DRlVa: PORSCHE PANAMERA AND HVUNDAI GENESIS COUPE

A DvERTI S EMS N r

COLORADO: 'VROOM' WITH A VIEW

Let's talk scenic (drives. Let's talk majestic views. Let's talk Colorado. Colorado is home to 25 scenic and historic byways, including 10 that have been nationally-renoqnized as America's 8yways®. Across the state, drivers can create their own itineraries that last anywhere from hours to days and showcase the grandeur and spectacular scenery of the state that inspired "America the Beautiful."

T l.-t. S"-Io\ :}\..\"-Io\ SkyW"-y

The San Juan Skyway is a 236-mile sampler of the best of what Southwest COlorado has to offer. The byway weaves through green valleys and over towering mountain passes, revealing breathtaking scenery induding the

San Juan Mounlai~s. The San Juan Skyvvay showcases a lillie bit oj Colorado's history. Mesa Verde National Park is home to Cliff dwelli'ngs of the Ancestral Puebloans, including Cliff Palace, the largest cliff dwelling in North America

T~e p,,-Wlo\ee. PiOlo\eey TY,,-~\s ByW"-Y

The Pawnee Pioneer Trails Byway 1n Northeast Colorado offers an unbeatable view of the expansive Pawnee National Grasslands. The byway retraces the steps.of Native American and pioneer trails across the open plains. The area's intriguing past is reflectedalonq the byway, as several attractions, including the Overland Trail Museum,aliow visitors to gain perspective on the area's pioneering past Today, visitors stop along the byway to photograph the vast landscape, accented by'grazjng antelope and the Pawnee Butte-s, or to embark on a four-mile hike through the sandstone wonders on the Pawnee Buttes Trail,

T ~e n-Olo\f"ler' P""f",WAYS ByWAy

The Frontier Pathways Byway, wi;1ich runs through Southeast and South Central Colorado, is named for the paths taken by famous explorers such as Zebulon Pike and Arthur Carhart. The Frontier Pathways Byway features rugged mountain ranges such as the Sangre de Cristo Mountains, which include 22 peaks over 13,000 feet. The byway aJso offers arnazinq scenery: lields filled with wildflowers, pinon-dotted foothills, and swaths 01 golden aspen trees.

The: U\or-"-db R;vet" HeAdW"-ft.y.s f3tWI\Y

Dropping 1,900 feel in elevation from start to finish, the Colorado River Headwaters Byway runs aleriq.the Colorado Riyer: one of the m.ightiestJivers in the country and a waterway that Carved the Gr'anG Canyon and supplies water for the Southwestern U.S .. Opportunities abound for visitors to explore the river's unspoiled banks or-ego fishing or rafting.

TL\e P~k {o PeAk ByW.?iy

The Peak to Peak Byway ~ CoJorado '5 oldest - clocks il"] at just over 5'5 miles anEl is less than an hour from Denver, Boulder or Fort Collins. 01 course, this route can take hours or even be stretched into a multiday trip, given the ilurnberof options to explore along the way, The byway offers vtews of the Continental Divide, Iqdian Peak and Longs Peak. Along the way there are gravel roacsthat criss-cross the main highway" leading to hikinq.trailheads, campgrounds, and even two ghost towns. The byway can be used to access one of Colorado's lour national parks, Rocky Mounlgin National Park, as well as Golden Gate Canyon State Park, and the Arapaho and Roosevelt Natioha,1 Fo(ests.

Colorado

Tourism Qfflce

To plea. ... you; ... ow ... dr;v;~~ Adve ... ,fv.l'e 'I'" C. oloI'Ado" V;S-It www.COLORAvO.coWlo ... cAI11-800-COLORADO.fo ...... -f"'ee copy 0'+ the 100'1 Cotol'Ado Of,f"lciA\ Sf"1-e VACAf-io,", Gv.;d~.

Power and Efficiency

For' decades, the Accord has served as a highly etliclent ruenos of trunsportntion. Today's more corufortnhle, higher-tech version continues 10 put forth impressive fuel-economy n urn hers: It's Honda's !;lesl-selling vehicle of 1111 lime, lind it's one place where efficiency, safety n nd perform lin ce CI'I n n II be fo u nd.

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SIDE VI EW OF ACCOnD EX-L V-G COUPE

It's all we know, all in one place. The 28-mpg" Accord. C\ D

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GARiiDR,IVER I MAY g009 I VOL. 54, NO. 11

HAR'DWARE

48 SffEAK PREVIEW Z-OC'lR5'WORTH WAITING FOR

Tomorrow will be better, Here's·proof. By Tony Quiroga

58 ROAD JEST

2010 HYUNDAICENESIS COUPE 3.8

I t to rns, drifts, anti stops on not too rna nv dimes. By Aaron Robinson

66 RQAD TEST TESLA ROADSTER The ultimate in plug end play, By Aaron Robinson

82 COMPARISON TEST EXECUTIVE SWEEtS

BMW 1S0Li vs, Mercedes-Banz 5550. By Tony Swan

100, ROAD'TEST NISSAN CUBE'S

A, smash hit in Japan, the Cube finaUy wends Its way to Amerlca:But is it still hlp to be square? By John PhilliPS

'106 PREVIEW

2010 PORSCHE PANAMERA

A 911 for the !i-class crowd, By Jusrgan loel/ter

DRIVE LlftES

'34 SHORT TAKE

2010 FORD M)JSTANG GT PU,tti[lg a Track oack on the popu!a'r pony. By Aaron Robinson

37' QUICKTAKE MAZDAMX"SMlATA GRAND TOURING

The mClglc of lIff1:h rottle rotatl on! By Aamn Robinson

38 ,PREVIEW TEST 2010 AWl R8;,S.2 FSI

A bigger stick fonlre soft-spoken supercar and a price to match, By MlchaelAustin

40JlREVIEW

aon p(rasGtm CAYENNE S HYBR1D

This hybrid goes its own,way, By Mark Gillies

41 ,PREVIEW TEST 2010 JAGUAR XFR

Holy sleepy laapers, an M5 eater! By Aaron Robinson

42; SPEO IALITYFILE CATERHAM:7 SUPERtIGHT R'tOO

On,e rnanspurltv is another mans .paln" By Tony Quiroga

44PREVJEW

2010 TOYOTA PRIUS The top-seiling hybrid tu~ns 50, By Parrlck Bedard

CAR5DRIVER I The best car-safety device Is a rearvlew mirror with a cop in it.

MAY 2009 I VOL. 54. NO. 11 -Dudlev Moore

MAY2009

15 BACKFIRES

DIESEL DREAMERS,. THE WORD FROM KI11MAT, KIM's BOOTY.

118 GEAR BOX

120 ROAD TEST DIGEST 122 HIGH FIVES

SPORTS GARS UNDER 50 GRAND, FAMILV SEDANS.

125 ASK US ANYTHING

GOIN.G INTO REVERSE, OLD ANTENNAS NEVER DIE.

136 THIS CAR AND DRIVER WHAT TO 00 WITH 2500 OFYOUR OLD OAMERAS.

8110

FEATURE

SPORT: THE OFF-THE~SHElF DRAG CAR Want to burn up the querter-mlle?

Don'! build a car. Just visit your

local dealer. By Jerry Garrett

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P~ess day~ begin April ~at the Javlts Center, and we'll be b~inging you live COlierag"e, videos, and pnQfogmpny. Che~k <lui our preview ~overage noW.

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SPEED FOR All BUDGETS:

The Geoeva show Is typically anytlilng but the ordinary, but this year, per·for01ance versions of prbauctlon cars were.ln abundanee ..

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VIDEOS

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Hear what an electric roadsten facing to 60l{1p hi ~ 4..1.sjlcon ds.;;o unds I ike.

CAffan tiD fill/Efl.comfT esle'Wdiro

011

COLUMN

RUN YOUR CAR ON WATER BY PATRICK BEDARD

Put Jules Verne know-how under your hood.

»·ZAMBONI

¥1;I)J've seen one at your local i ae ri r1k, but hOWl11 a ny of ~ou have dr!lIen-<lne? Rid'a alon~ as we take to the ice.

GIl RatidDR IllER .oom! ZambonlVldeo

821

UPFRONT

BMW5~SERIES

GRAN TURISMO CONCEPT

The ultimate suburbia mach Ine, squashed.

24 GENEVA CAR CONVENTION

u.S,automakers eye their Euro subsldlartss.

2.6 UP IN SMOK!E

How the cops try to find out if cannabis Is your co-pilot, By John Phillips

28 WHERE YOU CAN DRIVE 200 MPH But It wUI cost $25 per mph.

By Gregory Anderson

30 ELON;S LONG DAYS Atm NIGHTS

Issla tycoon reassures buyers

of his su parf a st alectrl c sp orts ca r.

FEATURE

) QUICKElSTCARS QF2009·:

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Not· just oil, Pennzoil.~

CLEANS OOT UP TO 46% OF ENGUIE SLUDG.EIR JKE FIRST 011 CHANGE."

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JJIllOtiESTODE

DID YOU CHOOSE THE RIGHT TIRE

the RAIN transforms

STREETS INTO SLIPPERY SLOPES,

WHICH B.ICCS nu;; QUESTION:

TO PROTECT YOUR PRLCIOUS CARGO?

TURANZA"

bri dge stoneure.com t; ress teiv.co m 1,800 ,S07 ,8555

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PATRICK BEDARD

RUN YOUR CAR ON WATER

PUT JULES VERNE KNOW-HOW UNDER YOUR HOOD.

T

he dreamers, schemers, and scammers have apparently given up on the 100-mpg carburetor. From the mail I gel. looks like they're all working on hydrogen generators now, egged on by websites promising the know-how to "easily and inexpensively convert any car or truck into a water-hybrid."

Here's the deal. A molecule of water is made up of two hydrogen atoms combined with one of oxygen, expressed as H20. So you brea k the H and the ° out of wate r, then feed them into the intake, thereby boosting your gas mileage by (inserl any wild-ass percenl be/ween 48 and 261), This is the old "run your car on water" promise dressed up lor the AI Gore era.

One website anticipates your doubts and trumps them with this quote from a Jules Verne book, The Mysrerious Island (1874):

"Water decomposed Into its pnrrutive elements (Hydrogen and Oxygen), and decomposed doubtless by electricity, which will then have become a powerful and manageable force, Yes, my friends, I believe that water Will one day be employed as a fuel.'

Lessee, Jules Verne, wasn't he a SCIeoce-ticuo« guy? Oh, never mind,

Full disclosure: I'm a doubter. But doubts never inspire miracle inventions, Ralph Johnson is a believer, and he turned up in my driveway with his tinkered-up Toyota Tacoma one day to show me his creation.

Johnson is a grandfatherly type, a retired farmer from Ada, Michigan, who looks younger than his 79 years. Chasing around on the Internet, he figured out the hydrogen deal but choked on the prices 01 generators oltered for sale. So he started experirnentmq from scratch.

We have to give it to grandpa here, Hydrogen is invisible. And you can't smell it. So how do you know you're making it?

In rus garage he set up jars of water, immersed hiS llomemade wire Windings In the water, and hooked the wires to his battery charger, In effect short-CIrcuiting the charger through the water. "I would run them lor hours," he told me, "take temperatures, measure amperage. And check my bang power,"

He had his jars covered. He'd run the current to each, then uncover one and put his torch to it. The one with the biggest pool-"the most bang power'-was hrs winner. He kept rebuildi ng, wi nding t he wi res closer togethe r, 21 dille ren I t nal s. always rating the bang power on his scale of one to five. His final design replaced the wiles with closely spaced stainless-steel plates. That's the one he wants to show me In hrs truck.

Under th e hood I see a glass jar clam p ed back by the master cylinder, and when he starts the engine, the water In the Jar churns madly, A hose runs out of the jar and tees into a Toyota hose that

CARANDDRIVER,CDM

disappears under a black plastic cover. The service manager at a dealership lold him what hose to lap Into.

Johnson doesn't pretend to know all the science, or even where the Toyota's hoses go. But he's got less than five bucks Invested in his Walmart jar: a roll of hose and stainless plates from Home Depot cost $11 ; and an ammeter was an other $22.

Mileage? "It's about 17 mpg without, a little over 24 with it on," he said. "And I feel good about that."

As the desiqnated doubter, I have to ask how he tests, because claims of miraculous mileage always, always, tall apart under rigorous testing He likes short trips so he can keep track of the stoplights-were Ihey red or green? Uh-oh. On short runs. the variation in fill-ups becomes a major source of error. Still, there's nothing to gain by beating up on grandpa as he chases the dream.

Here's what this doubter knows for sure, The energy Input necessary to bu st up water molecules is 9 re ater tha n th e energy output you get back when you burn the hydrogen and oxygen back into water Inside your enqme. I could layout the calculations, but you'd just flip to some less tedious page,

Nonetheless, Ralph Johnson isn't the on Iy guy get ting his feel good 011 this idea. Give all your credit cards to your wife, then Google "Brown's Gas," You'll find dozens of sites ready to sell you fully assembled hydrogen generators (prices range from $299 to what's your card Ilmil?) or plans to build your own.

Enjoy the back story, too, For once, Nazi scientrsts aren't Implicated. Instead, It'S the fuel-starved Bfltisll army that had hydrogen generators "In their tanks, boats, and other veh lcles to get bet ter mileage." But rig ht atter the war, the government gave the order to "remove and destroy all generators." Imagine tile chaos that would have followed If these gas savers had fallen mto CIVilian hands.

A decade late r, Bulgaria n- bo In SCientist Yull Brown we nt to Au strana harboring "a deep belief that Jules Verne's vision" could be realized. In the early t970s, accordinu to legend, Brown invented a "common-ducted electrolyzer" to produce a mixture of oxygen and hydrogen from water in exactly the proportions of those two elemenls in water. Thrs is extremely convenient because It allows the "oxyhydrogen" to recombine, leaving onlv water after combustion.

Sources say the oxyhydrogen produced in this way is called Brown's Gas in deference to a man who was either an unheralded inventor or a shameless huckster who bilked investors with his promises of miraculous fuel.

I asked Ralph Johnson about Brown's Gas. He never heard of It.

That's probably why he's got less than 50 bucks in his gizmO .•

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THE RADAR AND LASER EXPERTS

BACKFIRES

THROWAWAYS

When YOLl compared hybrids with diesels, you lailed to consider the price advantage 01 the Jella TDI when calculating cost per mile; $24,070 base for the excellent DSG and $ 1 100 less fOI the manual-a transmission not even offered In the hybrids ["Long Rangers," February 2009]. Even With the DSG,

the Jetta is $2155 cheaper than the Chevy Malibu. the cheapest hybrid you tested. And that buys a lot ot fuel, Also, 110ne of the hybrids can tow one pound. Diesels are known for their longevity, and once the engine is worn out.

it can be overhauled for about $2500, with a new engine gOing for $5500. The hybrids? Once the battenes are gone, you're stuck with a 10-plus-

CARANDDRIVER.CDM

year-old car that needs a bank 01 batteries ($6000). and an IC-engine overhaul IS coming due. Few owners will put that much money into an old, depreciated vehicle, Looks like the autornakers have created a throwaway car.

CHRIS FOLTZ

FORT WALTON BEACH, Fl-ORIDA Not so fast, diesel-breatils, Toyota sells replacement Prius baUeries for about $2300, not six grand, and the company pays a $200 "bounty" for the goopy old dead ones, And look. closer, The Jeu» IS a compact. our hybrids were mid-size Beller to compare

a diesel Jwa With a $24,320 I-Ionda Civic hybrid-Ed.

Bedard waxes poetically as to why Americans 1'.1111 not flock to the more expensive diesel

Opinions are like exhausts-everybody has at least one, Send yours to: editors@CARandDRIVERcom

fuel, but he never explams why diesel IS at a premium In this country and when and il the price will come down.

He does not address

that this country was not

ready 10f the governmentally mandated irnplernentation of low-sulfur diesel in 2006, that the petroleum industry had to switch production refinement processes nearly overnight, that they were lorced to buy additives from other countries at very high tariffs to meet

the demands they did not adequately prepare for (and whose gUidelines were not

well thought out), that there

are limited facilities capable

01 refining diesel-quality fuels (each refinery is built lor a specmc grade/type of fuel to be produced), and that there Will be additional diesel coming online shortly as refining lacilities lor diesel production are now beino built and are near completion,

JEFF GRUBER FORT BRAGG, NORTl-1 CAROLINA

I'm Sick and tired 01 reading articles about hybrids and fuel economy. The only parts of your magazine worth reading anymore are Backfires and Franz Kafka's Garage. I mean, really, cover stories titled "FuerSIPPln' Showdown" just aren't dornq It for me,

CHRIS MrrCHEL-l tNOIANA DEPT, OF CORRECTIONS All right, all right. put down thai plasUc knife-Ed

WILL WEIRD WORK? ThePo~chePanamera [Upfront. February 200917 Weird! I was just telling my wife the other day, "Honey,

I wish Porsche would build

an overpriced five-door AMC Gremlin," Well, the Lord really does work in mysterious ways, because right there, inside my Car and Driver ... Shazarnl

The Panamera IS really the answer to everything, especrally now, In this economy. But what I really need is lor Porsche to re-

rebadge the Routan. I would love to shell out 80 grand for a Chrysler Town & Country with bigger wheels. That's what I really need.

JOEL EISErjBAUM HOUSTON, TEXAS We heard these same sorts of apocalyptic predictions when the German sports-car maker deCided the time was nght

to launch a $90,000, 450-hp tvan-tutbo SUV in 2003, That and other Cayennes sold

so welilhat Porsche now owns VW For more on the Panamera, see page 106-Ed.

As regards 'More Tickets In Hard Times" [Uplront, February 2009], you guys should have done that article about the situation In south Honda The revenue being raised through traffic Violations IS staggering. Even if you go to court and

the ticket is dismissed, there are no points-but guess

what? You slIII have to pay

the full line. They call It "court costs," God torbid they have

to lay oH some 01 the local

law enforcement because

the economy comes to a hatt. They hired every Tom, Dick, and Harry a year or so ago when things were booming, Oh, I forgot: The police need to make their quota so they get their three- percent increase In pay next year,

PA Tl\1 CK AND R EWS WEST PAL-M BEACH, FL-ORIDA

In your "Dirt Road" section 01 Upfront, you bade farewell to the Yugo, The tollowmq IS an apocryphat story, but I love it anyway:

"In the recent military

action against Yuqoslavra, the USAF carried out a series 01 bombing raids. 111 one at them, they completely demolished the Yugo lactory. Careful intelligence study of aerial photos taken in the aftermath of the raid estimated that the damage to the factory was at least $300."

Ross McMuLL-EN WENDELL, NORTl-1 CAROLINA

BACKFIRES

MUSTANG BITE

After seeing pictures of the new 2010 "Stable Horse" [February 2009). I vaguely recall how Ford pansltled the Mustang with the Gen 3 body only to slightly recover with Gen 4. They hit it out of the park with thlil Gen 5, only to repeat the cycle ... wash ... rinse ... repeat.

Adding insult to injUiy.

Ford literally "piped in" intake noise to the cockpit to make the car roar. How about actually making the engine roar by removing the fire-wall insulation? Seems a more economical solution to take material away versus adding some. Belter yet, add some functional headers Instead

of those cheap, welded-log manifolds you currently try

to pass off as performance

headers, CRAIG MYERS

HOLLA.NO, M,CHIGAN

i"ve been reading C/O since the 19605. I read the March 1964 comparison between

the Pontiac Tempest GTO and the Ferrari GTO. (Pssst, the Tempest was a nnqer.) I never got confused about which was which.

But now I'm reading "A Stable Horse" about the 2010 Mustang, and I've come to trus sentence,

"Otherwise, the sheetmetal is beveled at both ends, and there's a pronounced hood bulge-the new model looks both more muscular and a bit smaller than the current one, which in some ways seems like a cleaner and more coherent design,"

Thrs sentence may make sense to someone who remembers 1960s-era grammar rules about clauses. but I can't figure out if it's the new model that is cleaner and more coherent. or if It'S the current model that is cleaner and more coherent.

In some ways. your sentence doesn't seem clean

and coherent. DAVE MACAULAY

HUNTLEY. ILLINOIS The final clause refers clearly to the Mustang that IS previous 10 the newest subject of the

MS. GOODWENCH BY PIPPA GARNER

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YOUR PHILANTHROPY.!

more current test (Hang on, I galla call Dr, Kevorkian)-Ed,

MASS APPEAL

I recently fou nd the June and September t 997 issues of your rnaqazme. They both had 30 more pages than my February '09 Issue, Why IS your mag gelling smaller as the price goes up? I don't believe the "quality over quantity" crap.

R. SIMARD

KITIMAT. BRlnsH COLUMBIA Apparen/ly Kitimat, wilh ilS robust economy turning out coffee-can ashtrays and plastic shark-teeth neck.laces in breathtaking numbers. has gone unscathed by the global economic head-but/-Ed

STOCK OPTION

If I see any more stories on the M3 in your magazine ["Auto Pilots: February 2009), I'm going to inflict paper cuts on my eyeballs with the cover

and pour lemon juice in them just so I dOI1't have 10 suffer

anymore!

PAUL LORENC

P'SCATAWAY, NEW JERSEY And if thai ooesn'! work.

you can always relocate 10 KiUmat-Ed,

I really enjoyed the M3 versus the 9t t. But next time, pit two cars from the same class,

If you take BMW's best 3- series-the M3-put it against Porsche's best 911 (or at least a Carrera S). Comparing an M3 w.tt: a stock 911 wearing 18- mchers IS pathetic and skewed. Try a BMW 330 versus a stock 911, To me, that's what this article should've been: stock versus stock.

ANONYMOU5

CAM ARIL LO. CAU Fa RN IA RighI. And companng a base, $37,325 3-series with a base, $76,395911 is totally valid-Ed

Once a car has WOI1 a comparison test, say, three times. can we eliminate It

from future tests for, say, SIX months? I'm tired of seeing

the M3 paraded as a winner time atter time. no matter

what the test. lt's no longer a comparison when you know the winner gOing in, We all understand by now that it's the

best car ever made. for every purpose under heaven,

TODD ONISKO TOLEDO, OHIO

HE WAS THERE

In Franz Kafka's Garage [February 2009J, he drew

a blank when asked when parking lights on cars were first used.

The early Ford Model T

used kerosene head lamps mounted on each Side near

the windshield frame, Later, magl1elo-operated headlam ps were used, mounted in the convermonal location. These headlamps dimmed when you slowed and would not operate if the engine was not running, Kerosene lamps were kept near the wi ndsn ield, and they were used all the time at night but especially when the vehicle was parked. when the magneto lights would not work. I know. I

was there. WALLY HOWISON

PAU~En(). FL()RIDA Franz is in purgatory for blowing it He's been replaced by Ask Us Anything, page 125-Ed,

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BACKFIRES

OLD GLORY

Why is the American flag [page 116, February 2009]

on GM's GS Racecar concept backwards? With the General's current finanCial state, shouldn't it be upside down?

MIKE SMITH

MiDDLESEX, NEW YORK Yes and no. The flag on the car is no! backward if you visualize it moving with the airflow of the car while it's traveling forward, (Man. did I write than-Ed.

LEADFOOT

I've figuted out who the big leadfoot at C/D is: Dave VanderWerp. Fleet liles 01

the long-term Jaguar XF Supercharged In February note that it got a respectable "20 rnpq, pretty good for a 420-hp car in the hands of a gang of speed treaks." Later, in the same Issue. VanderWerp complains about getting only 18 mpg from the tegular, nonsupercharged XF. I'm sure he's a scary driver, but barring a leaking gas tank. how did he manage to get worse mileage Irom a car With 120 fewer horses underhood?

BEN PERRY

LOWELL, MAsSACHUSETIS Possibly he was hauling all

his kinfolk, rumored to be,

like himself, slx-foot-twenty, Oil, a little lake, Tile XF was driven hard during WBest hammerings, and the 20-mpg car more than 10,000 miles, otten at mellow speeds-Ed,

SOMEBODY PAYS

i very much enjoyed John Phillips's "A Dealership for

the Ages" [February 2009]. Last year, I flew from Tucson

to Indianapolis to pick up a vehicle the Hare dealership had sold me. an eight-year-old Trooper With 110.000 miles

on it, for a very, very fair pnce. And they were nice enough to pick me up from the airport.

But the fact Is, I hadn't left

the dealership more than 15 minutes when a yellow light flickered, Indicating service needed, Would they be Willing to look at it and tell me whether t could even drive the car three

MS. GOODWENCH BY PIPPA GARNER

days home? No, Obviously Hare is entitled to much recognition for their ability to keep their doors open, But.

I would imagine. somebody

always pays. BILL MAZER

TUCSON, ARIZONA

For the record, the Wentworth family has been in the car business in Portland, Oregon, lor 106 years. They operate dealerships in Portland, Wilsonville, and Eugene. The fifth generation is currently being groomed for future

management. Do;, MCVAY

WILSONVILLE, OREGON

Thanks for the feature on W. Hare Chevrolet. I am a veteran of many dealerships.

At a Chevy dealership in l.exmqton, Kentucky. I recall the trim technician once had

to go into the waiting room to inform an anxious new buyer that he would have to select

a new Caprice station wagon off the lot because the one he had just picked out was back In the service department lYing on its side where it had fallen off the lift!

The paint and body man

at Charlie Sturgill Pontiac was a little more creative. When

he was repairing a wreck job on a new GTO (Nova body olauorm), he was told by GM that the full-length body stripes were not available, so he painted them on With a spray gun and a striping brush so impeccably beautifut that the

naked eye could not discern the difference.

II M OTHY K AST ASHEVilLE, NORTH CAROLINA

MOMENTARY RACER I enjoyed Bob Zeller's article. "The OUltting Game" [February 2009] about start-and-park teams qualifying for a NASCAR race and then dropping out shortty after the race begl ns. What Zeller doesn't tell us IS whether this practice occurs

In other raci ng leagues. such as the IRL and ALMS, Just buying one of those cars might make it financially difficult, but the idea 01 competing lor a

few laps, while knowing that I wouldn't have to sell my house to do so, is pretty tempting.

JOHI, Dum EY

MEHERRIN, VIRGINIA

TRASH TALK

After readlr'lg your review of the Ferrari California [February 2009] and the description

of Its "ample booty: am I to conclude that this vehicle IS the Kim Kardashian of the automotive world?

BOB Low BARRE, VERMONT Forget 11, Loso, a Ferrari will never be that cileap-Ed,

OUGHTS AND ENDS

Car and Driver is as much fun as a strip club run by the campus feminist collective. In a magazine that should be full of appreciation for cars, every feature article includes

some mea cufpa about carbon footprints. peak oil, or some other AI Gore cliche. The

more fun the car, the more embarrassed you seem to

be writing about it Readers interested in car magazines aren't looking lor your political opinions, and if we were, we'd appreciate your advocacy

on behalf of awesome cars instead of shame.

Does Guns & Ammo Include a sentence In every article about the tragedy of handgun Violence? Does Vogue mention eating disorders or the suffering of furry animals? If it makes you leel better, change your title

to Frisky Sheepherder so your writers are less embarrassed to hand out their business cards.

MATT DEPREE

DENVER, COLORADO Oh, it onlv we could

respond But the amount of ink thai would be wastedumecyclable. for god's seke!> plus a spool of paper thai would be permanently violated Just make it unreasonable. (Screw it, we're moving 10 Killmat)-Ed,

I've always wondered If the gas tank is full or near empty when you do your O-to-60-mph runs, I would think that added weight would make a difference.

CESAR CORAL

ROCKAWAY, NEW JERSEY We till up before testing At

six pounds a gallon, a tankful could weIgh 90 pounds and amounllo abou1 a o.1-second penally BUI so could track conditions, etc.-Ed.

Whichever carmaker does trus first Will make big sales, Put

a mikelspeaker in the driver's mirror so we don't have to roll down the window to order

at the drive-thru (the pickup windows usually have a root). Just puttm' It out there,

W, WILSON SEVERN, MARYLANO

With its fusillade of sedulous articles, the February issue comes across as a bit

dolorous, DAVID MEYER

S~N DIEGO, CALIFORNIA.

CARANDDRIVER.COM

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EDITED BY TONY QUIROGA RAY HUTTON (ENGLAND) JUERGEN ZOELLTER. [GERMANY]

PAGE 24:: swrss GEEZ

New MercedeS" coupe, a f8Sfer Fbeusiand a,few- more oddities.

PAGE 26: HIGH TIMES How the cops can tell if you've been taking~.

PAGE 28: TWO BIUS

A place where youean pay: to dpve over 200 mph. .

PAGE 30: INTERVIEW ANn ICE ieslas Ekm Musk opens up to us, and'CoIwelllives out a dream.

Top engine Is likely to be BMW's 400'hp, 4.4-J!ter twln-turbe V-So

Production version should go on sale In 2010, with a slarting

price of about $45,000.

ULTIMATE SUBURBIA MACHINE

NEW CONCEPT STRETCHES THE DEFINITION OF CROSSOVER,

A. The automotive world has been W waiting for BMW"s response to the Mercedes-Benz R-class since the debut of that crossover/minivan curiosity for 2006. For a while, a pseudo minivan In the same vein as the R-class was expected from Mercedes' German rival, but the R's dismal sales may have caused BMW to chart a different course of action.

Allhe Geneva auto show in March, we finally got to see. in concept form, BMW·s answer to the R-class. Mercifully, the company that prides Itself on burldinq the "ultimate driving machine" didn't produce

CARANDORrVER.CDM

a minivan but rather a high-roofed. notquite-an-SUV wagon version of the nextgeneration 5-selies. After years of calling it the Progressive Activity Sedan, BMW has

ditched that moniker In tavor of calling the concept the 5-series Gran Iurisrno.

Looking like a slightly squashed X6 sport-ute and silling 5_3 inches lower than it. the 5-series Gran Turismo rides on a long. 120.9-lnch wheelbase that provrdes a 7-series-grade back seat, There's no third row. and in the concept. Ihe rear seat is only good for two occupants. Production versions will likely have a conventional bench seat. As In many SUVs. the rear seat slides back and forth several Inches to accommodate legs or increase cargo area. A length of 196.8 inches makes

UPFRONT

the 5-series Gran Turisrno a scant three inches shorter than the big 750i sedan and almost five inches lonqer than the X6_

BMW hasn't officially divulged what 1'.1111 power the Gran Turismo, but we'd guess the most expensive version will get the company's 400-hp, twin-turbo 4.4-liter

V-8; the 300-hp, 3.0-liter twin-turbo inlinesix will likely be the most popu lar choice; and for the fuel conscious. the 265-hp, 3.0-liter turbo-dresel inlme-six should return fuel economy In the mid-20s. Rearwheel drive will be standard, With all-wheel drive (xDflve) optional,

The Gran Turisrno should be available early In 20 to, after the production version debuts at the Flankfurt auto show this fall. How the new model will fit In among the X3, X5, and X6 SUVs remains \0 be seen. But expect a starting price of $45,000, with top models fetching close to $70.000.

UIRTROA1J

POi'sc"egQe$ 'ClUbbing:

Porsche will produce a lightweight version of its Cayman model latel this ye3r. Li1<e its ligHtened Porsci1e 'forebears, it wiil wear the Clubsport name. Beginl1ing as a 32.0-I1P Cayrqan S, it will undergo a 200-some-pound weight loss achieved by the removal of some i'nterior trim and options and the use of alUfninUfTl and con;lposl-fe body panels as well as lighte[ wheels. Exteri,or changes include a uniqUe frontbumper design and a large, fixed rear spoiler that replaces the retractable spoiler of the standard model. Porsclle may ha,ve reduced the options,

but the Clubsport should still start llt about $70,080, nearly 1 Ogtand more than a base Cavrnan -S,

GM-9urugo .. ~ :'Gelileral Motors' ongoing restructuring and struggle to survive has resulted in 77·yem-old Bob l.ute stepping down April t,

before his official retirement at the end of the year. The bestknown product pitchmen who oUicially was the vice-chairman of global product development. Lutz ls often credited with ramrodding improvements to GM's lineup of vehicles. Torn Stephens, previously executive vice-president of global powertraln and g!obal qua,lity. wilitOlke'0verfo! lutz.

GM slows,dpwn: ln

another cost-cuttlnq move,

GM announced that its

HIWi P"'rforlif1ance vehicle Operations (I~PVO) has been shuttered. The 60 engi'neers who made up the HPVO

and were responsible for the

v-series Cadillacs, the SS models trom Chevy, and the Corvette 2196 and ZRl have besn reassigned to work on mainstream products and tuture technologies. Altho!lgh new development ot high-pertormance variants Is now suspended, the current crop

of cars breathed on by the HPVQ will continue 10 be built and SOld, and will live out their normal product cycles. W.tqngway:: Putl'ing gasoline into the tank ofa diesel vehicle can happen as we proved with om long-term MerceclesBenz GL320 COl. While we

did mal1a'ge to avoid 'tiring IJ p the poisoned engine-, the cost of towing; replacinq the f!2lel filter, draini[lg the fuel tank, and consequent deaning

set LlS back more than $500, While It IS difficult to pump diesel into a gas-powered

car because of the Img@r diameter of the diesel nozzle (we nonetheless manaqed to get a diesel nozzle into the narrow tuel-filier neck at OlJr long-term Subaru Legacy). It is much, much easier to insert a

gasoline nozzle into a larger diesel-fuel receptacle. To prevent Its diesel customers tram making this mistake, 6MW has introduced a mechanism on the tuel-liller apertures of ttle 335d and X5 xDllve35d that will not accept a gas-purnp [1022.1e. The smaller gasoline nozzle will not push throug~ the cleverly deSigned metal flap, while a diesel nozzle slides fight in. One potential problem with ttus occurs if you need to add fuel via a can-In which case a bypass around the filler allows tor fuel to slowly enter into the tank.

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GEN, VA C

C_

A The Geneva auto show is usually a big celebration W of cars destined for European garages, and many of these new products never reach American shores, But increasingly, domestic carmakers have been eyeing their Old World subsidiaries to see what European models might work in the Americas. And with a Chrysler-Fiat merger approaching reality, we can look forward to the Geneva show becoming a stage for cars destined for

the U_S. Read on to hnd the highs and lows of what we discovered in Geneva.

r

fJ')HI$'9~tHH'!'4j:iMbjjH!;t{jH,lual

The Highs: Replaces the aged ClK coupe, fetching body with an ultralow 0.24 drag coetncient, absence of 8-plllars, "Attention Assist" helps keep you from falling asleep behind the wheel.

The Lows: Model to model. the E-class-based coupe will likely cost perhaps 10 percent more than the C-class-based C l.K. which currently starts just below $50,000.

The Verdict: looks better than the sedan upon which it is based, and that's exactly what a coupe should do.

2010 SAAB 9-3X

TIJe Highs: Tough-tooking trim makes a 9-3 SporiCombi more SUV-like. Asks the question: Is late really better than never?

The Lows: A great idea when Subaru did the Outback back in 1995, but now It'S just late and kind of sad.

The Verdict: With Saab In bankruptcy, trus 9-3 In ott-road gear seems desperate.

RINSPEED iCHANGE CONCePT

The Highs: Roolline changes depending on number of passengers, 20 t-h P electnc motor, solar cells on roof, claimed O-to-60 time at 4.0 seconds.

The Lows: you'tl have to buy an Apple Phone as it IS used Instead of a key, practrcal compared with last year's sOuba.

The Verdict; Goofy and presumably envrronmentally conscious but tacks the brilliant madness of previous Rinspeed concepts.

2010 FORD FOCUS RS

The Highs: Latest 111 a long line of RS-{uned models : gets a 300-hp, turbo 2.5-llter inlme-hve: second-gen Focus platform with unique front suspension; rally-car looks; goes 163 mph.

The Lows: Torque steer seems mevrtable With big horsepower and front drive, no chance of coming to the States considenng its $45.000 price.

The Verdict: As much fun and as cool as we think the Focus RS mighl be. we have to wonder how many Americans would actually be willing to plunk down 3-series money IOf one.

2010 AUDI TT RS

The Highs: Turbo 2:$-liter inline-tive makes 340 horsepower and 332 poundfeet, gets larger brakes, has the TT's good looks.

The Lows: Not yet approved for the U.S. Should it arrive here, coupe would likely cost $60.000; add $5000 tor convertible.

The Ve rdlct: RS version should be even quicker and more expensive than the TTS. But does anyone really want that?

The Highs: Brabus-tuned, 6.3-llter twln-turbo V-12 With 691 horsepower; a O-to-60-mph time of about tour seconds; decadently Irrelevant.

The Lows: $480.000 pnce, inevitable attacks from Greenpeace. makes tbe old Hummer H1 look rational.

The Verdict: Complete lunacy, courtesy of Brabus.

UPFRONT

PI SMOKE

HOW TIHIE COPS TRY TO FINn OUi If eANNABIS IS YOUR CO-PltOT.

BY JOHN PHILLlP.S

" 'Tfy.ou pull som~~ne-$we.r whQ~~~,riv'!I~g llS i,fhe;s-

,,~ impaired .. buthe blows less than a Q,Q!? into the breathalner, tbere--ill]e't:in~::; when,You Say, ;~oo., this guy is !I)(ty teomessed uPiOl! thatamolini of i1001101.'"

SO,sClYs IVfl};:e "vill, 37, whojs.l,)ot o111jill Senior TrQopcer wilhJIjJ::: ~0j'egiJ1l State1'Qlice bqt also <'I,Uw,lued DBE---Qrtl,g Rec(lgniti.o)l H:xper (-Qne of <i\1Ou,( 200 11] Cll;-egol1 ('IJon:e. Greaf!'lif in Los;All~es iit1;h~ '70s-Why i,5, (bat llQt a

l1-#:II.

You get to tale a more .formal breathalyzer test, to ensure you aren't dru.nk-

li.~Sj

The ORE interv-Iews the arresting officer to learn about your roadside dernea nor, your Elrivlhg, the bad words yOLI uttered a(H;j yOI,ji appearance. So dress appropriately if you plan to d~lve 11 igh. "I'll ask the oflicer if he smelled cannatxs," adds lwal, "or If he saw any drug paraphernalla.'

{1.3SI

The ORE asks what food or prescriptions you've Itlgesled, looks to se-€ ff y.ou have r1;lpid ,/Jorizollt<J/ eye movements .. arid takes your pulse the fir,s,t of three times. "A normal pulse is 60 to 90 beats per minute," notes lwai. "Meth is a snrnulont that will raise those rates, alcohol is a depressant !flat will lower thern It il's marijuana, the subiect's blood pressure and ou lse wi II be up, Q\Jt bociY temp will be normal."

lifh!'

New you'll be checked for rapid ife[ti'ca/ eye movements, ano-a Michael phelps moment. here-you'll, be askedto cross your eyes, "Most people with cannabis

ill their system can't do mal." says lwai. Ironic, eh? "PLus, this is when I a,drnlnlster the diVided-attention test, Where you close your eyes and estimate the passage 01

30 seconds. You'd be arfla~1.ed how some druqs distort the passaqe of time, I've had suspects ~ay, 'Okay, time's up.' a(te! only

s.urp,ri.:;e?,,-pRE prqg~(I,m~;are now in poUce torces 111 45 states. l1hlnlt; ,or a ,TIR E as ilw:gil?,ed e'1:uival~l'ltofU drugs1IiIDng lie<'!gle_

Even tr ydll'te,as J~~getllleister-l'tooasl'romises on Easter, the cops ean hallJ you.to: EIQjf 111eY belitiVe you are ',cimp;;I,ii<i4Jo a'l'loHG$bl~ a,.1)d-ti-erGBptilile degi'ee." That's llie)?!lir;:ial phra~ (Joel:! there, you ll_nd.etg9 a 12-step -progr!;UJI"aItbotigh ~is QnE' won't-help Gary Busey.

to.seoonds. I also ask, How did you anlve at that esfimate?'" Guessi[lg isn't, aQ'\'tsed

tii#1£-J

Next Co roes the standard coord i natlo n tests tamillar to all OUI candidates; Walk nine steps heel-to-toe, close your eyes arId touch your nose, and balance all one leg, "lmpalred suspects will drop 8 fool or start hopping.' says lwal. More precinct-house amusement.

{i.3::1i1

Second pulse chsok. "B~I now, we'll be

46 rmnutes into the test," says lwai, "The guy knows r1')e, ar'ld fie should be calmirlg dOWIl, Hispulse should be slowing."

lii3iI'J

Tlme to rneas Wte p upi I size us i Ilg -a pupllorneter. What el-se would you call

it? "Then," Iwal explains, "we turn off tile room lights lor 90 -seoonds'''-your big chance to make a run lor it-"and ,after that we shine a penlight into your pupil for 15 seconds, If ymJ're not impaired, the pupil will constrict and stay constrlcted But cannabis causes rebound dilalionthat is, tbe pu pi Is constrict t hen grow 0.9a!rl in a rhyt~rTII_c fasfJiofl" Uh-oh_

(ii#:a:1

Time for a massage, -We check mliscle rigidity:' says Iwai, "Heroin will cause loose, flaccId muscle tone, IDet~ will cause you to tignten lip. Cannabis leaves your muscles in a normal state." Finally, a test we can pass.

t,i#1:z;1

Your pulse 15 taken lor the third and final time, Meanwhile, the DRE looks for

i Iljec\i Oil sites' "Old YllU k now," asKs Iwai, "that a 0 ne-i nch I rack represent s 50: t@

-, OD injections?" We did not.

tii#"[11

I s that you r fill a,l answer? "AI th[sPoini;" says lwal, "I show tile suspect tile sheet I'm filling out, (hell say to him, This tells me you're irnpqlfed, and It' leads me to believe you're taking SUOfl and such. Is that true?' Ug~lallY, .he't:I tell me, al1d that's when he hears hls Mlr;anda rTghts,"

tii3"'.-

"No matter what t18 tells me, I r8cel1li whether I believe he's under the infl uen8e:' Iwai continues. "and I record what drug I suspect caused it Or it \Could be a poly drug-a little msth, a Little marijuana, mayi1e a presqiplk)rl med. too.'

(.i i::c::a a

Tlnkle limel A wine sarn'ple-Ilot the officel's-IS shipped to the rrime lab tor a toxicolcgy tell+all, with eveplone eagerly awa1til"g the appearance of anythIng

trorn Limbaugh-quality OxyContlfl to a Willte Nelson quantity of THe. "There's no 'speCific level of THe that puts yQU over the 111\111.' Iwai notes, although (lITy 1,I\lce at 811 requires -<)11 manner of 18gal 'splaitrin',

An d with that, your 12 steps are finished, and so, possiI)ly, (J.re you, unless you leq uest 12 more steps -seleoti I1g jurors.

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Visit 1FreeShock.com for complete program details and the Bilstein retailer nearest you.

UPFRONT

WH1ERE YOU CAN DIRIIV£ 2100 MPH

BUT FIHST, APPLY FOR A BAilOUT LOAN 'CAUSE IT'S $251FOR _EACH MP~'L

B·YGREGORY ANDERSON PBIlTOGRAPBY HY1UGHARD DOLE

A. "Watch this for me, would you please?" W' asks Didier Theys, the Belgian endurance driver, indicating the digilal speedometer in the 806-hp Koenigsegg cex supercar, As I nod. Theys floors the throttle and we're off, roundi ng the entrance to the lone, long runway of the Dade-Collier Trai nlng and Transition Airport In the heart of the Florida Everglades,

Life in the public fast lane is for chumps.

Serious sceeders will want to test their mettle on the Xtreme Challenge, an event hosted by a team of Belgian instructors from World Class Driving (www.worldclass driving com). The company has built its reputation on traveling tours, in which participants sample a handful of sports cars for a day on open roads for $1695, Ihe Xtreme program runs $4995, presumably due to the cost of renting an entire airfield for the day and expensive insurance.

Before the fun begins. participants must first sign away their lives. Item No.8 on the liability waiver begins with trus line. 'Entrant hereby acknowledges that the activities of the event(s) are very dangerous and involve the risk of serious Injury and/or death and/or property damage."

Despite the risks, entrants are not guaranteed to break the double-century speed barrier on their own because success is not only a matter 01 courage The DadeCollier runway is nearly two miles long, but that Isn't enough to reach 200 mph before the all-important braking zone without first slmqshottinq oneself-practically sidewaysthrough a big, double-apex right-hand turn

that precedes the runway. Come In too slow, and the car will fail to build enough momentum. It is a perfect demonstration of slow in/fast out cornering-and the reward for smooth driVing IS otncral membership in the 200 MPH Clu b (which Includes a certificate, a Tsfurt. a baseball cap, and a crystal trophy keepsake).

gance up as the Koenigsegg reaches 175 mph, to see Theys-a green blur of swamp grass as his backdrop-staring Intently down the airstrip. The rising speedometer readout eventually slows. gaining another mile per hour every second or so ... 209 ... 210 ... 211 ... 0rangecones blur past as we hit 216 mph, then Theys lifts, pauses briefly, and brakes-hard. The factory-supplied Koenlgsegg-with a price tag of nearly $1 million-IS here stnctly for rides. Participants get two chances to go 200 mph in th ree different cars and one final run in the car of their choice. Earlier in the day, autocross-style handling laps provrded familiarization.

"You don't need to go fast-the purpose early on is just (0 get used to the cars' steering, handl ing, brakes," Theys explai ns, 'Then

we have my workshop, where we teach you how to brake hard at high speed, and also, especially. to make the last turn before the straightaway as clean as possible 10 get maximum speed:

In my first car, an orange Lamborghrni Gallardo Superleggera, I hit 194 mph, then 196. Next IS a red Ferran 599GTB: I get to 198. On my second run in the Ferrari, I turn in too soon and-realizing I will never make top speed-immediately stop and return to pit lane. "Thud time's the charm: I say. again rounding the runway entry toward the final apex as my instructor/passenger. Roland Under, shouts orders: "Wait, WAIT' Turn in ... NOWI Feather the throttle. . feather it . NOW GO FOR /TI" Foot flal on the gas, my eyes strain to focu s two miles down the tarmac, but the midday heat distorts the distant horizon into a mirage.

"Two hundred! Nice job," Linder says.

Later, in a Gallardo LP560-4. I achieve an Indicated 204, though Lamborghlnl claims the top speed is 202 mph. Speedometers are the only devices the World Class Driving school uses to measure velocity. Even so, on this day several paying customers fall short of the mark and vow to return for the next Xtreme program in December.

Driving at a rate of about one football field a second IS something I won't soon forget, even though each two-mile run took less than a minute from start to finish. "We have racing drivers, but we are not a racing school," Under maintains. 'Tnrs IS Simply a chance for people to get a feeling for speed Without having a black-and -wh ne car on their tail. It's just for fun."

CARANDDRIVER,COM

rnllately, Tesla has

~ generated bad news. .. Irs been a bit of a soap iii opera just on a person nel rront. Some of the guys I

paid to originally take the AC propulsion technology and create a production car out

of it turned out to be some

bad apples. and bad apples hire bad apples. Over the

past 18 months. the entire management team has changed.

rnl W.. here do things stand ~now?

.. We're at a steady clip of iii 15 cars a week, rising to 30 cars a week by spring, and getting our costs under

control. [The costs] were way higher, A year ago they were $140,000 [a car], and that's lust direct labor and matenals, and we had been selli"9 these things for $92.000. The prior management team had been representing to myself and

the board that the car cost $65.000, Pretty bad.

revision of the powerirain that enters production in June

and gives some additional performance, That allows

us to otter the "Roadster

Sport: as well as reduce the costs. We've saved money

on the supplier side by either renegotiating with our suppliers or finding different ones.

news that hasn't come out

yet [is] General Hectnc is Investing In Tesla, [GE Capital] wil[ be the second-largest investor in this round. after

me, Our business plan that we presented to investors gets us 10 profitability by the middle of this year. even If some negative stuff happens.

r;::;;l Indeed. How will you ~ flxlt?

.. Right now costs are iii steadily gOing down. We're somewhere around the mid-to-low 90s in the cost

of the car. When we factor in optional equipment, we're at a slightly positive margin. Call It break even. We have another

rnl What can you say to r;::;;l Any advice for

~ reassure buyers fearing ~, somebody starting a

you might go under? car company?

.. Even In the worst case of I .... Have a high pain iii an Armageddon scenano. IilII tolerance.

I'll personally refund people I

[their money] if need be. I think ~ 4-

there's very little danger of (I) ~'''' .

that. We've raised around Jr.. ' - if.'-;1

$40 million, and a bit of . '<I:>. . -- - -

ZAMBONIIOI

A Before Frank Zamboni deveJoped the machine in 1949 W that bears his name. resurfacing an ice rink took a team of men and a tractor about an hour, The early Zarnborus were based on Jeeps. It wasn't until 1964 that the Zarnbom HDseries took on the enclosed shape and design that we know today.

DriVing a Zamboni IS not as much fun as it looks: Visibility from the elevated left-rear position is poor, the abrupt throttle tip-in takes some getting used to, and the vague steering IS

CIlNDlTlONER: Houses blade, squeegee, and horizontal auger.

30

MAY 2009

totally '70s Cadillac. Despite the studded tires and all-wheel drive, the handling profile is pure oversteer.

Resurfacing the Ice IS done by a conditroner, the large contraption behind the rear wheets that houses a razor-sharp blade. a squeegee, and a horizontal auger that removes the shaved Ice from the blade, Lowering the blade controls how much ice IS cut off the surface, Then hot. ice-making water is poured onto the freshly shaved ice. New, a Zamboni starts at

about $100.000. -K.C Colwell

p r ,

The handful of designers whog;we birth to the all n~w Clm~rD were 8 diverse group. Tnat theme r ontrnued JS it was dEveloped'all around tbe globe. 'III hen Design Director Tom Petel5 goi 3 hush-hush ilssignrnent from Ed Welbwn. VP of Llobi31 Design. to come up with a new Camara to be. shown at <In upcoming' auto , hol'.' , he was bavond axt ited. T he chance La rede.flne an Arnetkan i(011 is eveTyc~r.des[gner·g dream Trying to keep hls project tDI) s~r;ret..he~$sem bled a sm~11 ream of his mosttalented young deSignt'![S.

The.y were SangYDp le~ and S[e.v~ r(lm hom I(ore~ and Vlad K~pltQnI;JV from Russii.l, Tom we·nt.ed a diverse grbWp whorndn 't grow lip With ttlE' Camaru in therr barkvard -who would b ring a fresh perspective to t he dE~!gn. He asked his team to d8sign "the meanest S lreet-ffgrl ting dDg t nev' 'Je eve r seen "a n d' to look at mpd ern aJrr.r aft fo r i nf! uen I;~ He did th i5 rlg'ht before <l holiday break.

h

arid ..

SangYup took that dlrective lit~rally. f~).;erf~hly's.ketdling at the alrport tin hiS yvay to visit ramilyin I<orea. Vlad amJ Ste··!e si{etchl"d p'j8r b[eill, too, and Wh811 ~\lerybody regrouped ar thaJr desigl1i3i'r kr10vJrj as Stu diD X, Tom knew hehad picked the right ~ uvs, Si(etti'i1'S were those n - Sa.ngYu p '> fu r the frnn t, and Vlild'.!i forthe rear. Design er M i ca h )0 noes nailed th e int'E'ri or.f u sin~ h'l grl design wi t h hi_gh t.e.chnology'. Using thasa sketches as ~ guid.e. the car was Iast-trarksd ro a full·'si;.~ c lay and then f"i t te d wit h 8 n engine clf1d drive tra in so t h at it' C Quid s'~!ag!ler 00'0 theworld's stage at t.he 2(J06 North Arnerlr an International Auto"ShDW.

And that's where the story really began Tom and his te-am now had 1'0 build a prorlurtion car th~t would lose none of the iew"droerpirrg slyll' of the rcon[epia job that would require a flawless blend of engfneBrlrrg and technology.

The team crlsscrossert the world in this.effort. beginning in Australia, There. the ~ngi'ne2 ring ~rollp a t Holden wer.·e chosen bsr auss of their r~ar-wheejdrive prDWC!S5 \Norld~g clGsely with Tam's team: they ue~ted aplattorm that deliver~d the pure pnwer any car bearing the name Ca'rn;;110 wnuld need. The Carriaro took plerrtv of othet ,i'detrips Gil its loutrrey fro,m conceptto production car.It was cold-weather tested Ih.Sw:~den. Warm·weatilE!t tested In Death Vall[ey. A!i~ the mi~ht'f S5 W~s trac k t~sted at N(Jrb1.Jrgri;i~(. ',,'herE it d'O'r:k~d a world-crass 8:19,

ThB last legof its Journey to production is: starling now- ill <l state-of-the-an assembly plant ill North Americil' A place where the tool and die engrneers obsess over every millimeter, jus! like clay modelers. fu,sing over every drs to make sure they dallver a perfect swfa[e, and do j~.st'i,e tu everv beautiful body panel. This lndude 5 a ch·aUerJglrJ!l one··plet;e bqdV- side pane'l thi,lt not on Iy elim i nates unsig h iI\! pane I ga ps b u t ,.1,0 giveS th ~ car's s t rL1[ ture rnneditJl e stren~th ~nd a quieter ride.

The result of all this combined pss sron is no [Iling short of spectiJculat. You rn i ~,h t see a.beautlfu 11'1 modern AmeriG~n car whe~ vou 1001( at the l1IoW Camara. But Tom Peters sees- d car drawn 'by a I(or~an, engrneered in Atlslr~II~, testl1d ill G erma ny. and 'built in North Americ a, Be.caU5e h~ knows firsthafTdth8 t the ani y way to bu lid a world-cla s s ca ri 5 t rr Ii,ave t h ~ best peo pie ! n the warl a bJ.!lrd It j

Continue the Camara .st!n,y wit.h cons tantlv uploaded video chapters at Ch8'II\,.rom/camilro. Hear the ~hief engineEr tall, :lIIC'l]J ~ itetti ng the ITHtfeCl exhaust note. listen to intsrtnr desig,nrers extl:)I1'tI~ ·.;fl"llJE:S OJ Aj~h technol.ollr<!llu find om how the team 5queezed an EPA est. 'lS'MPC ilWjI: ClU of a 304 hp;Yo

~,~,,,,, r-r.,Wli s,16,ss-rl, MS"RP IU~ 11\~~ II~~('" .U:ii;"aJtlt fh::";; (iTlfll'if.liill Ilo1"fU.lpmllm ·,,..,Trii 113Ullr In N(1r1'h .i'.1i11'1 rj"lll"ii~'llNI"I It-. Atmrlll':;ill ~d rfILJb~d'V ;'i'}!J.t"lIm plITl"i:. "'·!~r1L":1l'1 fPI:~P.i:1 mroo V~'Hh.~W.;l .oltllJ.!

f~p n~1t ~l..:Iic,rrri"l~ I rr'HI~rill1r:;Lr'i;; Gf\tt'lJ'tllll~ "['ira1 OIIMiHt'. arv t"" ·'!f).""l;!';i~·1 r';-(,:7rnarh ')lIi:! L hl;'"" I'; ,-I, fr~d~'I",,;rll· :':111 . r.M CLlrr - ~~11g.r-;M C!'i-rj' Bu·"'I"" UF" J.rlII:UU;j!

304 HP V6. 29 MPG HWV:" :TARTING AT S2L,99S: ALL EW [AMARO ~-:J

2010 FORD MUSTANG GT

TBE.B1GHS

Tail-waggling grunt, turns sharply, upgraded interior, retro-stvle fun.

THCJ.OWS

Gets pricey, It's a gas guzzler, the seats are nonsupportlve.

BY AARON ROBINSON PHOTOGRAPHY BY MORGAN SEGAL

A A Mustang with a Track pack? COt.._, vetles and Vipers grab the glory for Old G lory at temples of speed such as Le Mans. The lumbering, log-axle Mustang is just a quarter-rniler for the tattoo-and-tobacco crowd. right?

Actually, mes amis, the Mustang is America's other road-racing workhorse, It has its own pro senes, the eight-race Mustang Challenge. And there were more than a dozen Mustangs on the grid at Daytona this past January when a Roush-prepared Mustang finished second In the three-hour Koni Challenge race. It made all its rights and lefts better than Porsche 911s and BMW M3s, [Turnkey Mustang drag cars are featured in this month's Sport page 11OJ.

No, we wouldn't expect that hierarchy to hold on the street, even if the 2010 Trackpack Mustang GT is billed as the hairpinand-carousel king of the newly reskinned Mustang lineup. Still, Ford's old pony has a long history of making Incremental improvements as it ages, and the Track package shows that the late-night lights stili burn In some windows at Ford.

BUilding a Track-pack Mustang on the order form starts with a GT Premium and its

34

MAY 2009

315-hp, 4.6-1I1er V-8 and five-speed manual. for $31,845. The $1495 Track package swaps out the 3.31 or 3.55 axle tor a 3,73 limited-slip rear end with carbon friction plates. The shocks are less forgiving in both compression and rebound, the anti-roll bars are thicker. and dual-piston front brake calipers with performance pads from the 2009 Bullitt model do the stopping. Also. the stability-control system is retuned to tolerate more sideways play,

Finally, some very expensive Pirelli P Zero summer tires are fitted with white gloves. The size is 255/40ZR-19. The replacement price at Tire Rack: $398. Each. AVOid parking In dark alleys.

Oft to the track we marched, taking along a standard Mustang GT rolling on its Pirelli P Zero Nero all-season tires for comparison. The results were Illuminating, Besides new sheetmetal, all 2010 Mustangs are recalibrated for less squish. less wiggle. less pogo, and less teeter-totter in the turns Lay on the Track-pack version, and the strings are pulled even tauter. The body isn't allowed to slump to the outside as much. Helm response qurckens, and corner placement gets finer, The sticky Pirellis earn therr tariff.

VEHICLE TYPE: front - e n gi ne, rear- wheel" drive, 4-passenger, 2-0001 cuupe

PRICE AS TESTCD!'$34,33[t (base price: $28,B4;5)

ENGINE TYPE: SOHC 24-valve V-B, aluOliri~m, block and heads, port fuel inisGtion Displacement, . , , , , , , .. , , 281 cu in, 4601 cc PowedSAEn'et) , . , .. , .315 bhp @ 6000 rpm Torque (SAE net). .. , , . 325, lb-tt @ 4250 rpm

TRAJ'iSMISSION: 5-speed manual

DIMENSIONS:

Wheelbase: 107.1 in Length: 18B.l in Width: 73,9 in Height: 55.6 in

Curb- weight: 3580 lb

em TEST RESULTS:

Zero to 60 mph , 5.1 sec

Zero to 100 mph , , 12.5 sec

Zero to 120 mph , 18.2 sec

Street start, 5-60 mph. . . . . . . . . . . . . 5.6 sec Standlll814-m1la . . . . . .. 13.7 sec @ 104 mph Top speed (aovemorllmlted.

mfr'sclalm). . . . . . . . . . . . . . . . . .. 149 mph

Braklna. 7O-0mph, 164 n

Roadholdlng. 2OO-ft-d1a slrklpad 0.92 g

FUEL ECONOMY:

EPA cltyJhl8hwav dlM'lg 16124 mp!l

WDobsarvad __ 15 mpli

maintaining a gummy, squeal-free grip that keeps tile front end carving smooth arcs,

Mustang steering has always been numb, and the Track pack doesn't force any more circulation mto it. Don't bring along a Miata, as we did, or you'll just get depressed The Mustang's flat seats allow you to flop around-we had knee bruises at day's endand the brake pedal started melting after a few laps, requiring frequent cool-downs. »

ARE

YOU

AN

K-NOW YOUR FUEL T'REATMIE~NT FACTS:

Q: Which is the best fuel system treatment to lfr1axinii2:~e your fuel economy?

Da.

GUMOUT REGANE<.": • 1 ax. the detergent

· Cleans 6 of 6 fuel system pa rts

· Remains effective for 1'0 fill·ups

Use a sharpened No. 2 pe nci I. Ti m e l'imit 6(:) sec, Answer be low.

Db.

LUCAS FUEL TREATMENT:

· 111 Oth the Qetergll!nt

· Cleans '3 of 6 fuel system parts

· Remafns effective. for 1 fill-up

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You "tart squawking belore the sun even rises, You steal our sesame seed bum and lnes But worst of ,,11, you unload your lunch on our C8,LS No, sooner have we hrushed detailinq than the Iru1 Is of our Iabor are soured t ha riles \'0 your

shameless 101m 01 sell-axpression.

It's rude and disrespectful. So to all you birds teading this, watc~h your bony htde backs We I re' hitting LIP the animal shelter. Gonna hnd us a cal. A mean one with an Its claws, Tell your friends.

ellRS D£B.EFI,VE BETTER. MIlTHERS.CIlM

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At $33,340 before discounts. a Muslang GT with the Track package stampedes into leu itory prowled by the N issan 370Z, among others. Some would say, "So what?" More IS at Issue than test numbers cavorting on paper. The Mustang is America, Manifest Destiny rolling on radials. Lining it up next to a Z-we did it once, back in 2002-is like serving sashirm with succotash.

And the Mustang IS as fun as firecrackers on the Fourth. Everything IS oversized and executed at volume 11, from the broad sweep of the double-hump dash to the biggrab sbitter to the Yankee roar of the V-8 getting to 60 mph In 5.1 seconds. II's easy to be fast and pitch it sideways in a drift. And a sport mode In the new-for-201 0 stability control allows a lillie more hooliganism within the safety net.

The quality is better for 2010. especially

inside, where stitched panels on the doors and tighter-fitting. squishable plastics have relieved the gloom of cheapness in the prevIous mcoet But curses were muttered when the lagged splinter of an indifferently applied spot weld in the trunk tore an expensive down comforter. A Frrday build, perhaps?

Though freeway rrde suffers some with the Track package, Mustang fans who prefer candy-cane curbs to Christmas trees get a. lot more control of their fillies. And for not much extra cabbage.

MAZDA MX-5 MIATA GRAND TOURING

WHAT'S NEW? Mazda's open mouth looks less moronic, Witil sharper angles up frOI1\ that mimic the new Mazda 3's face. Rockerpallet claddll1g ca rries the theme to the rear a.nd Its new taillights. A retune of the shock, and spring rates aims to reduce pitching and rollinq and sharpens the steering. The stability control is also reprogrammed to be less I nterterinq , and the transmission has upgraded synchronizers tor smoother shifting. A redllne rise 01500 rpm and intake-duct changes make for sexier engine sounds. WORTH TRADING IN FOR? Definitely The chassis changes combined with the $500 Sport package (Brlstein shocks, limited-slip dim dlrnlnish understeer and give the MX-51Ift-throttle rotation rt lacked before. We burned up a set of tires effortlessly drift-

CARANOORIVER.COM

il1g it on a track. which you couldn't do as easily before. The car also sounds more like the onqinal Miata and accepts quick shifts durrng 6.g-second runs to 60 mph. A perfect pleasure machine is even better. WHAT'S TH E COST? Base prices are up about $1 i 00, to $ 22,420 for the basic Sv. Qur well-equipped Grand Touring started al $27,020 and fin ished at $29,170 with the Sport a.nd Prem IU m ($1650) packages.

-Aarol1 Robil1sol1

POWER'l'VMN: DOHC 16-valve 2,.O-!iter inline-4; 167 hp, 140 tb~f!.: a-speed man EP~ cit_yjhwy: 21126 mp~

em TEST RESULTS: Zero to 60 mph; 6.9 sec Standtng '4-m lie: 15, 3 see @ II \ m ph 70-1;0-0- mph braking: 166 It 2OO-ft-dla skldpad: 0.87 g

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2010 AUDI RB 5.2 FSI

A BIGGER STICK FOR THE SOFT-SPOKEN SUPERCAR AND A PRICE TO MATCH.

BY MlCliAEt. AUSTlfi

A. By making available an R8 with a W' monster 525-hp V-IO engine-complementing the 420-hp V-8 model that was I ntrod uced two years ago-Aud i has elevated Its exotic-looking two-seater from "almost-asupercar" status 10 a true competilor In Ihe high-performance realm above mere sports cars. The t05-hp increase comes from a 5.2-liter, direct-injection V-tO that is virtually Identical to the engine found In the Lamborghlnl Gallardo LP560-4. Unique engine programming and Intake and exhaust systems are the chief dfferences in the Audi engine over the lta.ian job, although both engines are made in the same plant in Hungary.

We're told that the V-IO weighs Just 68 pounds more than the V-8, and that fuel economy with the bigger engrne will worsen by on Iy 1 mpg. Output is listed by Audi at 525 horsepower and 391 pound-feet of torque,

38

MAY 2009

27 horses and seven pound-feet fewer than in the Lambo, but we suspect some 01 that difference is simply marketing.

With the help of launch control, a first lor the RS's manual transmission, we managed the 0-to-60 dash In 3.7 seconds and a quarter- mile in 11.8 seconds at 121 mph. That's a lull second quicker in the quarter-mile than we recorded in a manual-transmission V-S R8 and dead even with a Porsche 911 GT2. Th IS was measured in a down-and-en rty test run during a preview drive In Spain.

Lamborghini owners need not Iret that this R8 will steal the Gallardo's thunder, as the V-10 RS's n umbers are qu ue a few ticks behind those of the automated-manual LP560-4 we tested in February. A more formal test with the oadcle-sh illed transmission should improve our limes, but still. we don't see a lot 01 cross-shopping between these corporate COUSinS. The l.arnborphml IS a car for extroverts-loud, brash, in your face. The Audi is more of a speak-softly-and-carrya-big-stick car. The exhaust-quiet during relaxed driving and escalating in volume above 4000 rpm-never fully intrudes on the serenity I n the cockpit until you approach the 8700-rpm redhne (700 more than the V-S's and 200 higher than the l.arnbo's).

The extra oomph is obvious as soon as the R8 5.2 starts rnovmq, but the power increase hasn't upset the RS's user-friendliness and neutral handling. Easy drlvrng IS stili the name 01 the game; both models have gracefut manners even when driven hard around a track.

Visual differences between V-S and V-l0 RSs are slight. The V-10 model has wrder intakes behind the doors, which sit atop wider body sills. In front and back, the black accents are glossy instead of llal, and there are two crossbraces to the air intake rather than three. The V-l0 RS's exhaust tips are targer and oval-shaped, and this model also sports standard LED II ghtlng, previously an option. The seals, a carry-over from the V- 8 model. had us at tl mes wish ing for more lateral support.

We're pleased the RS's optional ceramic brakes might make it to North Amenca. They're strong, com ptetely free 01 lade, andunlike the on-off brakes In the Gallardo-can actually be modulaled for smooth driving.

Audi won't pinpoint when the V-l0 RS will go on sale or what it will cost. We'll bet on late this year at the earliest, with a premium of maybe $45,000 over trle V-8 RS's $117,500 base pnce.

VEillC"LE TYPE: mid-engine, 4-wheel-diive, 2-passenger, 2-door (:j)upe

ESTIMATED.BASE PRICr:.$!62,500

'ENGINE TU'E, DOHe 40·yalv~ V-I Q, aluminum bJQck and heads,direGt f~d inje~tion Dlsptacement. . .. 31S eu In, 5204cfi

POW9r (SAE net) ~2lj bhp @ 6QOO rpm

Torque (SAE nel).. .. 391 tb-ft @ 6500 rpm

TRANSMISSIONS: 6-speed manual, 6·s.peed automated m~nuat

D1M.FINSIONS:

Whee!b.ase; 104.3 in te.ngth: 174.6 in WIdth: 76.0 ln Height; '49.3 in

Curb weight: 36'50 Ib

CID TESTRESULTS(6-SP MAN):

Zero to 60 rnph ..... , . . . . . .. .. 3.7 sec

Zero to 100 mph. . . . . . . . . . 8.2 sec

Slandingijo-mile 11.8: sec @ t21 mph

Top speed (drag tl.mlted, .

mfr's claim). : .. 196 mph

'PROJECTED f'UEL ECONOMY(MrR'S EST):

EpA.l1.i.tvdrlving ..... ". .. . ..IH2 mpg

EPA~lghwavdrivlng... . ..... 17-lampQ

CARANDDRIVER.COM

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2011 PORSCHE CAYENNE S HYBRID

THIS HYBRID GOES ITS OWN WAY.

BY MARK GILLIE.S

A Two years ago, Porsche unveiled a W' concept of its first hybrid. a Cayenne V-G. II came with a Sl ngle electric motor slotted between the engine and the automatic transmission. That went against the prevailIng "power-spilt" hybrid wisdom practiced by Toyota and Ford. whereby a gasoline engine interacts with a pair of electric motors to form a continuously variable transmission. Porsche says two advantages of its system are that it enables the Cayenne to retain its towing capacity and conventional all-wheeldrive system.

We spent a day dnving the production Cayenne that's powered by the 333-hp. 3.0- liter supercharged V-6 in Audt's S4 rather

than the Volkswagen 3.6-liter V-6 In the concept Mated to a 52-hp electric motor, it gives a maximum output of 374 horsepower. enough grunt for a ctaimed 0-to-60-mph time that's Just 0.4 second slower than the V-8-powered Cayenne S's 6.0 seconds. An eight-speed automatic transmission takes the place of the six-speed unit in the concept This powertrain will later find its way into the upcoming Panamera [see story. page 106j.

like many hybrids, the Cayenne can be drive n solely on slectnc power up to a speed of 30 mph for the most feather-footed dnvers. To enable efficient regenerative braking to charge the 288-volt nickel-metal hydride

The battery (left) is housed where the spare used to live. The electrical components of the hybrid system are marked in red (below).

battery, the torque converter locks up very early, but Porsche had to pai nstaki ngly tu ne the shifts to avoid jerkiness In this mode.

One of the key features of the Cayenne hybrid IS Its ability to coast at speed to eke out better gas mileage on the highway. At speeds up to 86 mph, the engine will shut down. only to be restarted when the driver asks tor torque by stepping on the gas pedal. I n order to do this smoothly, a clutch between the engine and the electric motor reengages as the eng ine fires, a process that Porsche says takes 0.3 second.

The company claims the vehicte averages 26 mpg in the latest European combined cycle-a 27-percent Improvement over the nonnvbrid Cayenne V-6-which is very impressive for a 5700-pound SUV (That's about 350 pounds heavier than the V-8 Cayenne S.)

We lound that the hybnd system works very well. There's Just a slight whine to indicate that the Cayenne is operating in electric mode. and it moves seamlessly between gasoline and electric power. Under hard throttle. the vehicle gets alone smartly, the torque from the electnc motor Impressively augmenting the smooth and sonorous V-5.

The electronydraullc power steering is a touch light. but this is still a very sporty SUv. On the highway, irs eerie when the engine goes quiet while coasting, but reengagement of the gasoline engine is arnazmqly smooth. Our only reservation was the occasional clunky downshift while braking from low speed, no doubt caused by the locked torque converter as energy is fedi rected into the battery. Porsche claims this is a prototype glitch.

The hybrid Cayenne S will cost significantly more than the standard $60,215 Cayenne S. We estimate a base price of about $70,000.

VEHICLE TYPE: flontc~nglne •. ~-wheel-driv~, 5- passe ng er. 5"d 0 or wag on

E-snMAT£DlfAS,E"PRIGE:, $('0,000

ENGlN£ T'{P'E: sup BIC harg e d a nd jnt ere 0 0 I B d aOHC 24-valve 3.D-liter V,6, 338 lip" 324 Ib-tl:

AC ~ynch[8~ou~ ~lectrJG mntor, 52 hr, 221 I~-ft.: combined syste III , 37{ hp

TRANSMISSION: 8-spe e d au to roo ~ i; with manuOlati~ shming

DIMENSION~,

Wheelbase: ·11 ZA in Length: 1 BB.9 in Width: 75.9 In H~ight;. 65.9 in

Curb ..wight: 5,00 I b

P£RrnRMANCEl GID EST]:

Zero lil 60 mph... .. .' .. SA sec

Slandingl'--mlle f4.9sec

Topspeed{govemofllrnlledl. ' .. 133 mph

PROJE.CTED ruEL_ECON OM.Y (GID EST):

EPA City driving . . . 20 m pg

EPA highway driving .. 24 m pg

CARANDDRIVER.COM

2010 JAGUAR XFR

BY AARON ROBINSON

HOLY SLEEPY LEAPERS, AN M5 EATER!

A Known lately lor its sleepy, leaping W cats, Jaguar has taken its fangs off the n ightstand and stuck them back in. The sporty "R" designation gets pinned to the tail of the pretty and still-pretty- new $52,000 XF, the mid-size sedan below the big XJ. Th e resu It: 510 tech- infused horse power and a price hike to $80,000. The driving sophistication IS high, and some test [lumbers we managed to quickly extract durirlg the X FR's i ntrod uction are 10 degrees north of wow: 4.3 seconds to 60 mph, a quarterm lie pierced in 12.7 seconds at 115 mph. The M5 flinches.

Jaguar II kes to talk about root icons such as the shark-finned Le Mans O-types and the blaze of XKI20 headlights on the rainswept Italian roads of the Mille Miglia. Ah,

CARANDDRIVER,CDM

cracking good stuff-buried under a manure pile of more recent mediocrity, Arriving in late June, the 2010 XFR, like the alurmnurnbodied XKR coupe, which also receives the supercharged. 5.0-liter direct-injection V-8, IS a solid start at redemption.

Jaguar calls ItS smooth new roar maker the AJ-V8 R Gen III. The head bolts and valve tappets of the 5.0 are all that carryover from the previous 4.2-liter (which remains the XFs base U.S_ er1gine; a naturally aspirated, 385-hp 50-liter is in the middte model; the supercharged 4.2 is gone). The more compact aluminum block and heads are new, as IS the eerily whine-free Eaton Gen 6 supercharger also found in the Corvette ZRI. The mjector takes the spark plug's usual position at top center, spraying down Into a cupped piston that partially reflects the charge back toward the plug, Just to the injector's side Minimized emissions and belter volumetric efficiency-which means power-are the motivation, says Jag.

Downstream, Jaguar redesiqned the steel rear subframe and spread Wider the differential mounts in anticioatron of 461 poundfeet of torque. A name-brand transmission favored by BMW is tacked and loaded. In sport mode or under manual paddle control, the ZF six-speed ticks off nearly Instant upshifts With barely a stutter.

Cementing the traction IS an electronic differential that shu Illes between open and fult lock by varying electric motor torque on a ball- ramp asse mbly that squeezes cI utch plates. Besides the big muscle, extra-sticky launch traction gets the credit for the XFR's blazrnq quarter-miles.

The spring rates stiffen by a third, and

with Bilstein electronically varying shocks and larger anti-roll bars, the body is locked In rigid honzontalness through the switchbacks. Does Jaguar suddenly best BMW's best?

With its 20-inch wheels, the XFR is a hot number, its squarer jaw and extra meshscreened ducts setting it apart. The progressive throltle tune is a triumph, and the grip from fat, Y-rated Dunlop SportMaxx tires makes it reliable. However, old thinking remains in the insulated steering and a nervous stability corurol. An intermediate "Trac DSC" mode allows more wiggle and screech, but it cuts in early and takes too long to butt out again. Drivers can sh ut It off, but any safety net goes with it.

M5 owners blog aboul such stuff. Do Jaguar buyers care? Jaguar needs the XFR to be unimpeachable-it's tantalizingly close-if it hopes to leap to the next page.

VEffiCt;E:TYPE: frQntcengins, re&r--wheeldriVe, 5-passei)gei, 4-d6or sedan

BA$FRICE: $SO,OOO

ENGINE TYPE: supercharj ad and in t ere Q Q led llOHG 3Z-valve V"8, aluminum block and heads, direcl fuel injection

Displacement , _ 305 c u in, 5000 ce

Power {SAE'net} ,510 bhp @ 6QOO rpm

Torqoe(SAEnetl. 461 Ib·1t @ 2.5DO.rpm

TMNSM;IS SIaN: 6-~s VB e d au to ma ti c wi th manumatic s~imng

DIMENSIONS:

Wtteet~ase: 1 R5 in length, 190_.3 in WIdth: 73.9 In Height: 57:-5 in

CutJl weight:4 350 Ih .

CID TEST RESULTS:

Zero to 60 mph _ - ... .- __ 4.3 sec

Zero to 100 mph. 9,6 sec

Zeroto12!Jmph "_" J3,6sec

Slfeet.stan, 5,.60 mph - 4,6sec-

Standing '!.-mile 12.1 see @ 115' mp~

Top speed (goVernor limited,

mfI"sclalml. _, . 155mpl\

Br-akinf;, 70-0 mph. . . . . .. 155 It

r!JEG ECONOMY [MfR'S EST}:

EPAcitv/hlghw3ydr1ving. .. . _ 15m mpg

DRIVE LINES

SPECIALTY FILE

CATERHAM7 SUPERLIGHT R400

ONE MAN'S PURITY IS ANOTHER MAN'S PAIN.

BY TONY QUIROGA PHOT_OGRAPHY BY AARON RILEY

A In 1516, German authorities adopted W the Reinhelrsgebo/, a.k.a. the German beer purity law, which rigidly defined the ingredients to be lound In beer. A lew centuries passed belore an Invention called the automobile appeared, and then In 1 95 7, a com pany called Lotus introd uced a model ertlclently dubbed the 7, At that moment. the British seemed to have enacted an automotive purity law, as the Ts creator, Col in Chapman, had engineered the ultimate baSIC but entertaining four-wheeled vehicle from a few simple Ingredients (a tube-frame structure wrapped in alu rninurn, two seats, ti ny dimensions, a four-cylinder engine), Most of all, the Ts true nature is defined by what it lacks, It's a car without power steering, doors, windows' bum pers. airbaqs. al r condition lng, or a radio. Consequently, it is light. quick, and track ready. Driving one on the road is as liberating as skinny-dipping_

In the early 1970s, Chapman sold the recipe and rights to build the 7 to Caterham Cars, which has continued to brew and develop the 7 to rigid standards. Today. versions of the 7 range from the relatively relaxed, traditional Classic model with a solid axle and a bench seat to the carbon-tiberladen 263-hp Superlight R500_

Caterham's U S, distributor (Caterham USA) sent us the penultimate version, the 21 O-hp Superl ig ht R400, which is marginally heavier and only slightly less of a drsqurseo race car than the top-dog R 500 ("marginally heavier" in the case of the R400 works out to a still very light 1240 pounds). If weight is the enemy 01 performance, then the R400 just checked Into a by-the-hour motel with performance. Acceleration to 60 mph takes on Iy 3.7 seconds, a couple of ticks off a Porsche 911 Turbo Handling responses and 1.04 g of grip are race-car-like. The unassisted

42

VEffiCLETYPE: front-enging, rear-wh~AIdrive, 2-passenger, O-door roadster

PRICE AS IllSTED:c $57,603 (base p r i roe': $53,.481)

ENGINflTYPE: DDHC lo-valve inlfne-4, alumluum bldr,k and head, p-ort fUAI in]a'r.tiQh DIsplacement . _ ... , .. , . . . 122 cu in, 1994 ~G Power Cmfr's claim) , , , .210 bop @ 7000 rptn TorqlJ_e(jDfr'scLalrid, .. 150 tb-It @ 6300 [PfIl

TllANSMISSION: 6-spaed manual UIMEN5IONS:

Wheelbase: 87,6 j..enR1:h: 122,0 Width: 62.0 in Height; 37.8 in Curb Wlrig\1t: 1240 t b

CIDTESTRESULTS:

Zero to 60 mph , , , , 3.7 seG

Zero to 100 mph , , ,10.1 sec

Zero to 120 mph , . . . .. 19.2 sec

Street start, 5-60mph , 4.2 sec

Standtng'!.-mile ... , 12.6 sec @ 106 mph

Top speed (dragllmltedJ. ... , , ..... 127 mph Braking, 70-0 mph. , . . . . . . " 145 It Roadholdtng, 301Ht-d1a slddpad ... ,. 1.04 g

FUEL ECONOMY:

zyDobserved , , 15 mpg

"Base price includes all performanceenhancing options.

brakes might feel a bit soft underfoot, but the Caterham stopped from 70 mph In 145 feet-only four more teet than our best-ever stopper, the Chevy Corvette ZR1_

All of the performance has a price beyond the shocker of the R400's as-tested sticker, $57,603. Caterhams are unrefined, difficult to get in and out of, and deafening to fide in; they'll make you smell like a hot eng me, restyle your hair. and are highly impractical. Purists look past these minor flaws because of an exaggerated lust tor pertormence. But take away the already slim seat padding, make the chassis even firmer, and broom the heater-as Caterham does In the Superlight R400 series-and the relauonsh ip turns abusive. The R400 is so obsessed with performance that the driver IS I eft feeling like the Jilted one in a love triangle,

Driven slowly, the R400 comes off as too extreme and unrefined to be enjoyed on the road tor any length of time. Watching the front wheels leap over expansion joints is amusing at first, but the joke gets trresome quickly. And just as skinny-dipping at a public pool Will get you arrested, driving the R400 like a race car on public roads could result in a trip to a cold-water cell.

Eli mi nate too many i ng redients tram the Reinheitsgebot, and you're left with water. Do the same to a Caterham. and It becomes a race car. Race cars are fun on racetracks. Less performance-oriented Caterharns such as the Roadsport 7 are more tun on the road than the race-ear-like R400.

Caterham USA, 1212 West Custer Place. Denver, Colorado 80223, 303-765-0247, wwwuscetemem.cctn

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2010 TOYOTA PRIUS

THE TOP-SELLING HYBRID TURNS 50.

BY PATRICK BEDARD PHOTOGRAPHY BY DAVIIl DeWHURST

A If the Toyota Prius 18 about sending W messages-and even some owners agree that It is-lhen this new, third-generation model speaks through a bullhorn. Ignore this if you can: 51 mpg city, 48 highway, and 50 combined tor the official EPA mileage rati ngs.

FIIW mpg I Free hugs at Whole Foods, no lirrut, while they last.

The big tree-on ekes out a clear margin ave r the old Prius (~8, ~ 5, and ~6) and leaves Honda's new Insight hybnd back I n the shad- 0ws (40, 43, and 41). Good enough for Its position as the "most affordable hybrid," but no high-fives.

Maybe the saints of old had to flagellate

themselves to show their piety, but messaging by Prr us IS as sootru ng as silk underwear. Interior space lor passengers and cargo IS up by five cubic feel, Toyota says, though the car itself is longer and wider by less than an inch each way.

The 2010 model has muscles, too: Acceleration from zero to 60 mph takes 9.8 seconds, says chief engineer Akihiko Otsuka, which wou Id be qu icker by 0.3 second tha n the last Prius we tested.

No more lloaty little appliance gliding along the byways, either. The suspension IS much tightened, with real anti-roll now and much firmer shock controf. The standardequ ipment P 195165 R-15 ti res were qu iet on

the smooth blacktops we drove near Calilornla's Napa Valley and completely 10lgiving 01 the rough sturt. Or you can upgrade to much sutter P215145R-17s If you want to feel the road's cracks and crumbs.

Although the previous model always lelt roomier than its exterior dimensions would suggest, the third-generation version adds space where people need it most-more knee clearance in back, thanks to deft shaping 01 the Irani buckets, and a looser lit around the hips and shoulders In Iront. A height adjuster is now standard lor the driver's seat. as is a tilting and telescoping column. Raising the roof over the back seat adds headroom and, together With pushing the bottom 01 the Windshield forward. creates a gracel ul overhead sweep Irom front to rear. The wi nd seems to a pprove. too, as the drag coeflicient drops tram 0.26 to 0.25.

The quality 01 interior padding and covennqs has been plushed up, too, eliminating the mood of truqatrty that Infused past versions. The seals feel like quality furniture now, and the abstract textures on the dash

44

MAY 2009

HOW'S NY DRIVING?

That oblong display screen is the info source for all of your driving needs, from the speedo and the gas gauge to various screens aimed at upping your mpg. For big numbers, keep the Hybrid System Indicator centered.

CARANDDRIVER.COM

THE ALL-NEW NISSAN Z' Starting at $29,930. Presenting the latest chapter in the legend of the Z: the all· new Nissan 370Z~ With 332 horsepower, the world's first SynchroRev Match Manual Transmission' and an expertly crafted interior, it proves yet again that cars come and go, but icons endure. Look Closer; Nissan Delivers at NissanUSA.com.

SHIFT_the way you move

Mshown, $037.,160. mZ"_ur".<1g w 'T" Sppn p~c!.,~ 1'roI.~r~ !oIsm ",oll.rl,"II "I), ,III .1,,,,,,,,"< I'''' (I","" Il<in O~"'ll" D""", .cj" .... luiJI pr;:I"A. n .leol""l.""'"YIl ... <l,r y ....... ,,1 l"nd r ,dQr1'1 <I"". ,lrl.<! d",d, iOl)9 Nrl1 ." N> n h"m.r\c),o 1",,-

DRIVE LINES

NOSE INTO THE WIND

To reduce aero drag, the upper grille opening has been shrunk; most of the air now goes into the enlarged lower opening. The crispedup corners help, too, Toyota says, and the windshield pillars are steeper than ever.

VCIJ:lCLETYPa frorit·engine, front-wheeldrive, 5. -pa ss en 9 er, 5· doo i wa'gon

ESTIMATED BASE FRIGE: $23,500

ENGl!fE TYPE: DOHC IIl-ValvB h8-l!ter ihline- 4, 9.6 hp, 105 lh-It; AC pemranent-msqnet ~ynchronou& elf.clrlc motor. 80 hp (battery limited to 36' hp.). 15Jlb-fl; Gum~ined s\,stem, 134 hp

TRANSl!;IISS"!ON: oonUnuously varia'ble automatic

DIMENSIONS,

Wheelbase: 1.06.3 in Length: lV5,61~ Width: 68.7 in ~eI8ht:58.7 in

Cu rb welght: 3050 Ib

PERrORMA'l~GE (MniS E . .8"1"),

ZefQ 10 GO mPh ...•.. __ , .... •. g,.8 sec

Stan~rng 'I.-mile, ... _ .. , .17.3"58c @ ill'mph

Top ~peed (governor Ilmlted). 112 mph

fUEL Et::ONOMY:

~PA city driVing .... "' .. 51 mag.

EPA highWay drillIng , 48 t1Ijl9

CARANDDRIV~R.COM

and door panels add a contern pora ry freshness to the interior.

Mechanically, Toyota says that 90 percent 01 the hybrid system IS new lor this 2010 model. The engine has been enlarged to 1.8 lilers and 98 horsepower compared wilh 1.5 and 76 before. while combined output is up 24 horsepower to 134. Revs are held much lower overthe operating range, with a significant reduction In engine noise. Gone are the drive belts; all accessories are now electric.

Battery output has been upped from 25 kilowatts to 27 without changing the nickelmetal hydride ce lis; the credit goes to a redesign of the packaging. which saves weight and Improves coolmg.

Like the Insight, the PriUS inctudes a selection of mode buttons on the center stack to optimize hybrid operation for specific condillons. The EV mode allows engi neofl driving at speeds up 1025 mph for up to a mile. Toyota says. depending upon battery charqe (0,9 mile at less than 20 mph in our run). Eco mode moderates throttle opening and alr-condltionlnq loads to improve fuel economy at some expense to acceleration. Power mode puis a priority on acceleration. such as when merging onto a freeway, at a cost to mpp,

Those who see a message in every Prius might be surprlseo at the lack 01 enviro rahrah within. While the Ford FUSion grows a vividly colored rain forest In the instrument cluster leal by leaf, and the Escape and GM hyblids indulge in gleen gestures. the Plius mostly avoids that cliche This is a straiohttorward car, though it has several dash screens devoted to the details of fuel economy, In fact, the new logo for Toyota hybrids is blue.

What message will folks read into that?

TOMORROW WILL BE BETTER. HERE'S PROOF.

BY TONY QUIROGA

As Butomakers hunker down in one of the worst years to be in the car business, what do people who love cars and enjoy driving have to look forward to? What we see just around the corner isn't' bleak at all. Suoercets irom Ferrari, Mercedes-Benz,

and McLaren are in the 'Works, and they'll be joined by affordable sporting machines such as the Mazdaspeed 3 and the VW GTI. The Big Three are backed into a comet, but some impressive vehicles such as the ai/-new Chevy Cruze and the redesigned Ford Explorer and Chrysler 300 could playa big parI in a turnaround. Here are some key players to keep an eye on.

MERCEDES .. BENZ

SLS

What it 19~ A replacement for the rare and slowseiling Mercedes SLR McLaren supercat The relationship with Mclaren has ended, which makes the new car, code-named 197, purely a Mercedes AMG effort.

Why It's Important: It's a 563-hp supercar from AMG thai will go 0 to 60 in less than 3.8 seconds and hil a govemed top speed of 196 mph: Plus, Ithasgullwing doors like me 195o_5 300S[.:5. Das lsi gute!

Platform~: Ah an-new alumlnurn space frame wi~h an aluminum body, AMG promises a curb weight below 3600 pounds.

Powertrain; A high-powered Version of AMG's 6.2-ltter V·8 with 563 horsepower and 479 pound-feet 01 torque. A seven-speed dualclutch trEm'saxl~ with launchcornroi will transfer the power to the wheels.

CompeUllon; Aston Martin DBS, Chevy Corvette ZR1. Ferran F50D, l.amborqhhu LP560-4, McLaren Pl1, Porsche 911 GT2.

Estimated arthlsl: Look for real photos ol lhs SLS to emerge this summer, Its {)fficial debut will occur at tile Frankfurt show In September, and sales will start in the spring 012010. II may cost about halt of what the SLR cost, 50 about $200,000.

~(Q)n(O)

FERRARIF500

What it is: An updated F430 with a larger, more powerful engine (hence the name change), a restyled body with larger air intakes in lront and aft 01 the 8-pillars, and a new dashboard that can now house a navigation system.

Platform: The aluminum structure of the F430 remains, as does the baSIC chaSSIS. No weight gain IS expected.

Powertraln: The F<130's V-8 engine grows to 5.0 liters and gains diree! fuel Injection. Output rises to more than 550 horses. A seven-speed dual-clutch gearbox Will be optional.

Competition: The usual suspects-Aston Martin DBS, Chevy Corvette ZR1. Lamborghini LP560-4. McLaren Pll. Porsche 911 GT2.

Estimated arrival: The new F500 Will take center stage this fall at the Frankfurt auto show. Sales

will begin in early 2010 with a convertible (spider) version lollowing later that year. In 20 II. a more powerful, lighter, and more expensive Scuderia version, topping $300.000, 1'1111 debut. Prices will start at $200.000 for a base F500; convertibles will command $250.000.

*****

What It Is: Lotus's first all-new car since 1995. Larger, more luxurious. and pricier than the track-toy Elise.

Why you should care:

Although Lotus sells only about 2000 cars a year in the U.S., the brand offers pure and uncomprorrused exotic cars at nearly affordable prices.

Platform: A riveted and bonded aluminum architecture. The Evora is 21.9 inches

longer than the Elise, and

the wheelbase IS 10.9 inches longer. which provides room for tiny rear seats. Total weight Is expected to be 3000 pounds.

Powertrain: Toyota-sourced 3.5-liter V-6 making 276 horsepower mates to a sixspeed manual transmission.

Estimated arrival: This fall. with a price of $63,000.

What it IS; A ()(OIlHQ[il GOJw~rtlble vertlon of

t Jje I'l'e ~7Q2' ::;Pf;r;ts f];:tl r Uili.J,t$h wid;'co::.t upwards 6f $A'&;!llQd.

Platform; A reihlale.!'!ilI v'e(si9gl :Olllle a's l1ep smaIJer"'8wh1tecture,

NISSAN370Z ROADSTER

CARANDDRIVER,CDM

FORD EXPLORER

What It ls, A huge favorite in tile Hmos, Explorer sates have, uh, cooled over the past few years. This latest Explorer ditches the body-on-lrarne plattcrmand thev-s for a V-6 and a lighter unlbody structure based all the Ford Flex.

Why It's Imp(II'fanl: Buyers have been shYing away from bodv-on-trame SUVs for years. Ford's only hope of growing Explorer sales ls 10 change 10 a lmibody platform.

Powertrain; 8asic versions wfll get a 262-hp, 3.5- liter V"G. For those seeking more lirepower, a twmturbo version will be available with 355 horses.

'Estimated arrival; Look for it In blue-oval shops

at the end 012010,

Prices .. should range from $28.000 \0 $'35.000.

pow.marra, Ttr~'Z's S:i2-hp. 3 . .I-lller \1- 6 11o:ilt,Jl!iwd'td el1h'ertl .g;l!e_n-~p~~ aul@:Q[ ~ sl~"speed ma~JUal.

Competition: AUdliT r0a11~t~!, Infrt'iill G37 'cGJ'11'1ertlble, RarsGl:re ~i:f;xster, nair t:!ll;lgR'

Estlntlited IIrrI.val! Look lor It und",ryow ehnatm'\lS'!~~'fIlfh iii bljllqDw;

~@n@

MAZDASPEED 3

What It is: lJihe qu ick and fun-io-drIVe1vialdaspeed' 3 reoelves styling arid platlorrntweaks from the. new Mazda 3. We're expecting greater reffnementand improved handling, which means the 'Speed :3 may continue ltscomparisontest,winning streak"

Why you should care: Did we say it's quick, it's fast, and it's relatively cheap? Take note: It your knuckles drag when you walk. you probably Won't like it.

Pow-ertrain: The 263·-1'1) turbo four carries over from the ta·stgeneration car', Expel':\ a weIght gain. which means the n.ew' car Iillay lag behrniiJ its predecessor.

Estimated arrival: Debuted at the Geneva show in March and'goes on sale this fall pricedlrom

the mid-$20,OOOs,

~(QJTI~

McLARENPl1

What It Is: The longawaited successor to McLaren's Fl supercar. After developing the SLR for Mercedes, McLaren IS back to producinq Its own cars. Although an ultralight supercar in the vein or the Ft had been a possibility. the Ptt Will be a mostly conventional rrud-enqmed car to challenge Ferrari and Lamborghini.

Platform: A unique aluminum and carbonfiber structure desiqned in-house. Target weight IS below 3000 pounds.

Powertraln: A McLarentweaked, AMG-sourced 6.2- liter V -8 With more than 600 horsepower. A twin-clutch seven-speed will do the shirting.

Estimated arrival: Late 2010, if McLaren can set up a dealer network and buyers stili exist lor ItS $240.000 supercar,

2010 AUDl A8

2010 BMW X5M/X6M

W IIIlT: ~urlis-a iUl)Jlnuil1 nil!ls!ll psed8 ~

IS restyled IO! tlie'first tlme-s'ince<QOn:r~A 35"01ip \i-8 __ liorri~_sover, whI1i:i:@42'O;hp , twm-\urtJo V-8 will debut laler.

WHY: C ontilluill 9 up tim lu xury la d der, Alloi nseds al\ew A8-[n.collip9te:WIt~ the Msr,C1joes s-·class-an~ BMW j'smras,

Wll~,n: I}rrT~es'ln'1010:'SAQJllilr S8 rl,ebuls in 20 IJ . :Pri c~rlJmm'S 75~ 0 0 D.

GGnA HAVElT: ** ** i',.-

WHAT: Tile M guy,fsWiire It woulffnever ha~pan, ~ulilie lilgh·ve~ormance divisiolj wlH siaplls nami(o~ f\\ra;SUVs,~an ~o~ hear tim M-Ger loyalists Slle~rTng? Power ,,~ill eom~frOrl)'a'547-h~. twin'lUfUO V-S,

Wily: Bee ad, cOJll', sh 8K els, (J:i10N EYI) WHEN: Deti\l[sjl[ li18:Fffiilklurl s~owln tlie 'f,itl, GOO& o~ sille In~Er'ly 201~wil~ ~-

jt~ll:ing ~ [;6 of' $ B 0,0011 ,

GOTTA''HAVE IT: ** * rJ1;

WHAT l Oasplteil he 'bro" ku P. JaijS IUXlill/ SUVwll1 be.oased onll.ie sane arehl(ect!lfe'as the M8rce~es·El8nz ML.

WilY:, Jp-ep koolls rlld8si'~liillg t~is SUV in 'all,~l!ij[Qpl !0';re£a~lur8 snme-of the ylory (anf5Ble~)-that il enjoyed in Ihe1990s, .

. .. -

- W~ E~: D~~ijts a I L o~ Ange Ills show Ihis foil and sliaul~ go on sale Ill'early 2010 if chrysler Is slill solVMt,

GOTTA HAVE IT: * * i/-1:;~L-

20U MERCEDES~BENZ E63AMG

WHAT; T!le;en ly ,version of tlle-ween!ly l~sMed FGlw,slNa\,iswortllY IJ.f a~pg~rina I~ p,oster form en your .~~dr~~m waTt. Pac'k$ I ~e:smne Iia n d,assembled !}01-11P, a .. 2l 11 ler V-Slrom fasl year,s Ea3.

WHY: AMG'hlilkes as{ounding liTlJlro'/eme'nls (G, B9IlleS: Wil'ra 'g_r3teful

WHEN: The h[gh-[lllWared AMG version ;llrrilles In r 5 wi ntsr.

GOTTA HAVE IT: * * .. * *

PORSCHE 9UOT]

What I! Is: Track-ready GTG gets a lafger and more powerful enginefo! 2010, Updated aerodynamics increase downforce, there are bigger

but lighter brakes, and centerlocking wheels are standard,

What It Is: Italian designer Walter de'Silva oversaw this GTI's design, The result is a sportier and slicker car and a new, exoensive-lookinu interior,

Why you should care: A better-locklnq GTllhat drives as well as the old one could be a recipe for lOBes! stardom.

Platfonn: Current Golf V continues, with changes that are merely cosmetic. The turbo engine remains but now makes 210 horsepower,

Estimated arrival: Sales start trus tall. Price should remain below $25,000.

Why 'it's impO'rtant: 'It's our duty to keep an eye on the Germans whenever they possess this much power.

~owertraln: The old GT3's 3.6,liler si~ Is enlarged to 3.8 liters and is up 20 horsepower,

to 435. A six-speed manual is the only transmission available.

'Earlmated arrival: This stunning GT3 debuted at the Geneva S110W. Sates shoul€l begin in Ihe fall with a price starting at $112,200.

WMT: II Lambor~l1mJ s-edll h ~asetl ,0 IT IIl~ uPComi~g,AlIdl 'AS: en9~nB,emd by lIuw,and likely fa~e1t~rli iiFllermany 1t'8 pranOUITCfl{) eS,Sm;7ffiy,

WHY: The,amb)tlous IllIJillllS wa~t to sell '150U to- 2.00,Q ES,lq~.ues, Wll1Qli Wo U Id nea rl y double,UlmborgH in IS' waf lowi de 'sales.

WHui; II it cilTlHis"to tnlltilm, tile $180.000 sedan will.artJ~e In,20l2.

GOTTA HAVf IT: * * tc * *

2010 MASERATI GRANTURISMO SPIDER

I WHAT; A cIO(h"ltJp vBrsi~n of 1111>

excel len t, d 8 ca~en ~ :Il nddlstincil~ I t~ I ian' ~O!l-hn MesBrali @lfifurismo. .

WfJV: M3saraffs'~petitionollers:tops thai go down;!Ct"Slay &ml:the italians ~ad tcJclr~w suil,

ytaEN: LoOk,(O['IIi'B raatop Maserati (0 go on SllJB.ln ea!ly 2010 at a stgrting price· of 130,DOD,btg~'~es,

GaTTA HAVEm * * ** *

WJlAT: Wilvo'STeilasrncr for ItSOl~.ei1:SBO ~rows fns1ze anILProf)1i~es \aJo~Jl: ~iJarlier than the rloWUY sao, UnqerpilwBd by the seme pia I (arm as the V70 a ncl'lhe gao. Pow~r 1'1'111 ~ame '1T{l1n ttrrb nun. [IDld av d

~a Mall y,as~ i(alad iii I i ~~~I~!l$:

wllv: .Atterlliqo'yearSi \/olvo 08speralely ITe Bd s a new s6b,

WHEN'; DUB In showrooms in early 20m. GOTTA HAVE IT: .* ** *f-

'WHAT: SI iIlb l~ sms II ar ! han tire Ayao, Jlie SPaf~'is d~igned, e~gl~eer~lI,:aildlJun!Tn Korea Thli ~ri~e s~o~ldsJart bllrOIY~ 12K

Wt(v; II 9 as P,fiqe$~u rge, G M 'lim ~e~~ fresh and alll'ill;ti'lfl smal,1 aars to lure fueHri.~I~tllnM.b.l!y.e,r~. ArsO sM.Ws GIVI's

eo ntmUm Bnt jn:IJti i rdiilW ~<I (s.lor ,8] mark~ISi

WHfN:'6ane'ils~tlw d8bu(', Euripe 8n~ .lIsia get hm 2UltJ, we willtilnlll 2111 L

GOITA HAVE IT: * * .. r: - if-

Armor All and N:ASCAR.COM present

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NO I"lJRCrlASi: NECESSARY 10 eI11B' 1M 'Off Tear.1< w I~ 10ny Sti'iW1l'1. S""",pslllke>' w""""I~,j by Armer "JI. Swie(islo,h"" .QP~n I" I~Q~I "'~ltI",d" rr] I~", '{j' rql1ll\'uu.~s U,S. "od trc . .lge- l~ ~r .older .sU~J~tl to Offlcl"1 R.'I"~ ~rtl.'il,~ wl",re ~"'II!b<lecL ·Sweep5la-'." sii'rl::; 1'l:DO ".~1. E;l un "fOli09: .n~~ 1 ;,5~ n,IO, ET 0>' SiS1f09_ fur OffidJI·I~IJI~:S amr ~i11rv InfOnllE'l\Jon, ·S8fKl an b!::i,S(: 1ta! · ... Off ·Tr.:.u;::~ 'Mj)1 TO"i¥ Sl~W2li1 I$weepsla,,,s" PfB>e.rti=rJ il'/.'vrnar All, ~0. Box '1~jj7 &3zB"'ao, MT 5'~I\} I,M,w 10i1 .on'ttl w .... ')~nd~:i:;j~!'.CClro/~T1f'.or~ll$wE:~lJs, ~pnn~Qr t~lrn~ r SpO(~ In'8rtlCllv~, lrc.

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Boxes?: _

BY AARON ROBINSO. PHOTOGRAPHY BY JEFF

A. C'mon, really? Hyundai? No pediW' gree, No racing history, No factory museum filled with dusty glory machines, Yet here's what Hyundai dares-dares/-to call the phosphorescent-Slurpee spill of paint on our Genesis coupe: Lime Rock Green,

Puh,leeze! Weren't these jokers riding around on donkeys when Bob Sharp was run n i ng 240Z5 at Lime Rock? There's also Nordschleife Gray and Interlagos Yellow, On a Hyundai? They can't be serious!

Uh, they're serious, On sale since March, the Genesis coupe is a revelation, no pun intended. It's <1 genuine yardage gain for the yin-yang team and a serious kink in the law dictating that rear-drive hoots must cost big bucks.

Is it HUN-dye, hi-WON-dye, or hi-YOONday? At the factory, it's called H UEOON· day.

If we can't concur on a pronunciation, let's agree that Hyundai has come a long way. Lately, the workmanship has stood with that of the Japanese masters. The designs are fresh, and the dynamics have firmed up and flattened out.

Still. Korean culture works against a Hyundai sports car. Car guys are scarce in a homeland-come-lately to the auto age. Almost everyonedr ives th rift cubes-often white, a1 ways slow- and Korea only built its first racetrack, Everland Speedway about 35 miles south of Seoul. in 1993. In contrast, Japan has a high-performance heritage going back to the A6M5 Zero,

With Hyundai, it has always been about the price, and so it goes with the Genesis twins. The syrupy $33,000 sedan upon which the coupe is based dives for Lexus's knees. The four-seat coupe also

aims below the waist at competitors. with a ZI0-hp, z.n-liter turbo four [see sidebar] starting at $22,750 and a 306-hp V-6 at $25,750. The standard-equipment list is decent and includes a six-speed manual, power locks and windows, cruise control, stability control. a trip computer. and stereo auxiliary jacks.

The 2.0-liter turbo Premium and V-6 Grand Touring are the middle models, with leather, a sunroof, and a hot stereo. while the Track version comes with all that, plus a stiffer suspension, Brembo brakes. a limited-slip diff, and a trunk spoiler; The V-6 Track runs $30,250, right at the price poi nt where the foreign rivals start.

The base N issan 370Z opens at $30,625, a poverty-trim BT\1'i\' 128i, at $30,225. Only a strip-e Mazda RX-8 swings lower, at $27,105. The Genesis coupe is the first

Asian to move into the neighborhood ruled by Mustangs. Camaros, and Challengers. As in the movie Gran Torino, we're expecting fireworks.

Considering the priee-alwaysconsidering the price----Hyundai has buIl's-eyed the target. starting with specs that are right for enthusiasts. Firstly, it's rear drive, the ne-plus-ultra credential for a sporty car. Also, the base 2.0-1 iter turbo offers wiggle room for tuners, the V-6 enough horsepower to satisfy if not electrify with its5.7-second runs to 60 mph (all on regular gas'),

And there's no shell game with the performance options. Six-speed manuals can be had with both engines, as can the Track equipment group. The V-6 gets a name-brand ZF six-speed automatic with paddle shifters (turbos get a five-speed auto made by ... somebody). Aha rder-core

ROAD TCST

RSpec model is corningas basically a Track version cleansed of lux ury bits. As you see. Hyundai is working to get this right.

Even after cutting 4.6 inches from the Genesis sedan's wheelbase. Hvundai still had a plus-size form to clothe. The wheelbase is 10.6 inches longer than the new Z's. and the body is 15.1 inches longer. There's enough capsule space for a pair of folding back seats, offering decem legroom. though Hyundai opted-wisely, we think-to favor a foxy rooflinc over adultrated rear headroom. Quarter glass that sags down for extra visibility also gives the coupe some graphic identity. as do the two scimitars for headlights. The fenders bulge alluringly with their big Bridgestones. However, Hyundai couldn't resist pasting on a corporate Sonata grille that does I ittle for cool i ng and even less for the coupe's cunning visage.

About two years into the sedan's fiveyear gestation. Hyundai started work on the coupe. Perhaps an inherited emphasis

2010 HYUNDAI GENESIS COUPE 3.8

on cabin space explains why the coupe's engine sits a little forward, straddling the front suspension. The best-handling cars aren't nose heavy. and the coupe's 55-percent front weight imbalance isn't ideal-even though it's very similar to the Z's-especially when it's 55 percent of 3480 pounds. Also. struts in the coupe replace the sedan's pricier four-link front suspension.

All th ings considered. the coupe th reatens to fumble the whole mission with ladi-da handling. But it doesn't. Hyundai aces one of the critical tests: steer i ng feel. Cornering forces load the wheel naturally. bumps twitch it, and a ratio tuned for snapto quickness sharpens your aim.

Fitted with the firmer springs and shocks of the Track package, roll ing and pitchi ng is tamped down. but there's just barely enough travel to allow the suspension to work a rough patch without skittering. No. we're not going to bemoan the rig id highway ride. This is the Track

version, after all. Go for the base or the Grand Touring if you need more commuting cushlness.

Drifting glamour boy Rhys Millen demonstrates in Hyundai's TV ads the stability control's most interesting mode: off. The 3.8 has torque enough to whipsaw the coupe sldeways-c-at least. with some provocation to overcome the inherent understeer. The other stabiliry mode is "on." which ends playtime PDQ. Hyundai either lacked the budget or the chops to program an intermediate stability setting. Perhaps on the next one.

Was it tactile authenticity the engineers sought in giving the clutch a Viking heaviness? Maybe. The stubby, short-throw sh ifter gl ides ina satisfyin gly tight path from gear to gear. We're told sh i ft smoothness is thanks to triple-cone synchronizers on the lower ratios. The" RS 3800" V-6 (RS stands for "rear-drive sport") doesn't rank with the great voices of our age, but it punches back when stepped on and with a

NAKeD

It's not prettied up, but the 3_B-liter, quad-cam V-6 can slide it sideways with 306 horsepower.

h igh-protcin burble not unl ike a Z's.

QUI' 3.8 V·S Track's stats are healthy, but they are stomped on by the 370Z's: 5.7 seconds to 60 against the Z's 4.8 seconds. Skidpad pulls of 0.87 g to the Z's 0.98. Braking distances are much closer (at about 160 feet), the coupe's Brembos supplying solid, repeatable brak ing but with a flaccid pedal, We suspect flexing in the pedal assembly or master cylinder causes the softness.

Both the Genesis coupe and the 370Z are shod in sum mer rubber from Bridgestone, though the 332·hp Z wears them wider all around. A nd the Z weighs about a hu ndred fewer pounds. Comparing test cars, the Z costs about five grand more. Remember, with Hyundai it's always about the price.

When it came to deciding between luxury accoutrements or go-faster parts, Hyundai says it always opted for the latter. A BMW·stiff body, a cross-tower strut brace in front. a Torsen limited-slip differential on Track versions. Is-inch standard alloy wheels, and the like were paid for with some glaring austerity. Soviet-era

» COUNTERPOINT

BARRY WINFlELD

When I read that the Hyundai Genesis coupe was based on the firm Genesis sedan, I assumed it would share much of that car's refinement and isolation. Then I drove the V-6 model, fast Whoa, this thing Is unexpectedly hard core. There's vigorous throttle response,

a husky V-6 exhaust note, and giddy acceleration. In the canyons. the steering turns In with a vengeance, the car tracks throuqh corners like

a race car, and the brakes ate from Brembo, One small downside: II gets jumpy when it gets bumpy.

JON.THONR~ RAMSEY

Compare this car to the blblica! book of Genesis, and it's as if Hy.undai-playing The Omnipotenthad only reached-day four. The coupe possesses Intense looks, excellent dynamics; superb braking, and braceable seats. Yet the exhaust note Is soggy, the trunk aperture Is a mail sial, highway refinement ... Isn't, and the car badly needs a rear-window wiper.. stili, it's an achievement: Where there was once a void, there exists an exemplary sports car. Hyundal has earned some rest-a half-day

at least.

"Hyundai knows 210 horsepower in 1'/ a 3380-pound car won't astound anyone. II imagines the base Genesis cou pe With its 2.0 -liter turbocharged four as a blank canvas for tuners and speed-widget makers chasma the young buyers who will be hooked by the turbo's $22.750 starting price.

One thing is certain: There Will be lots of zoom parts avai lable. The 1998cc four IS the same baSIC engine as In the 291-hp Mltsublsh I Lancer Evolution. both engines being byproducts of the Global Engine Manufacturing Alliance.

a joint venture among Hyundai, Mitsubrsru, and Chrysler.

Similarities outweigh the differences, we're told, between the Eva's motor and Hyundai's ail-aluminum Theta four with its twin-cam variable valve timing and Mitsubishi TD04H turbo making 15.0 psi. Core compone nts such as pistons and rods should move freely between them, for example. Hyundai's engine uses a different computer,

from Siemens. The sottware wasn't intentionally made easy to crack, "but

it's not very tough." says one Hyundai exec with a wink. That means up to 300 horsepower should be possible without malar su rgery.

Leave It alone, and the 2.0T with

a six-speed manual makes 60 mph in 7.0 seconds and turns the quartermil e in 15.3 at 92 mph. The throttle calibrations were still rough during our brief test, but Hyundai says It IS working to fix this. The turbo trails

the V-6 Into the market by a month. Eventually. it's expected to represent halt of coupe sales.

Three trlrn levels Include base, Premium, and Track. All are well equipped, though Premium brings a power driver's seal, an Infinity stereo.

a sunroof, and keyless start. As With the V,6 Track, the 2.0T Track version we tested features a stiffer suspension, 19-inch wheels, Brembo brakes, a limited-slip dlH, aluminum pedals. xenon headlarnps, fog lights. and a rear spoiler. One item available only on the 2.0T Track: red cloth inserts for the

black seats. -AR

VEHICLE TYPE: tront-enqlne, reer-wheel-dnvs. 4· passenger, 2 -door cou pe

PRICE AS TESTED, $27,500 (base pd ce: S 22,750) ENGINE TYPE: I u rbocha rged an d inte rcooled DO He IS-valva intine,4, aluminum block and head. port fuel injection

Displacement. . . . . . . . . . . . .... 121 eu In, 19S5cc

Power (SAE net) 210 bhp @ 6000 rpm

Torq ue !SA E netl, . . . . . . . . . 223 Ib- It @ 2000 rp m

TRANSMISSION: 6-speed manual

DIMENSIONS:

Wheelbase: 111.0 in Length: 1 82.3 in

Width: 73.4 in Height: 54.51 n Curb \WIght: 3380 Ib

CIDTEST ru:SULTS,

Zero to 60 mph. . . . . . . . . . . 7.0 sec

Zero to tOO mph. . . . . . . . . . 18.0 sec

Zero to 130 mph. . . . . . . . . . 39.5 sec

Street start, 5-il0 mph. . . . . U S8 C

Standing !I.-mile 15.3 sec @ 92 mph

Top speed (governor limited). . . . . 137 mph

Braking, 70-0 mph . .. . .. . . . . 161 It

Roadholdlng, 200-ft-dJa skldpad 0.88 g

FUEL ECONOMY (MFR'S EST):

EPA clty/hlghway driving. . . .. 21 f30 mpg

ROAD TeST

2010 HYUNDAI GENESIS COUPE 3.8

hard plastics adorn the seatbacks, dash. doors, and rear-quarter trim. The Track's driver's seat is powered; the passenger's is not, though, oddly. the trunk and fuel- door releases are electric.

There's no sci-fi engine cover to hide the ugly wiring conduits and click-fit connectors underhood, and simple gooseneck arms instead of multilinks support the trunk. Hey. we're merely pointing out that

lunch continues to not be free. One item we wish Hyundai hadn't cut is the telescoping steering column. Longer-legged drivers must reach for the wheel and shifter.

The low dash opens up forward vision.

Despite the coupe's bigness, the interior feels hand-in-glove cozy if lacking in luxury or gee-whiz design theatrics. Folding rear seats help make the io-cubtc-toot trunk more useful, even ifthere's no hatch-

back to widen the narrow entry hole.

The Tiburon notwithstanding, Hyundai is an interloper in the sports-coupe arena. Its bloodline is defined by transport cubes and rent-me sedans and long warranties. the latter for reassuring newcomers Jured by the low prices. Hyundai's performance ped igree starts here, now, with this engaging, well-orchestrated Genesis coupe. And as at Lime Rock, a good start is critical.

INNER SPACE

Emergency-use-only rear seats lack headroom but fold. The wheel tilts, but telescoping steering was left on the cutting-room floor.

172 gal

Vehicle type: Iront-engine, rear-wheel- drive, 4· pa ssenqe r, 2-d oor coup e

OpdoM:lrack package (Includes power driver's seat. heated leather seats, xenon headlemps, Infinity stereo, IS-inch wheels and Bndgastone tires, stiffer suspension, Bremho brakes, limited'slip dllferen~al), $4500

Standard: power windows and locks, remote locking, cruise conlral, tI!Ung steering wheel Audio system.: Infinity; AM, FM, XM radio; CD changer: minijack and USB inputs;

IPod connector: 10 speakers

Fuel Ca.paciq.

DIMENSIONS

l Wheel base: 111.0 In 1 Height: 54.5 In

i f rollIl rack: 63.0 In I Drag area:

i Cd (0.32) x froollil iI!tIiI (16.7 sq It) = 5.3 s q It I &roun d cleara nee: 5.1 in

f \~EIGHT

. Curb: 3480 Ib Pe r h orsepowe r: 11.4 I b : DlSTRIBUTION

i ~rOOI: 55.2% Rear: 44.8%

, TOW [NG CAPACITY: 0 Ib ! GVWR: 4300 Ib

IlhU*i(.Jj'

Leng! h: 182. 3 in Width: 73.4 In Rear Ira~k: 63.6 In

V·5, aluminum block and heads 80re utruke: 3.78 x 3.43 In,

96.0 x 87.Om m 91splacement: 231 cu in, 3n Scc Compresston ratio: 10.4:1 FueI'dellvflry system: port I nj ee tlon Valve gear: chal n-dn van do u ble overhead cams, 4 valves per

cyll nd er, va ria b te In tak e - and exhaust-valva timin0

Power ISM tiel]: 30e Ilhp @ 6300 f]TIIl Torque (SA! oetl: 266 d)-It @ ~700 fJ!m

R.«dllna: l'i500 rpm .

'Im ");4;#3UI

,

f RESTRAll'{T SYSTEMS

J Front 3--poi nt bel ts: d river and pa ssen~ er i front. side, and curtain a Irbags

i Resr: 3-p oln t belt s, curta In alrbags

1 SEAT ADJUSTMENTS

I Front tere-and -elt, seathack angle; i driver only: front height, rear height. : lumbar support

t REAR SEA:S .

. FDldlng i Spi k . Pass-Through

r .'HS • (Ill !"H~ .NO !-y.s.r;o

f MEASUREMENTS [In)

r : Head : leg ] Shoulder

rRO NT : 39.2 : 44.1 j 56.7

REAR : 34.6 : 30.3 , 52.8

Transmission: 6 -sp 8 a d manu al GEAR: R aileS/mph per 1000 rpm

1st: 3.85/5.7 410: 1.23117.8

2nd: 2.3219.5 5th: 1.00121.9

3rd: 1 .6V t3.5 6th: 0.7g/27.6

Final-drive ratio: 3.54: I, limited slip MAl! SPEED IN GEAR

37 mph lIB ",pi, 142 mph

HI

6'1 ",ph ItS mph 149 m Ph 5500 rpm 5500,pm 5400,pm

-- - ... _- .-.-- - ~ -

S 3 C ~ Front ~ Rear ! Trunk

VOLUM C : 57 cu II : 32 cu fI : 10 cu It

~offiEELS .. TIll:ES Chassis typ-e: unll construction with 2

rubber·isolated crossmembers Bodv material: welded steel stamplnqs

STEERING Rack-and-plnion with variable hVdraulic power assist Ratio: 14.9:1 Turns leek-te-leck: 2.7 T u rnl n g circle cu rb-t c-eur b: 37.4 ft

ill,lSPE1j"_QION I Hydraulic with vacuum power assist.

Front ind, strut located bV 1 laleral i ann-leek control, and panic brake

link and 1 diagonal link, coil springs, I assist .

anti· ron bar Rear: lnd: 2 diagonal I Froot: 13.4 x 1.1-In vented OISC links, 2 lateral links, and I tee-comrol 1 Rear; 13,0.~ 0.8-in vented disc link per side; coil springs: anti-roll bar:

Wheel size/type: F: S.O x 19 in, R: 8.5 x 19 Inlcast alumln~m

l Tires: Brldgestone Potenza RE050A; ~ F: 225/40R·19 89Y,

l R: 245f40R-19 94Y

1 s~~~ hlg h- P r as sure com pact

1 BRAKE~

Traction cnntrel; .fullV deleatable

CARANOORIVER.COM

TEST RESULTS

HANpLING ROADHOLDlNG

ACCELE.RATION SECONDS

Zero to '30 mph . , _ , , ,2.0

40 mph. _ 3.3

SO mph . , .. _ , . _ .. ,4..5

60 mph 5.7

70 mpH, ,. , , . ' •.. ,7,6

80 mph. _ ..... _ 9,4

90 'mph . _ .. _ .. _ 11.7

100 mph, .. , . , .. , . 14,3 llO mph, ... , .. , .. 17.2 120 mph , , . , , _ . , , , 21.7 1'30 mph. _ .. _ .. _ .. 26.4

UNDERSTE.ER

~

5·80 street start: 6.1 sec Top gear, 30-50: B.6 sec

14.3 sec @ 100 mph

%-MILe~ TOP SPEED:

149 Illph Ui!lVUI!l

WEATHER Tempeialore: 44'F Humt dttV: ]~ %

Baromnrlc prenure: 27.45 in f-Ig

BRAKING

70 to 0 mph ..... _ 162 it

ODOMETER Tesl'~ehl~19 mileage: 1271

TIRE INFLATION

Iest Front: Rear:

prassu res: 35 ps i 35 psi

, F U ~_L THBDTTL_t

NOTES

Upsh.1fts to third must MriJilpen by 62 mph, so 9.et,tI1'l9 the one-shiit-to-6Q time is a challenge, You have to shift fight at 60 or risk prQ.voio<ing the limiter, whioh kills tl:le run,

ROAD TEST

THE ULTIMATE-IN PLUG AND PLAY.

~

BY AARON. 'RQBUlSON PHOTOG:RAPHY BY BRIAN. 'BLADES

A Always leave space in your life lor W objects that bring out your inner child. We think Maharishi Mahesh Yogi said that. right before inventing the yoga moves needed to get it! and out of a Tesla,

Whate.ver design anomalies. daily annoyances, absurd ergonomic>", and ridiculous .eeenomies underlie Tesla's BtUe battery-powered pe-ashooter, the car has one slam-dunk feature: It makes boys out of men.

One driver with gr,.y at his temples and a giggle on his lips recalled when he used to daydream of Shrinking down and dtiving his own slot cars. Another became a comic- book rocket _guy, racing to save the underground city. Driving the Tesla is so

66

MAY 200~

unlike wheel ing a normal vehicJc--lndced, even the se\lerely abnormal Lotus Elise on wh ich the Tesla is based -that it's possible to be transported in mind much farther than in body. Well, anything that extends a 'l'eslas range, metaphysical or otherwise, is welcome.

Recall that the Tesla, named for 19th- and early-zoth-centurv electrical II-ber-inventor Nikola Tesla, isa two-seat targa assembled by Lotus in England and finished byTesla Motors in San Carlos, Califorrria, The aluminum-chassis and earbon-tlber- paneled roadster weighs 27.56 potrnds, 781 more than an Elise, bnt i$ made spunky by a 24.8-hp. air-cooled AC-induction electric motor fed by 6831lithium'!Qll

(Jells resembling slightly overweight AA ,p0nlight batteries. No gas, no oil,justjuicc Irom the wall sockeb=amounnug to about $4 to $7 worth for a single fill-up, depending Oil your local electricity rates,

After helping invent the onhne-paymerit service Pavl-al. and then selllng it for $1.5 billion in eBay stock, Elon Musk. 37, founded Tesla Motors.

The first drivable prototype created ill mid-:W07 was almost as big as the Beatrss in the media. Deposits poured in. As of January, the company claims to have-put 1GB tars on the road through a pair of reaSSl1ringJr modern and well-equfpped dealerships in Callfornia.

Lately, however.It looks as i U~ady Luck

---

~~

'-1 ) 1 Jr ~\ ,1,\1

t Il"_ II I ,\

1- \f t ,h' - rr:'! _,r_l_r I'J '"" ... 1 I _j~ _)~ ~I _j ~_j~

has been hopscotehing im golf'eleats on the company. Tesla underwent a bitter management change in late 2007. and it has run into a fund-raising wail since the crcdlt industry and economy went kablammo. The company also jacked up the roadster's base price to $110,950 in January (or iginally it was $92,950, then $99,950). Customers who had already plunked down deposits but were still awaiting delivery were told to agree to the higher price-or their cars wouldn't be built. The internet boiled.

Especially itchy, according to owner blogs, is how Tesla \'lOW charges for items that were once standard equipment. Among thorn. the 240-volt "high-power connector" quick charger allowing three- to

four-hour recharges is now an extra $3000 (the charging' time with the 120-volt plug that is included in the price takes about 37 hours, while a $1500 lower-amp, 240- volt plug involves eight to 10 hours). The forged aluminum wheels in these pictures, once standard, now cost $2300. The company says it needs to charge more to stay viable.

Regardless of where your mind is transported. your body wi!! move only about 240 miles, at most, between charges, says Tesla, Unfortunately, we-can't verify the claim. We traveled only about 1.60 miles before total failure. Not of the battery pack but of our lower backs. As in an Elise, the Tcsla's scats seem to consist of! ittlc more

~mJl~

Drives like a slot car, open-top fun, nearly silent, women in Birkenstocks dig it.

~~

High price, no promises that the company will be around next year, limited range.

iiffi1i :rIim'il'Di?

A small carbon footprint in carbon fiber.

MAY 6-~ 2009 I

ROAD TeST

than black paint on the fire wal L Now that waterboarding is banned, may we suggest simply locking terrorists inside a Tesla.

Still, we I1nd no reason to dispute TesIa's range claim. The touch screen reports rrules remaining on the battery pack, but it's a prediction based on previous behavior, The harder one pushes, the lower the number of miles remaining. Ease up, as we rarely did, and your range circle widens, Hold i ng a steady i5 on the freeway dra ins the pack fast as it sucks amps and there are fewer opportun ities for brake regeueration. Conversely, pummeling the car on a winding road winds down the clock less quickly,

If you're now pondering which used Ferrari you can snap up for this Tesla's price of$126,595, then a Tesla isn't for you. Irs not throaty. lt doesn't melt tires. The women most interested in the car are usually wearing mulUTIUUS. Its ethereal vibe is about as different from a Ferrari's as Mother Jones's is from Mos Def's. Heck, people have driven Ferraris from coast

TOUCH ME

An informative touch screen even reports gasoline savings, The glossy carbon-nber center console looks deluxe, but we're told a new, fancier dash is in the works.

68

TESLA ROADSTER

to coast in less time than it takes to fully recharge the Tesla off its 120-volt plug.

The Tesla's charms lie in its otherness relative to ordinary cars. For example, your garage becomes your filling station. self-service only.

Prepare to pay thousands to a cont.ractor to rewire [or 'I'esla's wall-mounted, VCR-size quick charger-oil pulls a staggering 70 amps at 240 volts, about enough zap to run a laundromat. We chose the Homer Simpson route, spending $19.22 at the local hardware megabox for a 40· amp, two-pole circuit breaker, a few feet of heavy wire, and a common kitchen-range plug. Hammers, drills, and electrical tape were involved, though city buildiug inspectors were notably absent. Aller an hour, oidicuda! (it means voila! in Nikola Tesla's native Serbian), we had a Tesla home-charging station.

It wouldn't revive an exhausted Tesla in three to four hours, but it did easily recharge the car overnight using the option a 1$1500" portable" cord. TIle cord is

about 20 feet long, as thick as a garden hose and fairly heavy, though it does indeed coil into the five-cubic-foot, carbon-fiber bucket that serves as a trunk.

Actually, the Testa's charger is built into the car, and using the clever dash touch screen, you can program it to draw from 20 to iO amps. The optional 240-voit cord pulls about 32 amps, enough to instill a slightly disconcerting warmth in our home-brewed circuit.

While sucking power, the 'I'csla gurgles softly as its propylene' glycol coolant circulates through the battery pack and the radiators mounted in the nose. Periodically the car's cooling fans kick on with a whoosh, a fact your neighbor's dogs will find highly ala rming at 3 a.m.

Fully charged and ready to roll by morn, ing, the Tesla was loaded onto a Ira iler. TIle nearest test thick is 100 miles away. Therein lies one of the Tesla's rubs. Unless you live much closer to a track, have an extension cord that will reach orbit, or know a friend with a fission reactor in the v icin ity, track

CARANDDRIVER.COM

days can't happen without trailers.

At the time of our first Tesla test [March 2008], the roadster still had a two-speed transmission. The transmission, uh, weilit just didn't work. So Tesla has pared the ratios back to a single gear reduction. Now, the motor spins to 14,000 rpm-WOO rpm past its redl ine-and the car wh irs to 122 mph in one long, seamless windup from zero. Once you experience direct drive, you'll never want to go back. There's no slack from gear lash, no hang time while a transmission computer thinks about which gear to select. Burying the pedal has the same accelerative immediacy as jumping in front of the 5:35 express.

II1Yth buster: The Tcsla is not silent. cspeciallv while hurtling BMW M3-1ike to 60 mph in 4.1 seconds and through the quarter in 13.2 seconds at 103 mph. The targa top is a roll-up canvas hankie that holds back wind noise about as well as a beach towel, The electric motor in back

inches wider and longer than an EI ise, it is also sprung softer and has more give over lumps and more roll in corners.

Though fitted with cross-drilled discs and expensive-looking AP Racing brakes. which halt the car from 70 mph in 170 feet, the 'Tesla would probably get by with Yugo brakes. Regenerative braking-when the drive motor switches itself to become a power generator-slows the car so sharply that you can sail down mountain roads without touching the left pedal. I ndeed, for safety, the Tesla has brake I ights triggered whenever you lift off the gas. Thus, a small negative for all the cash saved on brake pads is that tailing drivers believe you've downed a hockey puck made of codeine.

Once you've pommel- horsed the wide sills to get in, the Tesla's well- made cabin has plenty of legroom. It is efficiently trimmed with a glossy carbon-fiber center console with buttons for the cabin-temperature controls. scat heaters. and air condi-

doesn't growl like an engine, but it is audible. It sounds exactly like Luke Sky- , walker's Landspeeder. If you stand by the road as a Tesla whisks by, you hear the I turbine whine of an Airbus about to suck down some Canadian honkers.

The handling is steadfastly neutral /

except if you try to kick it sideways. Then .

it just plows. You won't see Teslas on the

pro drifting circuit, but irs drivers will

always be smiling. The unassisted steer-

ing is Quick, organic, and a bit heavy. A few

tioni ng. Heat comes v ia a resistance coilthe cockpit becomes a big toaster-while the air-conditioning compressor spins by an electric pump. The brakes also have an electric pump to create vacuum for power assist. Basically, pushing any pedal or but ton inside the Tesla drops the range by some infinitesimal degree, but so what?

To our surprise, the Tesla's range turned out to be a nonissue. It has plenty of reach. either as a da ily commuter or for morning coffee runs with the Lotus club. Only people with titanium vertebrae will want to drive more than a couple hundred miles in a sitting. No, the big issue is the six-digit price. A lease plan might help grease sales, but so far, Tesla has none. Also, there's the fear of being stuck with a fancy paperweight should the company go under.

Any adult would scamper away in fear. but there's no telling what your inner child might do. »

WHILE U SLEEP

Our eight-hour "charging station" (above) made the optional $3000 quick charger unnecessary. The included 120- volt yellow cord

(left) takes 37 hours. Either way, charges cost about $4.

CARANDDRIVER.COM

GENERALTIRE,COM

GENERAL TIRE '-

TESLA ROADSTER

Price

(AS TESTED]

Vehl cia type: mid-motor, rear-wheel-drive, 2-passenger, 2-door targa

Options: high-capacity 240-volt Quick charger, $3000; stereo and navlga~on package (Includes nav system, Bluetooth connection, satellite radio, and speaker

package), $3000; forged aluminum wheels, $2300; premium paint. $2000; premium seats, $ 1800; mobile 240-volt charge cord, $ 1500; clear adhesive paint protector, $ 1495; solar control glass, $400; floor mats, $150

Standan!: power wi n d ows and 10 eks, remote locking, cruise control, tilting st 8 e rl ng wheel

Audio system: J VC; AM, F M, S I rl us ra dlo; CD player; IPod input; 7 speakers

$126,595

BASE~ :WfO/950

DIMENSIONS

Wheelbase: 92.6 in Lena [h: 155 _4 in

Height 44.4 In Width: 68.0 in

Front tra~k: 57.7 In Rear track: 59.0 In

Drag area:

Cd (0.36) x Ironl'" nil (17.4 sq It) = 6.3 sq It

Bra und clear an ea: 6.0 in

MOTOR

AC permanent-raapnet synchronous electric

P.Qwet (S II! Il!)d: 24a bhp @ 5000 rpm TMlue (SAE nell: zn Ill-Ii @O mm Redllne: 13,000 rpm

BATTERY

liQuid-cooleo 375-volt pack consisting 01 6831 lithium-Ion cells; 53-kWh capacity

WElGHT

Cu rb: 2756 Ib hr ho n upower: 11.1 Ib

DISTRIBUTION

Front 34.10;, Rear: 55.3'10

TOWING CAPACITY 0 Ib GVWR 32741b

TEST RESULTS

ACCEI.:ERATION: SEC€lNDS

Zeta to 30 mph . __ ~ _ 1.8

4.0 mJ#l . _ 2.5

5.0 mph __ _ 3.3

60 mp.h . _ .. _ .. ; . . 4.1

70 mph __ . . _4.9

80 mph __ .. _ .. _ .. _ 7.0 90 mph __ . __ . __ . __ 9.0

100 mph __ _ . __ .12,2

no mph. _ 16.3

120 mph __ .. __ . _ .. 22.Q

'lhlW;PiidUI

T fllnsmlsslon: t-speed dl re c t drive GEAR: Rail oJmp h per 1000 rpm

151: 2.6518.7

F1nahl rlV9fstJo: 3.12: 1

RESTRAINT SYSTEMS Frollt: 3-point baits, driver and passenger front airbags

SEAT ADJUSTMENTS

Front: fora-and-aft. lumbar support

MEASUREMENTS (in)

MAX SPEED IN GEAR 122 mph

14,OOOf~'"

: lug : Shoulde r

: 42.0 : 52.0

: Huad

FRONT ; 36.7 ,

5-GO weel starr: 4.5 s~c To geef. 30"50: 1.6 sec lQP gear, SO-ill: l.416C

SAt : Froni : Trunk

~ OLUM E j 46 cu It ! 5 cu It

13.2 sec @ 103 mph

Y4-MILE:. TOP SPEED:_

WEATHER:

I emperatu-r8:6 r P ai.imldlty:47'ia

Barametrlt pressure: 27.45 in Hg

122 mph IR£lIUIIUlD_I_

WHEELS .. TIRES

Wheel size/type: F: 6.0 x 16 In,

R: 7.5 x 17 Inlforged aluminum Tlrss: YOkohama Advan Neuva AD07; F: 175/55R·16 SOW,

R: 225145R-17 91 W

Spare: none

BR_AKgi

Hyd r a u Ii 0 with vacuum POWS! assi st and anti-lock control

Front 11.0 x 1.0-in vented, cross-drilled disc

Rear: 12.0 x 1.O-ln vented, cross-drilled disc

Chassis t\'JIe: un It co n strucn on

BDdy material: carbon-Ober-relnforced plasrlc

STEERING

Rack-andlllnlon

Rallo: 15.8:1 Turns lock-to-Iock: 2.8 Turning circle curb-to-curb: 36.7 It

SUSPtHSlON

Front Ind. unequal-length control arms, coil springs, anti-roll bar

Rear: Ind. unaqual-lenQth control arms, call springs, anti-rull bar

BR,AKJNG

70 to a mph .. _ ..• 1,70 ft

rNT.ERIOR SOUND (dBA)

ODQMET·ElR Tusl-nhlele mlluage: 2639

1 es1 Fro nt: Re.ar:

pressure.: 30·psi 40 psi

NOTES

Heat Is Hie enemy, mainly, tef the afr-eooled motor. We leI the Iasla 03081 fbr to minutes between runs, Acceleraticrl'l slows dramatiGally around tOO mJ;lh.

Traction control.: .• fully deteatable

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EXEC

WE COMPARE TWO HIGH-END SEDANS THAT JUST MIGHT FLY BELOW THE CORPORATE AUSTERITY RADAR.

BY TONY SWAN PHOTOGRAPHY BY JEFF ALLEN

A So you had to say goodbye to the W Gulfsrream, the corporate retreat in the Napa Valley, and your custom waste, basket-the decoupage job trimmed with pages from a Gutenberg Bible, Times are hard, and it just won't do to be perceived as excessively self-indulgent -especially if you're high up in the echelons of a publicly held corporation,

The new corporate Pur-ita n i sm extends to automobiles, too. but in this area you have a J ittle more latitude. Consider these two execuerulsers. Yes. they're flagship sedans with prestige brand names. But even in an age of austerity, top execs are still allowed some personal-transportation indulgence. You don'! want to be flaunting it I'.' ith a Bentley. of course. But they don't expect you to drive an econocube. either, We adm it that green ies won't approve. Both

cars carry gas-guzzler taxes, and their mpg durmg our test-17 for the Mercedes. 16 for the BMW-is pickup-truck poor. And yes, pricing for both cars is a little high for public approvaJ-- more than $88,000 base, well over 100 large as tested-but who knows that?

Sec, that's the good part. To casual observers-not you or us, of course-s-one BMW sedan looks pretty much I ike another. That goes for Mercedes sedans. too. with the added benefit of looking like a Hyundai-though we're pretty sure no one in Stuttgart perceives any advantage in th i s.

So, elegantly subliminal and not too likely to attract a lot of inv id ious attention. With cars bearing price tags like these, you expect more than understated grandeur. You expect power. Comfort. Upscale interior appointments. Technical sophis-

tication. Dynamic competence. Even night vision [see Sidebar. page 86].

Check. Both cars deliver on these expectations. and neither is I ikely to disappoint its owner, But of course there are distinctions. and in at least one category, the d istinction isn't particularly subtle.

There arc other high-end sedans that meet our (reb t ively) low-profile criteriathe Aud i A8L, the Maserati Qualtroporte, the Jaguar XJ Super V-8. and the Lexus LS460L, or even the LS600hL hybrid. which adds a greenish tint to your comi ngs and goings. But we confine ourselves here to tile Bimmer and the Benz, tile former because it's new, the latter because it prevailed in our most recent comparison ofiong-wheeJbase luxosedans ["Chauffeur Showdown," January 2007], Here's how the games played out.

MAY 2009

83

COMPARISON TEST

LUXURY SEDANS

BEST IN TEST I1iI

VEHICLE

PRlCE($)

DJMENSJON.S .( iD u b.sj

MER G EDE S "BEN Z 5550 $91,225 S 1 I 1 ,55!l 205.0 73.7 5B.O

.. III: ::::J ..

WElGIIT INTI!RIORVOL {eu It)
'"
5; '" z ... ",
a :3 :; Zz ... ..
'" ...J- g~ Z II: Z
... a: ~~ a :i5 :::>
3- 3- a", e '" ~
48.3 21,7 91 511 67 14
23.8 91 54 55 Iff D __ ~_

MERCEDES BENZ S550 A In2007.wejudgcdtheS550·sblcnd

- W' of br idge-glrder- solidity, advanced technology, pulse-raising performance, distinguished interior, quiet operation, and all-day comfort to be tops in this class-and depending on the owner's driving priorities. that judgment is still defensible. Okay, the steering doesn't deliver much information, particularly on center. We didn't achieve test-crew unanimity on the active front-seat side b-olsters-definite love-hate polarity there-and those front tender flares arc still an acquired taste: a little too much Mazda RX-8 for some.

But those are minor asterisks. On serpentine roads there's not really much to pick between the steering systems of the Benz and the Binnncr, at least in terms of feel. You can shutoff the auto bolsters-or refrain from ordering them-and styling that doesn't provoke a little controversy isn't worthy of the name. As far as that goes, Mercedes styling has inspired plenty of competing designers over the years.

THE HIGHS

T.HCLOWS

Gorgeous interior,

terrific transmission, brisk throttle response, lovely V-8 noises.

Absence of on-center steering feel, resolute understeer,

RX-8-like front fender flares.

THE VERDICT

Stili a first-rate executive express.

84

MAY 20m).

most recently from Korea.

Like the BMW, the S5S0 is a big car with rear-seat space worthy of a stretch limo (suitable for having yourself chawfeured-- politically incorrect, though exceptions are made for parking-hostile burgs such as Manhattan). Also like the BMW. the Benz's center rear seat isn't a place we'd care to perch for long. There are. of course. the usual goodies available: video screens set into the backs of the frontseat head rests. rear-scat cl imate controls. and a power source for laptops. It's quiet back there. too, though not as quiet inside as the BM W. whose hushed interior r ivals Lexus LS sedans.

One area where the big Benz still holds an edge is the overall look of the

interior. The new 7-series is improved ill th is regard. But the si rnple design of the Benz's saddle-tan interior, augmented at night by soft ambient Iighung, is the height of automotive good taste.

Incidentally, Mercedes is planning some S-class updates for 2010. including a front-end face lift with LED running lights (reducing the Hyundai similarity), multihued interior lighting, a new variable-ratio steering option, and a hybrid version, the S400.

So what kept the S550 from the top step on the podium? Dynamics. The Mercedes was almost as quick as the more powerful (and heav ier) BMW -- 5.3 seconds to 60 mph versus 5.2-and its midrange throttle response was a smidge better, the benefit of

its seven- speed automatic and its naturally aspirated V-8 versus a turbo engine. And its exhaust note. though subdued. was distinctly more satisfying. The Benz stopped almost as well. too: 173 feet from 70 mph versus 171. fade-free. Adaptive damping and active body control kept cornering attitudes nat, IV ithout a hi nt of comprorn lse in ride quality. And straight-line high-speed stability was above reproach.

But in our favorite game-back-road pursuit no speed limit-c progrcssive understeer limited the S550's corner ing speeds, and it couldn't quite keep pace. One logbook observation summed it up:

"The Benz is competent. The BMW is compelling. The Benz is willing. The BMW is eager."

THE EYES HAVE IT

The SSSO's saddle-tan leather and tasteful trim won best-looking-interior honors. Both cars have vast rear-seat space for two but not for three, COMAND control collective (left) isn't quite as user-friendly as the BMW's updated iDrive.

MAY 2009

85

COMPARISON TEST

LUXURY SEDANS

AFRAID or THE DARK?

» Big, expensive sedans such as the 7-senes and the S-class have night-vIsion features, but they go about helping drivers see better in the dark In different ways.

BMW's night-vIsibility system uses a thermal-imaging camera mounted In the front bu m per. The heat given off by warmblooded humans and animals that may be up the road, or on the side of

it, shows up as bright spots on the display (the dashboard iDrive screen). This is supplemented by a new pedestrian-detection system that highlights potential hazards on the screen with bright yellow triangles and sounds audible warn Ings.

Mercedes-Benz uses a near-infrared camera, which requires a special set of lights In the headlamp cluster, to produce an eerily luminous image on the same instrument screen that contains the speedometer, so it's right before the driver's eyes where it's easrest to see. The picture IS sharp, and the camera can see farther than the human eye. Stili, it would be better were there some kind of flashing warning on the obstacles.

In a less than Ideal location, the BMW night-vision display-and the odd heat-based picture-takes some getting used 10, but the pedestrian detection works and is an obvious safely bonus. The BMW device seems to illuminate more of the landscape. That yellow warning trlanqle also Will appear on the windshield of a BMW equipped with an optional head-up display.

You can't dnve either car by Just staring at the night-vision screens-th e systems are supplements to the headlights and

the driver'S eyesiqht. The prices are not outrageous in these already expensive cars: $2600 in the 750Li and part of the $4990 Premium 3 package in the S550. -Michael Aus/ln

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COMPARISON TEST

LUXURY SEDANS

BMW 750Li

TB.Il HIGHS Robust power,

outstanding high-speed reflexes and composure, serene interior.

THELDW.s

SUV curb weight, hints of turbo lag, gas gobbler at high speeds,

no side-mirror turn signals.

THE VER.DIC'I'

An understated, high-tech

CEO sedan with sports-car soul.

88

A ln its last compare appearance. thc W 750Li not only missed the winner's circle-in itselfa rarity for a BMW in CjD showdowns-it finished short of runner-up honors. too. placing third behind an Audi A8L and barely ahead of a Jaguar. Wow, What's up with that?

In order of scoring magnitude, the offending elements were ergonomics (read: iDrivel. exterior styling. interior styling. and. shockingly. [it and finish.

That was generation four in a family that dates to 1978, Here's generation five, wh ich not only addresses our gen-four demerits but adds some techno goodies that actually enhance the car's safety index, as well as its basic BMW virtues-athletic reflexes in particular. The dreaded iDrive seconda ry-control collective has been overhauled and augmented with some auxiliary buttons that make it far more navigable, even to the staIT's card-carrying Luddite. The slab sides and "Bangle butt" that made the previous 7 hard to love have been replaced

by strong horizontal character lines and a going-away view that's still BMW but more cohesive-enhanced by clusters of LED turn signals. tront and rear.

Inside. the BMW's front seats get the edge for comfort and support. the optional head- up display ($1300) is a plus, and the night-v ision system with pedestrian detection ($2600) is remarkable. There were a couple of other extras in our loaded test car~a ceramic shifter ($$50) and the $2500 Luxury Seating package (heated wheel. power rear sunshade, rear sidewindow sunshades. ventilated front-seat upholstery, driver-seat massage, heated rear seats)-that wouldn't be missed if omitted.

But having experienced the Sport package-it includes active roll stabilization, 19·inch wheels wearing Goodyear Excellence run-flats (245/45 front, 275/40 rear), and BMW's latest var-iable-ratio Integral Active Steering system that now includes speed-sensitive rear steer lng=wc'd hate to

CXECUTIVE-LeVEL SPORTY

The all-new 7-series interior features soft-touch materials, revised secondary controls that are easy to identify and use, and the best front seats in the CEO-sedan class.

leave home without it. even though irs the priciest option ticket on the list at $4900. More on this in a minute.

This is a bigger car than the fourth-generation 750Li, which was far from petite. The 1'.'11 eel base has grown from 123.2 to 126.4 inches, the track is wider. and over, all length is up 1.4 inches. to 205.3. That's a little bigger than the Benz. The only bigger car in this segment is Jaguar's Super V'8, but the alu m inurn-intensive Jag scales in much lighter. The new 750Li is heavier than its 2007 predecessor-4760 pounds versus 4600. Heavier than the Benz, too.

Getting all that mass moving requires carr ier-takeoff thrust, supplied by a

twin-turbo, 4.4-liter V-8--a little more horsepower than the previous naturally aspirated 4.8·liter V-8 (400 versus 360) and a lot more torque (450 pound-feet versus 360). That's enough to produce 0·to·60 sprints in 5.2 seconds, and if there's a hint of turbo lag, it's only in contrast to the immediacy of the Benz V-B.

More impressive. though, is what this big Bimmer can do on a fast back road. The combination ofa new multilink front suspension (replacing the previous struts), a redesigned rear suspension, electronically controlled damping with four driver presets (comfort, normal, sport. and sport plus), active roll stabilization, and rear-

wheel steering gives this car a level of cornering power and transient response that's nothing short of phenomenal.

Though grip is modest at 0.82 g, the steer i ng system, wh ich turns the rear wheels in the same direction as the fronts (up to three degrees) at speeds over 37 mph, enhances turn-in. This is reflected in the lane-change test, where the Birnmcr had a decided edge, and was even more dramatic on mountain roads. The faster we went, the better the BMW performed and the more confidence it inspired.

Is this sort of driving important to many of the execs who shop the cars in this price. realm? Probably not. But it should be. •

MAY 2009

89

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