appointed that they’re often perceived as totems of auence rather than weapons of high performance. But it’s worth remembering that Porsche was founded as a manufacturer of nothing but sports cars, and racing has always been part of its DNA. Virtually from the moment it debuted in 1963, the 911 was rallied and raced not only by the factory but also by customers. In 1967, Porsche created a factory racer dubbed the 911R, but only about twenty were built. So for privateers who couldn’t get their hands on one, Porsche published manuals that detailed exactly how they could modify their cars to maximize performance. Porsche titled the books, “Information regarding Porsche vehicles used for sports purpose.” In America, of course, we call this hot-rodding. Huergas happened to have two of these sports-purpose manuals in his possession when he started restoring a ’69 911S that he’d bought in 1991. “I knew the car was something special,” he recalls. “But I didn’t want to keep it stock. I wanted something dierent— an S with an R flavor that captured the essence of what it used to be like back then. I realized that I didn’t have to play by anybody else’s rules. Those sports-purpose manuals told me that I could do anything I wanted. wanted.”” Au gu st 20 10 | Automobilemag.com
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Excelle ellence nce magaIn 1998, Huergas’s lightweight was featured in Exc zine. Shortly after the article appeared, he got a call from Freeman Thomas. Thomas had grown up in Southern California as a neighbor of Je Zwart, who went on to become a photographer, filmmaker, and racer closely associated with Porsche. (He’s also a charter member of R Gruppe.) Zwart’s father was a hard-core 911-phile, and each afternoon at 5 o’clock, Zwart and Thomas would pedal their Sting Rays to an empty lot in Cypress just so they could watch a Porsche speed by when its owner returned home from work. Ironically, Thomas hadn’t been able to aord a Porsche while he was working in Stuttgart. But since returning to the States, he’d bought a 911E and was giving it a Huergas-style makeover. During the course of their first hours-long phone conversation, Thomas and Huergas discovered that they were Porsche soulmates. After meeting at several car shows, they realized that the existing car clubs— PCA, the Early 911S Registry, and so on—didn’t really fit their hotrod ethic. So in 1999, they created R Gruppe with twelve charter members. The late Steve McQueen was given membership #001. The club has no formal entrance requirements. The cars tend to be discreet early 911s modified with period-correct parts, but this isn’t a hard-and-fast rule, and there’s no shortage of backdated chassis and look-at-me graphics. The club mantra is: “There are no R Gruppe cars. There are R Gruppe people.” In other words, Porsche diehards who regularly exercise their cars and attend several events a year. Joining the brotherhood entails a lot of hanging with other members and hoping that—like a fraternity pledge— you’re judged to be R Gruppe material. As Thomas puts it: “There’s just enough enough structur structure e so that that things things don’t don’t fall apart.” The Treen, I discover, is a perfect example. The only items on the agenda are a visit to Bruce Canepa’s killer shop/showroom/museum and a Saturday night banquet. Other than that, there are informally organized drives, an impromptu visit to Mazda Raceway Laguna Seca, casual meals, and, mostly, adult beverages and tirekicking in the Porsche-only parking lot of the Hyatt in Monterey. On Friday, Friday, around midnight, I hear a couple of guys still arguing out there in the dark over whether that’s a ’67 or a ’68 rocker panel. During daylight hours, I ride shotgun with Chuck Miller, an old-school hot-rodder who’s got 212,000 miles on his ’73 S with an RS look and engine. Later, I buzz around with Bob Imamura, another SoCal hot-rodder with another fast ducktail coupe, in his case a ’70 S with a 3.0-liter engine out of an ’81 SC. Next, I buckle into the houndstooth sport seat of Dave Eck’s reworked ’72 T, whose subdued exterior hides a mind-boggling array of goodies— twin-plug flat six, RS flares, RSR distributor, 930 Turbo brakes, ’86 suspension bits, etc. Still, this year’s sleeper award goes to Zvi Hirsch, a thirty-twoyear-old Miami firefighter who left his ’69 E in a factory color known as sand beige—it looks just as unprepossessing as it 100
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sounds—and upgraded virtually everything else. “I wanted a car that was built the way the factory would have done it in ’69, ’70, ’70, or ’71,” he explains. “I could buy a brand-new GT3 right now with all the money I have in this car. But anybody can go out and get one of those. This is unique.” I find myself thinking about his words as I drive back to the hotel in the new Carrera I’m borrowing for the weekend. It’s an immensely capable and comfortable car, but it’s also the 911 of more—more power, more weight, more room, more luxury. Even as it reaches the most exalted levels of performance, it distances the driver from the driving experience with sound-deadening material, power brakes and steering, stability control, and a dual-clutch automatic gearbox. It’s hard to believe that this car was built in the same factory that produced the 1970 911S hot rod that Ray Crawford drove up from San Clemente. Cl emente. The moment I slide into the red-leather Recaro Racing bucket seat of Crawford’s black beauty and grasp the sleek Momo Prototipo steering wheel, I realize that I’m in a car designed for driving, not merely conveying occupants from point A to point B. I twist the key and the 260-hp Andialbuilt engine sparks eagerly to life. The throws of the 915 gearbox are relatively long, but engagement is positive and instantaneous. The lively, unboosted steering provides unfiltered feedback about what the chassis is doing, and I swear that I can feel the brake pads clamping down on the rotors. The experience is viscerally mechanical and tactilely satisfying in a way that even the finest modern cars can’t match. Before this Treen, I hadn’t been a particular fan of early 911s. Too sober, I thought. Not enough power and a bit—dare I say it?—boring. But hot-rodded 911s, I realize, are a dierent breed of Porsche. Two thoughts come to mind as I ease Crawford’s baby into the parking lot: First, I’m sure glad I didn’t hurt it. Second, I really need an R Gruppe car of my own. AM
R GRUPPE! Most of the action at the Treffen took place in a parking lot full of R Gruppe cars—tirekicking, casual technical symposia, award judging, and even a little buying and selling. The cars ranged from those with striking graphics packages (left) to dedicatedtrack-day cars (right) to a noexpense-sparedRSR re-creation(middle).
four seasons wrap-up
L i v i n g
w i t h h a
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e r ra c ch h
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PHOTOGRAPHY BY J O H N R O E
HE NISSAN GT-R IS not warm and
cuddly. Perhaps that’s to be expected of a car that is widely known as Godzilla. The GT-R’s fearsome legend grew during the years it was sequestered in far-o Japan, but its awesome prowess came to be known worldwide thanks to its longrunning feature role in the Gran Turismo video game series. Finally, the GT-R’s international stardom proved so great that Nissan developed the sixth-generation model for a worldwide market, including North America. Godzilla finally reached our shores in 2008. Once we tried it for ourselves, we couldn’t help but be impressed—very impressed. Maybe a little awestruck, even. After all, here was a car that could outrun Porsche’s mighty 911 Turbo and beat a 911 GT2 around the Nürburgring (where the GT-R’s development engineers admittedly spent a lot of time). In the somewhat less renowned environs of southern Ohio, at our annual Automobile of the Year testing, the GT-R easily walked away with our top award—in a rare unanimous decision. Even so, as much as the GT-R blew our minds with its unbelievable performance, we didn’t so much embrace it as give it the kind of arm’s-length respect one might accord a steroidal friend given to snorting crystal meth and brandishing semiautomatic handguns. “You don’t have to like it,” we concluded in our 2009 Automobile of the Year story. “You just have to stay the hell out of its way.” You Y ou might particularly particularly want want to stay out out of its way when its accelerator pedal is mashed to the floor. The GT-R is just devastatingly, frighteningly fast. Try 0 to 60 mph in 3.4 seconds and 0 to 100 mph in 8.0 seconds. Top speed, not that we had much chance to explore it, is 193 mph. That’s true supercar territory. As in its previous three generations, the GT-R’ss motivating force is a six-cylinder GT-R’ engine bolstered by two turbochargers. The DOHC, 24-valve 3.8-liter V-6 is handbuilt and shares no major parts with the company’s mass-market VQ V-6. Our 2010 model’s output is a staggering 485 hp at 6400 rpm (five more ponies than the ’09-model GT-R) and 434 lb-ft of torque (up from 430 lb-ft) at 3200 rpm. Would that there was a better sound to accompany the engine’s fury. One commenter thought it sounded “like a Aug us t 20 10 | Automobilemag.com
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four seasons wrap-up vacuum cleaner,” but mostly you can’t really hear it, because it’s drowned out by the racket from the tires and the transmission. Whereas the engine in an Audi R8 or a Chevrolet Corvette provides a stimulating sound track no matter what your speed, the lack of aural accompaniment from the GT-R’s V-6 lends a virtual-reality quality to the car’s quickness. Said senior Web editor Phil Floraday: “You can rocket up to speeds well into the triple digits and not realize it, because there’s no drama.” After its overachieving, boosted six, the key component of the GT-R’s persona is its all-wheel-drive system. The hardware includes a rear-mounted transaxle (housing the transmission, torque splitter, and rear dierential—the di with an electronically controlled limited-slip device). Fully 100 percent of the torque heads straight for the rear wheels unless slip is detected, in which case a maximum of 50 percent is sent to the front. An unsung hero in the GT-R’s ability to post such astounding acceleration times, the all-wheel-drive system does a terrific job turning the engine’s prodigious power into forward thrust, no matter what the road conditions. “For a tremendously fine time, experience this wild animal on wet roads,” enthused technical editor Don Sherman, adding: “I finally get the point of allwheel-drive propulsion systems.” When our GT-R’s factory-fitted Bridgestone summer performance tires wore out (at 17,000 miles) right on the verge of snow season, we decided to put a set of Pirelli Sottozero winter tires on the car. They helped make the GT-R incredibly sure-footed in the snow. Bestt of of all, though, the snow-covered roads provided a window into the car’s all-wheel-drive system. With some setups, it’s impossible to guess where the power will go, but the GT-R’s all-wheel-drive system is beautifully transparent. Switch o the stability control, and the GT-R drifts like ke aa rear-wheel-drive car that’s impossible to spin. Add more throttle, and it will sendd the power directly to the rear, helping rotate the car. Stay constant on the gas pedal, and the power gradually is sent forward—but only enough to bring the back end in slowly. The third element in the powertrain triumvirate is, of course, the transmission, 104
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Y G O L A E N E G
The GT-R legend was born in 1969, when en Nissan Nissancreated createdaa sspecreated pecial, high-performance version of itss range-topping rangeran ge-top toppin ping g Skyline Skylin Sky linee sedan. That first Skyline GT-R had a DOHC 2.0-liter engine, engine, mated to a five-speed manual transmission, that drove the rear wheels. Output was 160 hp and 131 lb-ft of torque. A two-door hardtop was added in 1970. The first-generation GT-R, codenamed C10, racked up fifty race wins in less than three years. The second-generation Skyline GT-R, GT-R, a.k.a. . C110, 110, used the same powertrain as its predecessor essor and was produced in a single body style—a two-door fastback—for just one model year year,, 1973. Only 197 C110s were built before rising oil prices killed the market for highighperformance cars. Sixteen years later, Nissan resurrected rrected the GT-R nameplate, but this time on a very different Skyline. line. Code-named Code-named R32, this GT-R set the template with a twin-turbocharged n-turbocharged six-cylinder driving all four wheels. Other advanced nced features included fourwheel steering and four disc brakes. The 2.6liter lit er st strai straight raigh ghtt six produced 280 hp h p aand nd 2 260 6 lb-ft of torque, good ood for a 0-to-60-mph 0-to-60-mph time aass low low as 4.9 seconds. The R32 GT-R wo would prove far more successful than tthe previous cars, selling selling sell ing 43,934 43,934 copies copies during during its sixsix-yea six-year yearr production p run and posting twenty-nine straight touring-car race wins. The follow-up R33 model appeared in 1995, with essentially the same mechanical layout, although an active limited-slip rear differential was offeredd for the first time. The 2.6-liter had a bit more torque, ue, and improved aerodynamics helped the car’s top speed climb significantly. The R33 GT-R set an unofficial Nürburgring lap time of less than eight minutes. The R34 model GT-R ran from 1999 to 2002.. Although its its running gear largely remained the same, same,, this this GT-R GT-R upped upped the the tech factorr with with the the introduction introd int roduct uction ion of ann in-dash display that could co ld monitor monitor monit or various various vario us perperformance stats. Five long years after the departure of the R34, the current GT-R (R35) made its debut d at the 2007 Tokyo auto show auto show.. The The first first to drop the the Skylin Skyline name, this GT-R also broke with recent recent tradition tradition by switching switch from a straight six to a V-6 V-6 and by ditching four-wheel four-wheel four-wh eel ssteering. Engine output, however, climbed massi massively ively (to (to 480 480 hp 480 hp and 430 lb-ft of torque). The even better news ne s for American car enthusiasts iasts was that the R35 GT-R would come to the United States, which it did in July 2008.
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four seasons wrap-up
Hold on tight to these reins. The infotainment screen can display performance data such as boost pressure and much more. Rear seats are cramped, but thrill-seekers didn’t mind.
2010 Nissan GT-R RATING Overview
BODY STYLE 2-door coupe ACCOMMODATI ACCOMMO DATION ON 2+2 passengers CONSTRUCTION Steel unibody Powertrain
ENGINE 24-valve DOHC twin-turbo V-6 DISPLACEMENT 3.8 liters (232 cu in) HORSEPOWER 485 hp @ 6400 rpm TORQUE 434 lb-ft @ 3200 rpm TRANSMISSION 6-speed dual-clutch automatic DRIVE 4-wheel Chassis
STEERING LOCK-TO-LOCK TURNING CIRCLE SUSPENSION, FRONT SUSPENSION, REAR BRAKES TIRES TIRE SIZE F, R
Hydraulically assisted 2.4 turns 36.6 ft Control arms, coil springs Multilink, coil springs Vented Vente d discs, discs, ABS ABS Bridgestone RE070R 255/40YR-20, 285/35YR-20
Measurements
HEADROOM F/R LEGROOM F/R SHOULDER ROOM F/R HIP ROOM F/R L X W X H WHEELBASE TRACK F/R WEIGHT WEIGHT DIST. F/R CARGO CAPACITY FUEL CAPACITY EST. FUEL RANGE FUEL GRADE
38.1/33.5 in 44.6/26.4 in 54.3/50.0 in 54.7/44.9 in 183.1 x 74.9 x 54.0 in 109.4 in 62.6/63.0 in 3882 lb 55.2/44.8% 8.8 cu ft 19.5 gallons 350 miles 91 octane
Our Test Results
0–60 MPH 0–100 MPH 1/4–MILE 30–70 MPH PASSING PEAK ACCELERATION SPEED IN GEARS
3.4 sec 8.0 sec 11.6 sec @ 122 mph 4.6 sec 0.88 g 1) 38; 2) 66; 3) 96; 4) 123; 5) 154; 6) 193 mph CORNERING L/R 0.99/0.99 g 70–0 MPH BRAKING 149 ft PEAK BRAKING 1.16 g
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and here the news was less rosy. Sure, the tires and hyperquick steering, although headline number of 0.2 second to execute the latter helps make the car so responsive a shift is impressive and, because this is a in turns. The steering is also very precise dual-clutch gearbox, shifting doesn’t at the straight-ahead position but not very interrupt power delivery, so you can bang communicative. o upshifts or downshifts in the middle of As much as the ride wasn’t a curve without upsetting the chassis. comfortable, the cabin itself actually was. Nonetheless, we couldn’t help but think The rear seats are small but they add a that we’d enjoy this car so much more worthwhile measure of practicality practicality,, with a manual transmission. Alas, a stick allowing you to wow two more passengers shift is apparently too old-tech for the with the GT-R’s performance, at least for GT-R (and likely would be lost on its short rides. The dashboard is a intended audience anyway) and is not phantasmagoria of geek delights, its oered. It would, however, add an multifunction display screen able to show element of driver involvement that the lap times, g-forces (for acceleration, GT-R could sorely use. And even the most braking, and cornering), torque neophyte manualdistribution, turbo boost Pros& Pros & C Cons ons transmission pilot would be pressure, and so on. Some of smoother than this gearbox us grumbled about this + Blistering performance when pulling away from a high-tech machine’s basic + Magnetic roadholding + Nicely finished cabin stop. It’s also noisy and Bluetooth interface and the – Stiff ride painfully slow to engage lack of an auxiliary audio – Tire and transmis sion noise drive and reverse, input in our car, but both of – Light on driver involvement particularly in cold weather. those issues have been Of course, Michigan’s nasty winters addressed for 2011 with the addition of an flatter few cars, but the GT-R seemed to iPod/USB input, Bluetooth streaming suer more than most. Not only did the audio, plus plu s XM tra c and weather weathe r info for gearbox hate the cold, the suspension the standard nav system (along with couldn’t come to terms with the winterautomatic headlights and speed-sensitive ravaged pavement. The comfort mode was wipers). There was nothing disappointing small comfort, as the GT-R slammed into about the interior’s premium materials every pothole. Nissan apparently agrees and high-quality finishes, which assistant that, even for an extreme machine, the editor David Zenlea took as proof “that a GT-R’s ride is overly sti, as the company mainline manufacturer can craft a unique, has retuned the rear suspension for better appealing cabin.” ride quality in 2011 models. While Nissan may be a mainline Next, the chassis engineers might want manufacturer, the GT-R certainly exists at to address the tramlining. “The GT-R the tippy top of its price ladder. Our takes every bump, rut, and pothole as a Premium model (which adds heated seats, direct steering input,” said associate editor an eleven-speaker Bose stereo, darkerEric Tingwall, in one of many logbook colored wheels, and Bridgestone summer comments on the subject. The issue is tires to the base spec) started at $84,040 likely made worse by the GT-R’s ultrawide including destination. To that we added
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four seasons wrap-up PRICES& PRICES& EQUIPMENT Base price
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$87,320 Trade-in value*
$60,000 Standard equipment
Our GT-R spent more than its fair share of time in the dealer’s service bay. A brake job cost more than $7700.
ABS; traction and stability control; dual-zone automatic climate control; power windows, mirrors, locks, and heated front seats; leather upholstery; navigation system; Bluetooth; keyless ignition; HID headlights; AM/FM/XM/CD eleven-speaker Bose audio system with hard drive; front, side, and side curtain air bags
It may be big, but the GT-R can run with sportbikes from its home country. Getting some extra attention during bath time. Aluminum door handles add a degree of specialness.
Our options
Super silver paint, $3000; carpeted logo floor mats, $280 *Estimate based on info from intellichoice.com
super silver paint and floor mats, the only two extracost options available, bringing the total to $87,320. For 2011, the base trim is gone, and the Premium version’s price has crept up to $85,060. And yet the GT-R can slay pedigreed European sports cars costing tens of thousands more, so the car’s sticker price may still be a relative bargain. However, we found that when it comes to maintenance, the GT-R is a much closer kin to its supercar competitors than to other Nissans. Oh, sure, it started out acting very much like a Nissan, troublefree and inexpensive to maintain, at least until the 18,000-mile service—the one that
RUNNING COSTS MILEAGE: 25,401 WARRANTY:
3-yr/36,000-mile bumper-to-bumper 5-yr/60,000-mile powertrain 5-yr/60,000-mile roadside assistance 5-yr/unlimited-mile corrosion
108
Automobile
requires fluid changes for both dierentials and the transmission, ballooning the tab to $1900. We had also by this time used up the brake pads (all four), which necessitated changing the rotors as well. Total cost: $7705.94. Luckily, there was no charge to fix the driveline vibration that was occurring between 2200 and 2700 rpm; it was caused by an errant bearing inside the bellhousing, a known issue with some GT-Rs. The fix required removing the engine and kept the car sidelined for a few weeks. Supercar performance, though, never comes cheap. And when it comes to going and turning and stopping, the GT-R is absolutely a supercar—as it proved again just last month, when it set the benchmark lap time against a Porsche 911 Carrera S, a Chevrolet Corvette Z06, and a Lotus Evora. But what we found with the GT-R is that in lesser situations, it’s less than thrilling. “Some cars are fun to drive even when you’re just plodding along,” said Zenlea. “Not the GT-R. Drive it reasonably, and it just feels big and heavy and loud.” There is no denying the th e GT-R’s GT-R’s abilities, but there’s also no denying that this car is “Anyone who stretches his budget to buy a GT-R is going to be mighty o-putting in many ways—the brutal ride, shocked by its sky-high ownership costs.” — copy editor Rusty Blackwell the tiresome tramlining, the cacophonous sound track, the trust-the-chips computerSCHEDULED OUT-OF-POCKET: RECALLS: controlled demeanor. As Floraday put it, 17,443 mi: Purchase, None MAINTENANCE: “It’s tough to find a car that’s faster than 1393 mi: $0 mount, and balance 6834 mi: $132.38 four Pirelli Winter 240 FUEL CONSUMPTION: the GT-R, but it’s very easy to find cars that 14,562 mi: $103.55 Sottozero Series II EPA city/hwy/combined are more fun and engaging to drive.” For 17,095 mi: $110.63 winter tires, $2024.42 15/21/17 mpg Godzilla’s legions of fans, such esoteric 22,872 mi: $1926.27 22,872 mi: Purchase Observed 18 mpg considerations may not register, but that’s and install new brake pads, rotors, and fluid, WARRANTY REPAIRS: COST PER MILE: the dierence between experiencing this 22,872 mi: Replace $7705.94 (Fuel, service, winter superstar on an electronic screen—or on bellhousing unit due to tires) $0.62 ($1.70 a racetrack—and racetrack—and living with it in the bearing failure including depreciation) — Joe Lorio real world.
| Au gu st 20 10
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Acura ZDX Banging its head against a glass ceiling. 110
Automobile
| Aug us t 20 10
four seasons logbook
“I love the modern interior and the lively V-6,” notes deputy editor Joe DeMatio. Notes: 1128 miles
THE SPECS s Acura approaches its twenty-fifth year of existence, it finds itself looking up at a glass ceiling. The brand has grown well beyond its “Honda plus” roots, and yet it still trails competitors such as Mercedes-Benz, BMW, and Lexus in both sales and prestige. This quandary puts quite a bit of import behind Acura’s latest eort, the ZDX. At face value, it’s merely another take on the coupe/crossover concept that BMW pioneered with the X6. But it’s also the first production vehicle styled completely by Acura’s Torrance, California, design studio, and it is blessed with the brand’s most sumptuous interior to date. Most shocking, the ZDX tosses Honda’s near-religious devotion to practicality to the wind, providing less utility than the MDX it’s based on yet costing several thousand dollars more. No doubt, this is a brave new world for Acura. To learn more about where the brand is headed—not to mention treat our backsides to some of the most supple leather seats we’ve ever experienced—we ordered a ZDX for a yearlong test. In addition to the standard 300-hp V-6, Super-Handling All-Wheel-Drive, and dual moonroofs, we added the Advance package, which comes with magnetorheological dampers, navigation, and that butter-soft premium leather. Early on, we’re impressed with the ZDX’s sport-sedan performance p erformance but are baed by its combination of SUV height and coupelike interior space. Time will tell if the ZDX portends a new beginning for Acura or a dead end.
Price: $56,855 Engine: 3.7L V-6 Power: 300 hp Torque: 270 lb-ft
“Make sure you duck when climbing in,” warns associate web producer Evan McCausland. 1645
fleet update Volks Vo lkswag wagen en GT GTII 16,121 miles
“I’ve owned four Volkswagen GTIs in the past ten years, including a dedicated track car, so the turbocharged hot hatch isn’t a new concept to me,” asserts road test coordinator Mike Ofiara. “Yet something about this GTI pastes a smile on my face every time I get behind the wheel. Inside, Volkswagen has improved the fit and finish with a level of refinement that creates a night-and-day contrast between this sixth-generation model and my 2006 GTI.”
Mazda 3 23,853 miles
After a brief stint in a Volkswagen Golf, West Coast editor Jason Cammisa finds himself disappointed by our Mazda. “You can’t help but notice that the 3’s interior is a full class below that of the Golf—in both material quality and prese presentation—and ntation—and the rubbery shift action doesn’t help. The 3 also suffers from a lack of traction in the wet, but at least the soft leather steering wheel doesn’t get yanked yank ed out out of of your your hand hands s from from torq torque ue steer steer as in in many front-wheel-drive sport compacts.”
Audii Q5 Aud Q5 15,044 miles
“Who says the Q5 can’t haul anything? I managed to squeeze a six-foot-wide, twenty-nine-inch-tall, twenty-nine-inc h-tall, eighteen-inch-deep dres dresser ser into the Q5—a midcentury modern Craigslist snare,” crows copy editor Rusty Blackwell. “It was very tight, ti ght, though. th ough.” ” To carry even more, we’ve installed a hitch to tap into the Q5’s 4400-pound towing capacity. Art director Matt Tierney put the hitch to its first test in the Smoky Mountains. “The Q5 didn’t miss a beat with a couple thousand extra pounds tagging along,” he reports.
■
For more Four Seasons fleet updates, go to Automobilemag.com Aug us t 20 10 | Automobilemag.com
111
Ferrari F430
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collectible classic
Iso Grifo 1965–74 Amer American ican
muscle mus cle in in a high high-sty -style le Italia Italian n suit. suit.
OME CARS ARE DERISIVELY said to look like refrigerators,
but the shapely Italian automobiles built by Renzo Rivolta’s company,, Iso, are actually descended from refrigerators—or company refrigerators—or,, more accurately,, the refrigerator business. Iso (originally Isothermos) accurately made refrigerators in Italy starting in 1939 1939.. In the postwar years, the company began building motorbikes, scooters, and then minicars, most notably the Isetta bubble car, which was also licensed to other manufacturers, including BMW. BMW. The leap from the tiny Isetta to Iso’s first luxurious grandtouring car was a huge one, but Rivolta tapped some of the best talent in the business in the early 1960s. Among them were test driver/development engineer Giotto Bizzarrini, renowned today for his work on the Ferrari 250TR and GTO. Bizzarrini worked under chief engineer Pierluigi Raggi, whose team created a sti unibody with a control-arm front suspension, a de Dion rear axle, coil-over Koni dampers, front and rear antiroll bars, and four disc brakes. Campagnolo magnesium wheels or Borrani wire wheels were used. For power, power, Rivolta looked to America and the 327-cubic-inch 327 -cubic-inch V-8 from the then-current Corvette. Giorgetto Giugiaro, then at Bertone, designed the body for that first grand tourer, the 1963 Rivolta GT, but he was j ust warming up. The follow-up car—built on a modified version of the Rivolta GT platform with a shorter wheelbase—was the achingly beautiful Iso Grifo, which went into production in 1965. Iso would go on to produce two more models, the Lele coupe and the Fidia sedan, before fading from the automotive scene in the 1970s. And while others would follow the formula of American V-8 V8 power power and exot exotic ic European European bodyw bodywork, ork, none none lived lived up up to the the promise quite as well as the Iso Grifo. The car’s rarity (some 400 were built over ten years) makes seeing one today all the more striking. Low, wide, and shapely, shapely, the PHOTOGRAPHY BY
A. J. MUELLER
Grifo has classic GT proportions, with its passenger compartment set well rearward; the engine is nestled far back in the chassis, allowing for a 48/52 percent front-to-rear weight distribution. A delicate, push-button latch opens the door, which clicks closed with the lightest touch. The cabin is airy, with a wraparound windshield and a huge backlight. Padded leather is everywhere, and the seatbacks cradle you. Eight round gauges are arranged in the wood-faced dash, and the thin steering-wheel rim is wood as well. The dash is also graced with a row of toggle switches, below which are
Aug us t 20 10 | Automobilemag.com
113
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Above: Long, Long, low fastback styling is a Grifo hallmark. Below, left to right: French power-window switches can be finicky. Original owner Marty Schorr behind the wheel. Corvette flags adorn the valve covers. Opposite page, top: This Grifo features a 350-cubic-inch LT1 V-8 with 370 hp. Bottom left: Bank of toggle switches is classic 1960s GT. Bottom right: Loop pulls function as interior door handles.
114
Automobile
sliders for heat and ventilation. There’s no A/C in this particular example, so owner Marty Schorr presses the Ducellier powerwindow switches and the door glass slowly recedes. If it did not, we might have had to break out the special tool that came with the car and slips into a hole in the door panel, allowing you to crank the windows down. “Everyone hates these window switches,” says Schorr. “They’re French. Sometimes they work, and sometimes they don’t.” Schorr knows the car well, not surprising given that he’s owned it for forty-one years. “I had allotted $10,000 to buy myself a toy,” he recalls. “A Ferrari 275GTB/4 and a Mercedes Gullwing were two cars that I wanted. For $10,000 in 1969, 1969, you could buy either of those in decent condition. But [after looking at a few] I realized I didn’t know anyone to take care of them for me.” Hi-Performance ce Then Schorr, who at the time was the editor of Hi-Performan Cars magazine, was oered an Iso Grifo to drive for a story. “It had a 427 in place of the standard engine. I could not believe how fast this thing was—and how well mannered.” Schorr’s car came equipped with a 340-hp, 327-cubic-inch Chevy V-8. Tall Tall 3.07:1 gearing gave the Grifo a 150-plus-mph top speed on the autostrada, but he was driving the car from Long Island to his h is oce in Manhattan. Manhat tan. Over drinks dr inks in New York, he told Corvette chief engineer Zora Arkus-Duntov about the Grifo. “Not to worry,” said Duntov Duntov,, and shortly s hortly thereafter a 1970 370-hp, 350-cubic-inch LT1 engine arrived from Chevrolet. It was fitted with a dierent camshaft, a Holley carburetor, and Edelbrock headers and was installed at Long Island’s Motion Performance. Performance. That same engine starts easily and idles happily under the
| Au gu st 20 10
collectible classic
FREE Car A/V catalog
THE SPECS
Grifo’s aluminum hood today. Easing the car onto the street, I am amazed at how easy the clutch is to modulate, with short travel and moderate eort. The LT1 pulls so smoothly from low revs that you hardly need to shift, but it’s worth doing anyway just to enjoy the positive action of the close-ratio T10 four-speed as it snicksnicks through the gears. The unassisted steering is slow, but there’s no slop and it’s very communicative; the wheel, though, is a long reach away. An unfussy American powertrain and wellengineered chassis make the Iso Grifo an Italian sophisticate that’s easy to drive. It may be easy to drive and easy on the eyes, but it’s not so easy to find one nowadays. Schorr found his Grifo in 1969 at a New Jersey Chevrolet dealer who also sold Iso vehicles. It was listed as a ’67 model (although the low serial number correctly marks it as a ’66); it was under a cover and had never been registered. The dealer had ordered it for his wife, but when she discovered that it had a stick shift and no air-conditioning, she said no thanks. The window sticker was more than $14,000. “I oered them $5000,” he says. “They threw me o the lot.” When he came back and oered $7500, a deal was made. Needless to say, it’s worth considerably more now. Grifo prices start at more than $100,000, but as an early-build car with less than 13,000 miles and one-owner provenance, not to mention the period-upgraded powertrain, this example would likely bring considerably more. Not that it’s for sale. “My kids grew up with it being at the house,” says Schorr. “It’s become part of the family.” family.” — Joe Lorio
STOCK ENGINES 5.4L OHV V-8, 300–365 hp, 344–360 lb-ft; 5.7L OHV V-8,, 300–3 V-8 300–350 50 hp, hp, 380 lb-f lb-ft; t; 5.8L OHV V-8, 325 hp, 349 lb-ft; 7.0L OHV V-8, 400 hp, 460 lb-ft; 7.4L OHV V-8, 390 hp, 500 lb-ft TRANSMISSIONS 4- or 5-speed manual 3-speed automatic DRIVE Rear-wheel SUSPENSION, FRONT Control arms, coil springs SUSPENSION, REAR De Dion, coil springs BRAKES Discs WEIGHT 3000–3300 lb
THE INFO YEARS PRODUCED 1965–1974 NUMBER PRODUCED 400 VALUE TODAY TODAY $120,000–$160,000 Covered-headlight Series 2 cars (1970–74) are worth about ten percent more; big-block 427-engined cars and ultrarare Targas Targas can reach $200,000. WHY BUY? Because its Giugiaro styling brings people to their knees, plus it has a sophisticated chassis and potent American V-8 performance. The last item ensures ease of maintenance, but be aware that any missing or damaged Grifospecific parts may be impossible to find.
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auctions
The Mecum Auction
THE STORY BEHIND THE SALE The Hangover, a bachelor-party buddy
Indianapolis, Indiana | May 19–23, 2010 | By Da Dave ve Kin Kinney ney
film from 2009, features a good deal of carnage involving hotel rooms and one particularly treasured Mercedes-Ben Mercedes-Benzz convertible. The movie required four cars for filming—two of the vehicles were in nice condition, and the other two portrayed the Benz in various states of disrepair. It’s not at all unusual for a studio to use multiple vehicles for filming in different locations or, in the case of older cars, to have a backup in the event of a mechanical malfunction. When the script calls for some sort of on- or off-camera modifications (or
1965 Mercede MercedessBenz 220SE convertible
1969 Mercede MercedessBenz 280SE convertible
destruction), it makes sense to have a
SOLD AT $40,280
SOLD AT $53,000
condition and represent the aftermath
Silver with blue top over blue M-B Tex vinyl. 124-hp,
Silver with blue cloth top over blue M-B Tex vinyl. 180-hp,
of the Vegas bachelor party.
2195-cc SOHC in-line six; automatic. Air-conditioned.
2778-cc SOHC in-line six; automatic. A/C. This car is nicer
Solidly built and handsome,
Good paint. Brightwork is mostly good, but the driver- and
cosmetically than the ’65 model. Very good paint, trim, and
full-size Mercedes convertibles from
passenger-window surrounds are heavily pitted. Some
top. Clean interior with very good dash, wood, and seats.
the 1960s and 1970s are hot items in
less-than-perfect version on hand. Two of the four Mercedes convertibles used in The Hangover were offered at this auction; the other two are not in good
faded trim, plus dry and peeling seals. Good top. Most
today’s marketplace, with demand as
wood inside is good, as are the seats and carpets. This is
steady in Europe as it is in North
one of four Mercedes-Benz cabriolets used for the movie
America. Pristine examples examples of either of
The Hangover. Two cars from the movie were offered for
these cars could bring in excess of
sale at this auction.
$100,000, and mediocre examples bring low $40,000s or better. Both of these cars sold at good prices, but not much of a premium was paid for their starring roles in the movie.
1. 1970 PONTIAC GTO JUDGE CONVERTIBLE
SOLD AT $135,150 Silver with black top over red vinyl interior. 350-hp, 400-cubic-inch V-8; automatic transmission. Rally II wheels. The reported 2000-hour-plus restoration appears to be recent. All is excellent, no wear evident. Said to be one of 168 WT1-optioned (Judge) convertibles built for the 1970 model year and one of forty-seven YZ-coded Ram Air III automatic cars built. 1
Just a few years years ago, ago, this would would have sounded a bit cheap, but American Ameri can muscle muscle cars took a hit in value recently and are only now climbing back up. This was a strong price on the right car. Sold new new in Canada, Canada, it had documentation from sources on both sides of the border. In today’s marketplace, only cars with bulletproof histories will bring big bucks. Not cheap, but a good long-term long-term hold. hold. 2
2. 1970 PLYMOUTH ’CUDA CONVERTIBLE
SOLD AT $85,860 Black with black top over white vinyl interior. 335-hp, 383-cubic-inch V-8; automatic. A/C, power steering, power top, eight-track player. Show-quality paint, excellent trim. All shut lines are excellent. Very clean interior is factory correct. Claimed 13,000 original miles. Another Anoth er sign sign that that the muscl musclee car marketplace is coming out of its recent doldrums. With low miles, 3
air-conditioning, and great colors, this ’Cuda is a well-sorted cruiser in a very distinctive and popular popul ar guise. guise. This just might might look like a bargain in a few years. 3. 1969 CHEVROLET CAMARO Z11 INDY PACE CAR CONVERTIBLE
SOLD AT $50,350 White with orange stripes and a white top over orange vinyl and black cloth interior. 300-hp, 350-cubic-inch V-8; four-speed manual. Very good paint, but a few chips have been touched up. Most brightwork is excellent. Very clean and correct interior. Original AM radio. One of 3675 Indy Sport convertibles produced. This aging but still nice restoration sold for a bit less
Au gu st 20 10 | Automobilemag.com
117
auctions 4
5
than expected—but not by much. For many, the ’69 Camaro is the one to have. Subtle body dierences, including more sculptured sides and vertical simulated air slots ahead of the rear wheels, make it stand out from earlier models. 4. 1961 CHRYSLER M T M
300G CONVERTIBLE
SOLD AT $111,300
TM
K&N HIGH-FLOW AIR FILTERS
This dynamometer test result is just one example of what can happen with a K&N High-Flow Air FilterTM that is designed to help your car breathe easier. Actual results will vary, but we design all our reusable cotton air filters to last for the life of your car and improve engine performance. ®
Make Your Move to K&N and Discover the Easy Perfo Performance rmance Upgrade! Upgrade!
from Mopa Moparr. In the late ’50s and early ’60s, they were at their apex. The 300G’ss Virgil 300G’ Virgil Exner Exner styling is loved by some and derided as a jukebox on wheels by others. With only 337 converti convertibles bles built, they are considered extra collectible because of their rarity. This example sold at a marketcorrect price. 5. 1967 CHEVROLET
Mardi Gras red with black top over saddle and black leather. 375-hp, 413-cubic-inch V-8; autom automatic. atic. Swiveling seats. Power steering, brakes, windows, and top. Correct Kelsey-Hayes chrome wire wheels with wide whitewalls. Excellent paint. Chrome is almost all good. Very good seats, but the steering wheel is cracked and the interior chrome is a bit tarnished.
The Chrysler letter-series cars were the top-of-theline sporty oerings
CORVETTE CONVERTIBLE
SOLD AT $137,800 Yellow and Yellow and black black with with yellow hard top over saddle vinyl interior. 400-hp, 427-cubic-inch V-8; autom automatic. atic. Optio Options ns include headrests, a hard top, shoulder belts, and factory aluminum bolt-on wheels. A professional and well-done restoration. Reported 31,000 miles.
The second generation Vette, generation Vette, built from 1963 to ’67, was all about options; you could go from from a mild-
6
1-800-437-1304
Ext. 2050
*This is the result of one dynamometer test comparing horsepower at the wheels when changing from an OEM air filter to a K&N air filter for the application listed. It is not meant to b e representative of all our part numbe rs. Results will vary.
Automobile
6. 1951 MERCURY CONVERTIBLE
SOLD AT $84,800 Avon blue with blue top over blue two-tone leather and vinyl interior interior.. 112-hp, 255-cubic-inch V-8;; three-spe V-8 three-speed ed manual. Power top and windows. Fully restored with excellent paint, brightwork, and interior.
One of 6759 ’51 Mercury convertibles. The 1949 to 1951 Merc Merc was a favorite of many customizers; few escaped escaped some sort of modification when they became inexpensive used cars in the late 1950s. This appears appears to be one that didn’t 7
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mannered V-8 to a screaming big-block. This example has plenty of the options that collectors look for, thus the generous but accurate price. This investment gradee Corvette grad Corvette will likely bring its new owner more satisfaction than a few bars of gold.
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get modified; modified; as such, it’s a rare beast. The price here is in line with the expected value. 7. 1973 CHEVROLET CAPRICE CLASSIC CONVERTIBLE
SOLD AT $10,000 Light blue with white top over white vinyl interior. 150-hp, 400-cubic-inch V-8;; autom V-8 automatic atic.. Fact Factory ory steel wheels. Lazy paintwork looks to be a quick-fix job done to a price. Poor chrome and trim is sun- and age-damaged and faded. Decent top and seals. The dash and door panels are poor. From the TV series Haunted, then used as the hero car in the TV show Joey (we don’t remember it, either). One of 7339 convertibles produced. Forget For get Joey
(everyone else has), this is a convertible that could keep you busy for a long time if you wanted to fix it up correctly. With plenty of other, other, nicer 1973 Caprice convertibles on the market, it makes
8
little sense to do anything more than just drive drive the wheels o it for a couple summers.
show becomes a cult classic. Well bought. 9. 1983 FORD MUSTANG CONVERTIBLE
BEST BUY 8. 1973 CHEVROLET EL CAMINO SS
SOLD AT $6600 Mostly red with primer over black and brown cloth and vinyl interior. 240-hp, 454-cubic-inch V-8; automatic. automatic. Door dents, hood in primer, plenty of overspray. It was made this way for the TV program My Name is Earl. The interior appears mostly clean. All external badges are absent.
My Name is Earl was a popular TV show that lasted more than a few seasons, which means it will make it into endless reruns. This car was used on the set; in some episodes, it was part of the plot. The factory big-block makes it an El Camino worth noting; its role in the TV series might just make it an investment if the 9
SOLD AT $3550 Dark blue with white top over white vinyl. 175-hp, 4.9-liter V-8; automatic. Recent paint; the top appears new as well. Much of the blackout trim is faded, and the chrome on the trunk lid is scratched. Inside, the dash is faded but the seats are good and the console appears new.
The convertible returned to the Mustang lineup in 1983; otherwise otherwise ’83 ’83 was not a watershed year in ’Stang history. Just barely creeping into collectors’ awareness, a Mustang of this vintage won’t elicit oohs and aahs on cruise night, but at this price, you can ride with the top down knowing that you paid less than than one-third of the rechroming cost on the ’50s barge parked next to you.
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T o A d v e r t i s e i n T h i s S e c t i o n C a l l 3 1 0 - 5 3 1 - 5 9 7 3 AUGUST 2010 | AUTOMOBILE 121
vile gossip by JEAN JENNINGS
How to get a job at a car magazine. At least at this magazine. RID E C OMES BEF ORE THE FALL . So it it’’s on only ly fitting—as we approach the fall of 2010 and begin plans for A M M’s ’s twenty twenty-fifth -fifth anniversary—that we share our pride in this freshly redesigned magazine. And although I’m loath to advertise the company jewels, it pleases me to no end to come to work every day and see the abundance of talent packed into the second floor of 120 East Liberty. Universities have been very, very, very good to us. In the spring of 2008, George Washington University sophomore Jerey Jablansky sent us a bold e-mail asking for an internship. Deputy editor Joe DeMatio was in D.C. by chance, checked his BlackBerry, and met Jablansky for lunch on campus. ca mpus. We were lousy with intern candidates that spring, so clearly DeMatio was just trying to weasel a paid lunch. The coveted internship went to Eric Tingwall, who’d just finished his junior year (double major in journalism journa lism and and mechanical mechanical engin engineerin eering) g) at Michigan Michigan State State.. Tingwall had already won a contest to go to the 2007 Frankfurt motor show with Saturn to drive the Astra, which propelled him into some writing for Edmunds.com. (Tingwall’s future has turned out much better than Saturn’s.) We worked him like a proper slave all summer, and upon his graduation in 2009, we snatched him out from under a job oer from Honda R&D to be our associate editor. Today is his one-year anniversary here. In the past month, he’s been to the Nürburgring to test an Aston Martin V12 Vantage, to Barber Motorsports Park for laps in the Porsche Cayenne Turbo and Hybrid, and to Virginia International Raceway for the launch of the Ford Shelby GT500. Not bad. While waiting for Tingwall to finish school, we landed young David Zenlea, fresh out of University of Maryland J-school and with two years of real newspaper internships on his résumé. He had us at: “But despite the apparent maturation, I have been unable to shake my desire to write for an auto magazine.” We brought him to Ann Arbor in the fall of 2008 as a writer. His craziest assignment? Driving the new M-B SLS AMG on the old Panamericana route in Mexico two months ago (June 2010). Young Y oung Jerey Jerey Jab Jablansky lansky,, you ask? The The little little moptop moptop eventual eventually ly
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Left: Wordsmiths Eric Tingwall, Jeffrey Jablansky, and the short-butnot-that -short -short David Zenlea. (Tingwall is a giant.) Right: The art team, Kelly Murphy and Matt Tierney. A striking resemblance? We have no idea what you’re talking about.
interned here so successfully (and joyfully) last summer that he stepped out of college and into the role of associate web editor alongside Evan McCausland (who published a bus freak’s reference guide to General Motors Rapid Transit buses while still in college). Jablansky started his job today, curls shorn. Don’t tell the mother. The new two-man creative team at A M comes with thirty-two years of combined magazine design experience, none at a car book. Creative director Kelly Murphy rides a BMW K1200S, sports a mohawk, and bombarded us with imaginative missives insisting he was our man. We agreed. He then blew us away when he went to North Carolina and convinced Matt Tierney Tierney,, his top rival for the job, to come to Ann Arbor and work with him as art director. Unlike Murphy,, Tierney has been reading car Murphy magazines for thirty years—three-fourths of his life. His childhood auto art (included in his résumé) involved painstaking renditions of auto ads and of cars he saw in magazines. This issue is the beginning of a beautiful friendship, and of another twenty-five years of design excellence. From top to bottom, bottom, A A M is produced by smart, funny, passionate people who love cars and every way they make our lives better. We are blessed with some of the best car magazine executives and writers and web site producers, as well as the most enthusiastic of minimum-wage interns and motor gophers. Don’t sco. Our former gophers are now journalists, web producers, marketing and public relations execs, and car dealership owners and managers. Oh. Did you notice our new column photos? We were lucky to book the talented New York–based photographer Peter Ross, motor gopher in the summer of 1987. AM
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Automobile
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