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Automobile 2010 08
Automobile 2010 08
Automobile 2010 08
COM
563-HP M-B SLS AMG 553-HP LEXUS LFA 553-HP
USA $4.99 CANADA $5.99
2011 SLS ~VC s|own |n lr|d|uu S||ver ueta|||c pa|nt. Vay |nc|ude opt|ona| eou|puent. l|ease obey a|| speed |aws. 2010 Vercedes-8enz |S~, LLC
Eveiv decision was examined in le ligl ol lis unvielding iincile. Fiom le selecion ol saceaged
liglweigl maeiials, o le iacl eiloimance we demanded, o le sunning alluie ol is aesleic beauv.
1le iesul is a iue sueicai la clallenges even le mos exieme eiloimeis0 o 0 in jus 3.7 seconds and a
o seed ol neailv 200 mlve olleis is occuans le exeiience ol meicedesBenz comloi in is mos ielned
sae. 1le SIS Amt, an uniecedened inegiaion ol iacing macline and luxuiv velicle, will loievei elevae le
execaions ol le woild's mos disceining sueicai diiveis. And iedelne wla i means o be le bes. M8U8A.com
latr+!acla tle z|JJ SlS \M0.
Jle |est +r a+tlla.
Jlat ls vlat !rles as.
For more information, caII 1-800-F0R-MhRChbh8, or viait M8U8A.com.
*Whichever comes rst. See dealer for limited warranty details. **Visit onstar.com for details and system limitations.
2010 Lexus RX FWD
A Consumers Digest Best Buy: no
Powertrain Warranty: 70,000 miles/6 years
*
Seating Capacity: 5
Turn-by-Turn Navigation: optional
Remote Door Unlock: not available
2010 Buick Enclave FWD
A Consumers Digest Best Buy: yes
Powertrain Warranty: 100,000 miles/5 years
*
Seating Capacity: 8
Turn-by-Turn Navigation: OnStar
/1 year standard
**
Remote Door Unlock: OnStar/1 year standard
visit buick.com
64
Theres a new sheri in town.
54
SUPERCAR SHOOTOUT
By Georg Kacher
The Lexus LFA and the Mercedes-Benz
SLS AMG represent very different
approaches to the supercar. We
compare them side-by-side during a
long dayand nightin Frankfurt.
64
BORDERLINE INSANITY
By Ezra Dyer
We ride shotgun along the Mexican
border in the baddest, most capable
off-road pickup on the market: the
Ford F-150 SVT Raptor.
72
SIMONA DE SILVESTRO
By Preston Lerner
This Swiss-born rookie hopes to be the
rst female racer to make people
forget shes not one of the boys.
78
ACURA TL SH-AWD
VS. AUDI S4
By Jason Cammisa
Torque vectoring, previously used only
in rally-bred sports cars, has trickled
down to these two grown-up sedans,
proving that adulthood
has never been so much fun.
90
NON SEQUITUR
Photographer Michael Alan Ross
shoots hot rods in the stark scenery of
the Bonneville Salt Flats.
96
BAD BOY PORSCHES
By Preston Lerner
The quasi-underground club of Porsche
lovers, R Gruppe, demonstrates that
hot rods dont have to pack V-8s.
inside
AUGUST 2010
Automobile
features
AUTOMOBILE (ISSN 0894-3583) (USPS 000-934) (GST135274306) Vol 25 #5 is published monthly by Source Interlink Media, LLC., 261 Madison Avenue, Fifth Floor, New York, New York 10016. Periodicals postage is paid at New York,
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6 Automobile | August 2010
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COVER PHOTOGRAPHY BY MARK BRAMLEY
P R E S E N T I N G
STARTING UNDER $19,000. WELL EQUIPPED UNDER $21,600.
SuzukiAuto.com/Kizashi
While designing the all-new Kizashi, we targeted sedans such as the Audi A4
1
Based on Edmunds.com lateral skidpad testing. Kizashi attained higher lateral force than Infiniti G37, Acura TSX and Mercedes C300 Sport.
2
Government star ratings are part of the National Highway Traffic Safety Administrations
(NHTSAs) New Car Assessment Program (www.safercar.gov).
3
Engine output claim based on manufacturers web sites as of 5/10/10. Class defined as IHS Global Insights
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C a r p e t & F a b r i c
P r o t e c t i o n
2011 Jeep Grand Cherokee
Whats old is new again.
forward progress, I cautiously feather the throttle under the
assumption that an angle this radical requires the perfect balance
of torque and grip. It does, but the reality is that the Grand
Cherokees traction control will sort all that out. After a few
seconds of violent bouncing, were back on earth, facing the
horizon and surrounded by uninterrupted beauty with a sweet
V-8 idling in front of us. This is practically unbelievable.
Its surprisingbut not impossiblethat this $50,000
near-luxury truck is conquering a trail named Hells Revenge. It
was uncertainbut not beyond reasonthat Chrysler could
survive a decade of neglect and a crippling bankruptcy. But the
shock is that while everyone else is dumping SUVs for crossovers,
MOAB, UTAH
S THE JEEP GRAND CHEROKEE in front of us
crests the slope, we take note of the slender, roof-
mounted antenna dipping out of view. Its the last
visual indication that were actually in contact with the
ground as awless blue sky lls our Jeeps windshield and we
sit motionless on an unnervingly steep slab of Utahs beautiful
red rock. What kind of angle does it take to ip this thing
over? I ask chief engineer Phil Jansen later. Hes not sure of
the exact number, but Im convinced that we are within a
couple degrees of nding out.
Our 5210-pound Grand Cherokee sidesteps left as the
5.7-liter V-8 grunts to get us moving. Once we start making
30 Automobile | August 2010
Chryslers hopes are pegged on a bona de truck. Of course, there
are improvements in comfort and fuel economy, but the 2011 Jeep
Grand Cherokee is as true to its mission as when it was launched
in the segments heyday in 1992.
While Jeep will oer a rear-wheel-drive variant for southern
states, most Grand Cherokees will be equipped with one of
three four-wheel-drive systems. For road-bound drivers,
Quadra-Trac I xes the torque split at 48 percent to the front and
52 percent to the rear wheels. Quadra-Trac II, with its two-speed
active transfer case, is the bare
minimum for any serious o-roading.
The active part means that the torque
distribution can be varied between the
front and rear axles from 100 percent
at the rear wheels to a 50/50 split. The
two-speed portion indicates that
theres a low-range gear for crawling
on dirt, in sand, or over rocks. The
top-spec all-wheel-drive system,
Quadra-Drive II, adds an electronically controlled limited-slip
rear-axle dierential.
The new, optional Quadra-Lift air suspension can adjust the
vehicles height to one of ve levels. Normal ride height sets the
Grand Cherokee 8.1 inches o the ground. Two o-road settings
raise the ground clearance to either 9.4 or 10.7 inches. Park mode
lowers the vehicle for easier entry, and aero mode automatically
activates at speeds over 60 mph to lower the SUV for improved
fuel e ciency.
A rotary dial on the center console controls the new
Selec-Terrain system, which is optional on four-wheel-drive
Laredo models and standard on four-wheel-drive Limited and
Overland vehicles. Selec-Terrain alters the behavior of the engine,
brakes, transmission, transfer case, stability control, and traction
control for ve settings (auto, snow, sport, sand/mud, and rock).
It also controls the ride height on vehicles equipped with the
air suspension.
The carbon-ber
louvers on the hood
are a giveaway that
this Vantage has
Aston Martins
510-hp V-12 wedged
into the engine bay.
6000 rpm, so coming out of a turn in the wrong gear doesnt
really penalize a rookie.
The extra 150 pounds added to the Vantage causes a two-
percent weight shift to the front for a still-respectable
51/49 percent split. Steering feel and response are nearly perfect,
and the nineteen-inch Pirelli PZero Corsa tires grip masterfully.
The V12s suspension is lowered 0.6 inch, and stiness is
comparable to that of a sport-package-equipped V8 Vantage. The
Aston corners atly and condently, but the ride is a little harsh
for a lengthy trip. Standard carbon-ceramic disc brakes are easy
to modulate on the road and provide the stopping force they
promise. The pedal, though, doesnt provide much feedback
when pushed rmly, obscuring the antilock-brake threshold.
The V-12 was such a tight t in the Vantages engine bay that
engineers had to install a shallower sump, a smaller alternator,
and a new oil-lter housing. Carbon-ber hood louvers, a
carbon-ber lower splitter, brake-cooling ducts in the front
fascia, larger ared sills, a taller spoiler, and a new rear fascia
designed to pull more air through the transmission oil cooler
dierentiate the V12 from the V8 Vantage. Inside, there are
unique instrument-panel graphics, a new shift knob, and
carbon-ber door grabs.
The Vantages smaller size may make it more agile than the
$270,350 DBS, but it also makes for a tight t in the cabin. At six
feet, three inches tall, I nd that the seatback is forced forward
when I slide the bottom cushion rearward. Im able to get far
enough away from the pedals but struggle to nd a comfortable
position between the seat, wheel, pedals, and stick. After logging
300 miles in two days, my body feels as if its been ying coach
class for twelve hours. The seats are also virtually devoid of any
lateral support, and the optional xed-back, lightweight seats
dont comply with U.S. regulations.
A big engine in a small car is a formula for fast, and it holds
true here, as the V12 Vantage is the quickest car in Astons lineup
(aside from the radical One-77): Aston claims a 0-to-62-mph time
of 4.2 seconds, 0.1 second faster than the DBS. Considering the
$90,000 discount over the DBS, were starting to think that V-12
homogenization isnt such a big deal after all. Eric Tingwall
2011
Aston Martin V12 Vantage A formula for fast.
34 Automobile | August 2010
The Specs //
ON SALE: Fall 2010
PRICE: $181,345
ENGINE: 5.9L V-12,
510 hp, 420 lb-ft
DRIVE: Rear-wheel
C h e v r o l e t S i l v e r a d o H D
SPECIAL ADVERTISING SECTION
ONLY A NINNY WOULD POUND TACKS with a sledgehammer. Se-
lecting the right tool for the job is the first step on the road to success.
When there are tough jobs to be done or serious recreation on the agenda,
picking the right truck is fundamental.
A minivan wont haul your heavy stuff or tow a mighty trailer. And
there are times when Americas beloved workhorse, the half-ton pickup,
is too small for the task. Thats why Chevy offers a full line of heavy-duty
pickups. Since both our jobs and our vacation aspirations continue to grow,
the bow-tie brand keeps upping the ante on what a heavy-duty pickup can
do. Enter the 2011 2500HD and 3500HD, the best-dressed heavy-duty
Silverados that money can buy.
Engineering any car or truck is a bar-raising exercise. If the new de-
sign isnt tougher, better, and more capable all around than what its re-
placing, there is no point to the project. So Chevy engineers assessed the
competition and polled their constituents before establishing performance
targets for the eleven 2500HD and eight 3500HD pickups that would carry
the Silverado and bow-tie badges in the 2011 model year.
Strength of character best describes what was achieved. Engineering
new frames, larger brakes, and more robust suspension systems delivered
notable gains in the categories serious truckers hold dear:
Up to 30 percent greater towing capacity with a maximum rating
of 17,000 pounds.
Fifth-wheel towing capacity that tops out at 21,700 pounds.
A maximum payload of 6635 pounds.
THE RUGGED CHEVY SILVERADO HEAVY DUTY IS
Up to 17 percent gain in gross vehicle weight ratings with the
maximum rising to 13,000 pounds.
A maximum gross combined weight rating of 29,200 pounds.
A front axle weight rating that has been increased by 25 percent
to 6000 pounds, enabling snowplow use with all 4WD cab styles.
Optimum use of materials helps add strength. Shaping steel with
high-pressure watera technique called hydroformingmaximizes tough-
ness without adding excess weight. Boxing the frame rails their entire
length and increasing the cross-sectional dimensions at high-stress points
add stiffness. Greater use of high-strength steel also helps to make the new
Silverado HDs among the strongest heavy-duty pickups on the market.
STRONGER THAN DIRT.
When there are tough
jobs to be done or serious
recreation on the agenda,
picking the right truck is
fundamental.
A stout backbone is what distinguishes the
Silverado from competitors who dont take
the Heavy Duty assignment seriously. Chevy
engineered eleven all-new, fully boxed frame
assemblies with more high-strength steel, larger
cross-sections, and greater use of hydroforming
to raise twist resistance by a factor of ve while
nearly doubling bending stiffness. Engine and
transmission mounts are more substantial, and
the forward part of the frame is stiffer by
125 percent. The benet is extra towing
capacity, vastly superior ride and handling, and
the best durability money can buy. Hydraulic
body mounts for extended and crew cab
models insulate occupants from the pain of
potholes and expansion joints. A new box-tube
frame-mounted trailer hitch supports towed
loads up to 17,000 pounds. Access holes
pre-punched in the rear areas of the frame ease
the installation of a fth-wheel tow hitch.
GOOD TO THE BONE
WHEN YOU HIT THE ROAD WITH A KINGS RANSOM in horse flesh
or a home mortgages worth of landscaping gear, the last thing you need to fret
over is whether your truck has enough stamina. Both Silverado HD power-
trainsgas and dieselare engineered to provide the performance necessary
to tow heavy loads along with improved fuel efficiency and longevity.
The new 6.6-liter Duramax is the diesel without the smoke, rattle,
and roll that still plague some of its competitors. This diesel V-8 delivers
an astounding 765 lb-ft of torque at 1600 rpm, the most available in any
heavy-duty pickup. The 397 horsepower at 3000 rpm produced by this
turbocharged and intercooled engine is also best-in-class.
Thanks to the application of various new technologies, NOx ex-
haust emissions have been reduced by 63 percent. This diesel runs 680
miles between particulate filter regenerations, a 75 percent improvement.
Since 2000, more than a million Duramax diesel V-8s have impressed
truck owners with their durability and dependability. For improved stami-
na, the main bearing profiles are new, theres more oil flow at low speeds,
and lubrication to the turbocharger has been increased. Soot deposits in the
exhaust gas recirculation system have been reduced with a new bypass cir-
cuit. The pistons and wrist pins have been redesigned for improved strength
and less weight.
The Duramax V-8 is now capable of running on B20 biodiesel fuel.
Theres also a new exhaust brake system that uses internal backpressure
instead of the friction brakes to smoothly slow a heavy truck/trailer com-
bination on grades.
AN ALL-NEW DIESEL V-8 AND SIX-SPEED AUTOMATIC
Since 2000, more than a
million Duramax diesel
V-8s have impressed truck
owners with their durability
and dependability.
The sturdy Allison 1000 six-speed automatic transmission that is
teamed with the Duramax V-8 continues to offer handy tap up/tap down
shifting and a tow/haul mode for reduced shift cycling. Two overdrive gears
are provided to maximize highway mileage.
The 6.0-liter Vortec gasoline V-8 has revised valve timing aimed at
providing the extra oomph needed to get the Silverado HDs heavy loads
rolling from rest. The Hydramatic 6L90 six-speed transmission mated to
this engine has several small changes aided at improved durability.
Because Silverado HD pickups enjoy such a sturdy reputation, Chevy
is able to provide the best available warranty coveragea five-year/100,000-
mile limited powertrain warranty plus roadside assistance and courtesy
transportation.
NEVER CRY UNCLE.
POWER PLAY
To provide heavy-duty disciples with lionhearted
performance and durability, both Silverado
HD powertrains are thoroughly upgraded. The
Duramax 6.6-liter turbo-diesel and Allison 1000
six-speed transmission combine to deliver
more power and torque, lower emissions,
quieter operation, enhanced durability, and an
11 percent increase in fuel economy. Internal
components are tougher and better lubricated
for the long haul. Fuel-injection pressure is
15 percent higher for improved combustion.
Two new features are an exhaust brake to slow
the vehicle on long grades without tapping the
brake pedal and the ability to use B20 biodiesel
fuel. To handle the greater torque produced by
the Duramax engine, the Allison 1000 six-speed
automatic has stronger internal components.
Spin losses are reduced for improved operating
efciency. The gasoline-fueled Vortec 6.0-liter
V-8 now has extra low-rpm torque thats
especially noticeable when towing. The six-speed
Hydramatic transmission mated to this engine
embodies several changes aimed at increased
strength and smoother performance.
THE SHINY METAL SECURITY BLANKET.
WHEN YOU HITCH UP YOUR TOY BOX and set the navigation system
for a good-time destination, its good to feel secure. In the heavy-duty pickup
category, youd like to have some assurance that safety and occupant protec-
tion, along with driver assistance are high priorities.
Chevrolet engineers came to a
similar conclusion while developing
the new Silverado heavy-duty pick-
ups. StabiliTrak electronic stability
control and trailer sway control are
standard on single-rear-wheel mod-
els. Commensurate with the larger
loads these trucks will bear, front and
rear brake rotors have been increased
to the size of pie plates14.0 inches in
diameter. Four-wheel, four-channel
ABS is standard on single-rear-wheel
models, and dual-rear-wheel models
are equipped with a three-channel
system. And to give the brake pedal
a firm, reassuring feel, both the travel and the booster calibration have been
adjusted to suit the new HDs.
To take optimum advantage of the stronger and stiffer frames support-
ing these pickups, the steering system is all new. The steering gear, hydraulic
pump, and linkages have been reengineered for quieter operation and re-
duced effort at parking speeds.
With the intention of giving these HDs a poised ride over both good
and bad pavement, damper calibrations have been revised, the jounce bum-
pers provide extra resilience, and special hydraulic body mounts are included.
Nowhere in Chevys engineering book does it say that a heavy-duty pickup
has to ride like a truck.
To keep the rig from accidentally
rolling backward on grades, hill-start as-
sist is standard on all single-rear-wheel
Silverado HDs. In addition, theres an
optional backup camera and cockpit
display for those instances when reverse
travel is intentional.
OnStar 9.0 is includedfree for six
monthsto maintain a communications
link to an assistance center for routing
information, emergency aid, and stolen
vehicle recovery assistance. The Sil-
verado HDs standard XM satellite radio
and optional navigation system, mobile
WiFi, and Bluetooth connectivity are a great help, whether youre a contractor
on a deadline or a parent bent on keeping a vacationing family entertained.
In the event of an accident, occupant protection is enhanced by the new
stronger frame. Front air bags are standard. Seat-mounted air bags and side-
curtain air bags that guard against injury during a lateral impact are a new
2500HD option.
BULLETPROOF CHASSIS
Archaic beam-type front
axles used by competitors
wouldnt do for the best
truck in the heavy-duty
category. The Silverado
HDs new independent
front suspension is more
rugged than ever while also
delivering vastly improved
ride and handling. With a
gross axle weight rating of up
to 6000 pounds in front, 4WD models are now eligible
for snowplow service. Forged-steel and cast-iron control
arms, beefy torsion bars, reinforced shock-absorber
attachments, and dual urethane jounce bumpers per
side are behind the Silverado HDs suspension prowess.
At the rear, the three-inch-
wide leaf springs have a new
asymmetrical design (shorter
ahead of the axle than
behind) for improved traction
and hop control. Gross
axle weight ratings are up
across the range. Four-wheel
disc brakes with ABS are
standard equipment. Brake
rotors, wheel hubs, bearing
assemblies, and calipers are all upgraded to support
segment-leading towing and payload capabilities:
conventional towing up to 17,000 pounds, 21,700-pound
fth-wheel towing, and a maximum payload of 6635
pounds in the Silverado 3500HD.
Safety, occupant protection,
and driver assistance are
high priorities.
WITH MORE THAN NINETY YEARS OF TRUCK-MAKING
EXPERIENCE UNDER ITS BELT, CHEVY ISNT GOING
TO TOLERATE ANY COMPROMISES NOW.
To see video of the new Silverado HD, visit WWW.AUTOMOBILEMAG.COM/SHOWCASE/CHEVROLET
WHEN CHEVY ENTERED THE TRUCK BUSINESS in 1918, its sem-
inal Model 490 rode on a passenger-car chassis with beefed-up springs.
Customers bought the cargo bodies that suited their needs from indepen-
dent suppliers. Chevys one-ton pickup was also introduced that year with
a 37-horsepower engine, an electric starter, full lighting equipment, and a
bow-tie badge on its radiator.
From this humble beginning, Chev-
rolet matured into the brand America
turns to when theres hard work and play
to be accomplished . . . without spending
a fortune. The arrival of new Silverado
HD pickups for the 2011 model year af-
firms the fact that Chevy is still the go-to
source of uncompromised excellence and
innovation.
In many locales, pickup trucks are
the preferred form of family transporta-
tion. Although minivans are ideal for
trips to soccer practice or the grocery
store, they falter if asked to haul a load of
firewood or a yard of topsoil. When its
vacation time and boating is at the cen-
ter of family recreation, a full-size pickup truck is the only way to travel.
Heavy-duty pickups have evolved into the ultimate tool for hard work and
ambitious play.
Chevy trucks earned their dedicated following based on a reputation
for versatility, longevity, and all-around satisfaction. They enjoy excellent
resale value, the highest owner loyalty, and
a low cost of ownership. When creating a
new HD edition for introduction this year,
Chevy engineers listened to what their
constituents liked about the current mod-
els and what capabilities they would need
in the future. Then they focused attention
on upgrading the Silverado HDs core at-
tributes. The frame, brakes, suspension,
and powertrains all benefit from scores
of fundamental improvements. Custom-
ers who may never actually see most of
this equipment will definitely appreciate
a Silverado HD that lasts and performs
beyond expectations. Delivering on that
promise is precisely what Chevy means by
no-compromise design.
SPECIAL ADVERTISING SECTION
1
3
2
4
5
BIRMINGHAM, ALABAMA
IRST AN SUV. Then a sedan.
And now a hybrid. It may be another
gut punch for purists, but Porsches
foray into volume products and new
segments continues with a hybrid model
for the new, second-generation Porsche
Cayenne. However, the Cayenne S Hybrid
isnt an overweight Toyota Prius. Both the
hardware and the software feature
uniqueor at least unusualapproaches
to hybrid execution. The result is that the
Porsche Cayenne doesnt drive like any
other hybrid.
Primary propulsion for the most
e cient Porsche SUV is the 3.0-liter
supercharged V-6 borrowed from the
Audi S4, here producing 333 hp and
324 lb-ft of torque. As in all automatic-
transmission Cayennes, power is
transmitted to all four wheels through an
eight-speed gearbox.
An electric motor
that measures 5.5
inches long sits just
ahead of the torque
converter, raising the
total output to 380
hp and 428 lb-ft.
The nal piece of
hybrid-specic
between the engine and the electric motor,
and its the hybrid Cayennes most
distinctive feature. The clutch can
decouple the V-6 from the rest of the
drivetrain, allowing the Cayenne to coast
or move under electric power without the
drag of a spinning engine.
2011
Porsche
CayenneS
Hybrid
Smooth
sailing.
Pure electric mode is possible at low speeds and under light
throttle applications, but youll have to push through the kickdown
switch to get the electric motor and the gas engine operating
together, unless sport mode is activated. The Cayennes calling
card is a unique mode referred to as sailing, also described as
coasting or freewheeling. As soon as the driver removes a foot
from the accelerator, the gasoline stops owing and the clutch
decouples the engine from the drivetrain, allowing the Cayenne to
coast (at speeds less than 97 mph) without using gas or electricity.
Only a mile into our drive of the Cayenne S Hybrid, we were
already impressed with the powertrain. Its the hybrid that youd
never know is a hybrid. One trip through the eight gears, and we
were blown away by how much it felt like we were driving an SUV
with only a supercharged gasoline engine. The transitions from
electric to gas-only to electric-boost mode to sailing are barely
noticeable unless youre looking for them. We had to rely on the
tachometer and the powertrain display to discern what the
complex powertrain was doing. We even had trouble identifying
when the hydraulic brakes began assisting the regenerative
braking system, all while staring at an analog gauge that showed
exactly when the change happened. Our chief complaint is the
slow shift times, whether the gearbox is left to shift on its own or
controlled by steering-wheel-mounted buttons.
Unfortunately, the hybrid wont be oered with some of the
Cayennes most compelling chassis features, such as an active
antiroll bar and a trick torque-vectoring rear dierential, so its not
quite as fast or as condent in the turns. At 4938 pounds, its also
the heaviest Cayenne, but it is lighter than last years V-8 model.
O cial fuel-economy numbers for the hybrid Cayenne havent
been nalized, but theyre expected to come in at 20 mpg in the
city and 23 mpg on the highway. That wont make the Cayenne a
standout, but it will slot right in the mix of large hybrid and diesel
SUVs. The hybrids cost premium is exactly $4000 over the V-8
Cayenne S, a price worth paying for those people who appreciate
improved fuel economy. Unless you desire the $105,775 Turbo
edition or insist on having sporty equipment like the fancy rear
di, the hybrid model delivers the comfort, drivability, and
performance that a Porsche SUV should. Eric Tingwall
1
3.0-liter supercharged V-6
2
Power electronics
3
AC motor
4
Battery-cooling duct
5
288-volt nickel-metal-
hydride battery
August 2010 | Automobilemag.com 43
The Specs //
ON SALE: Fall 2010
PRICE: $68,675
ENGINE: 3.0L
supercharged
V-6/electric hybrid,
380 hp, 428 lb-ft
DRIVE: 4-wheel
hardware is a dry multiplate clutch placed
VIENNA, AUSTRIA
HE COUNTRYMAN is big for
Miniin size, certainly, but even
more so in concept. For Mini its a
huge step, says Dr. Wolfgang
Armbrecht, Mini brand manager. Four
doors, four-wheel drive, a higher seating
position. We werent sure it was the right
direction.
Thats why weve been seeing concept
versions of this car for the past year and a
half, to ready the public for this very
dierent Mini. The most obvious
dierence is its size; the Countryman
exceeds the already-stretched Clubman
by more than six inches and the standard
2011
Mini Countryman This ones big.
hatchback by nearly a foot and a half.
Its also four inches wider and some six
inches taller than the hardtop and rides
on a 102.2-inch wheelbase (versus
100.3 inches for the Clubman and
97.1 inches for the hatch).
The Countrymans bigger body
houses considerably more space for
people and stu. Four real doors
provide relatively easy accessexcept
for the wide sills. The rear bucket seats can comfortably
accommodate six-footers; reclining rear seatbacks are a nice
touch, but hard, molded plastic door armrests are not. Luggage
space, at 12.2/41.0 cubic feet (rear seats up/folded), betters that of
the Clubman (9.2/32.8 cubic feet) but is still less than what most
44 Automobile | August 2010
The Specs //
Cooper S Countryman
PRICE: $26,500 (est.)
ON SALE: Early 2011
ENGINE: 1.6-liter
turbocharged I-4,
184 hp, 192 lb-ft
DRIVE: Front or 4-wheel
The Countrymans
optional navigation
system can display
directions inside the
center-mounted
speedometer.
small crossovers provide. Aside from the two-inch-higher seating
position, the drivers environment is familiar. A new center stack
groups all the audio controls together (at last!), but it still suers
some odd climate controls.
The other big departure for the Countryman, of course, is its
optional four-wheel-drive system (called ALL4), which adds
about 150 pounds and is available on the Cooper S version only.
Ordinarily, it sends 100 percent of the engines torque to the front
wheels, but 50 percent can be diverted to the rear under
acceleration or if a wheel begins to slip.
The Countryman has updated versions of the current 1.6-liter
engines, which other Minis will get as part of their 2011 model-year
update. Variable valve timing joins direct injection for the
turbocharged Cooper S unit. Output climbs from 172 hp and
177 lb-ft of torque to 184 hp and 192 lb-ft (with overboost). The
base engine adds more muscle, too, going
from 118 to 122 hp and 114 to 118 lb-ft. Dont
look for a full John Cooper Works version,
although we could see one eventually.
As in other Minis, a six-speed manual
transmission is standard and a six-speed
automatic is optional. The former benets
from new synchronizers and a friction-
reducing coating to its shift cables for
slicker operation.
Other markets get auto stop/start and
regenerative braking, but they arent
coming to the U.S. because they wouldnt
help the EPA ratings (although they would
aid real-world fuel economy, which ought
to count, too). The Countryman doesnt
yet have o cial EPA numbersthe car
goes on sale here early next yearbut Mini
is hoping for a highway gure of 34 mpg.
We probably didnt come close to that
mileage during our brief test-drive, when
we ogged a Cooper S Countryman
(all-wheel drive, manual, no sport package)
on a short cone course and a somewhat
longer road courseboth water-slicked for
extra enjoyment. The all-wheel-drive
system nally puts an end to torque steer in
the Cooper S, so we welcomed it for that
reason alone. (Unfortunately, ALL4 is not
likely to nd its way into other Mini body
styles.) The turbocharged 1.6-liter pulls
nicely, although factory gures indicate
that it is, not surprisingly, slower here than
in the Clubman or the hardtop. With the
manual transmission, the front-wheel-
August 2010 | Automobilemag.com 45
drive Cooper S Countryman will
get to 62 mph in 7.6 seconds
(7.9 seconds with all-wheel drive),
against 7.4 seconds for the
equivalent Clubman and 7.1 ticks
for the regular Mini. The gap grows
wider for base-engine Minis, with
the Countryman at 10.5 seconds
about a second slower than the
Clubman and 1.4 seconds behind the hardtop.
Despite its extra height and weight, the Countryman has much
of the alert, lively demeanor of other Minis. The electrically
assisted power steering is among the best of its type and gets even
better given a bit more weighting with a push of the Sport button.
Yes, the Countryman understeers, but stabbing the brakes can kick
the tail out to aid turn-in, provided youve switched the stability
control into sport mode or o completely. On the high-speed
course, we found that you can drift this Mini like a rear-wheel-
drive carso long as your name is Jrg Weidinger. Weidinger has
the benet of being a Mini test engineer for chassis and
suspensionoh, and a professional racing driver who has piloted
Minis (and other cars) at the Nrburgrings twenty-four-hour race.
The fact that you can carry big drift angles on a wet racetrack
probably wont be a primary criterion for Countryman shoppers.
Instead, Minis managers say these customers are looking for more
interior and cargo space. Previously, they had to leave the Mini
brand to get itwhich might have been ne if most of them were
marching across the street to their BMW dealer, but too many
were wandering o to other manufacturers. Whether you think
the big Mini is a major mistake or a big idea, thats the reason its
here. And once the Countryman reaches showrooms, its expected
that the biggest Mini will account for the second-biggest share of
the brands sales (after the traditional hatchback). Joe Lorio
46 Automobile | August 2010
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LOUISVILLE, KENTUCKY
F YOU THOUGHT Inniti was
going to abandon the full-size luxury
SUV segment just because most
people are segueing toward smaller,
more fuel-e cient, less ostentatious
crossovers, think again: the smell of
money is in the air.
Ben Poore, vice president of Inniti
Americas, explains: The bling-bling
buyers have left the segment, leaving
families. Rich families at that, he adds:
Our QX buyers are the wealthiest
Inniti customers: many pay cash,
55 percent of them have another luxury
vehicle in their garage, and a lot of them
tow boats and horse trailers. Our biggest
market, he continues, is Long Island,
and Dallas and Houston are also
growing. Which leads us to conclude
that the Inniti
QX56 is the
o cial vehicle
of the Real
Housewives of
East Hampton,
Preston Hollow,
and River Oaks.
But those gals
still like their
bling, dont they? Lucky for them, the
new QX56 has plenty.
Lets start with the cabin, which is
slightly narrower than the outgoing
QX56s because the new QX is based on
the Nissan Patrol (not sold here) rather
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with four cams instead of
two, direct injection, and
of course, the silent tu-
percharger that you never
hear but, oh, my word, do
you ever feel. The power-
to-weight ratios may be
similar, but the S4 is a full
league quicker and faster
than the TL thanks to the
additional torque across the entire rev range.
The Audis extra thrust should have been a huge advantage at
Pittsburghs BeaveRun racetrack, which rewards straight-line
speed with two long straightawaysespecially since, on paper, the
Acura carries no advantage in cornering or braking: the two cars
have similar weight, tire section width, and suspension designs.
The Audis slightly better weight distribution would, we thought,
be nixed by the Acuras wider track. And we were rightas ex-
pected, the cars posted similar braking and cornering numbers in
standardized testing.
But on a racetrack, the TL showed us exactly why Acura used
the word super to describe its Super-Handling All-Wheel-Drive
system. Despite its signicant power advantage, the Audi S4s fast-
est lap beat the TLs by only 0.4 second.
Although the two all-wheel-drive systems are dierent in de-
sign (see Techtonics sidebar), they both strive to accomplish the
same thing: temporarily routing extra power to the outside rear
wheel to help rotate the car in a turn. The big dierence here is
how these two cars are set up to handle to begin with.
The Acura is blessed with nearly perfect cornering balance, so
its rear dierential can easily and dramatically alter the cars han-
dling attitude. It takes a little while to build up trust in the system,
distance, making it a chal-
lenge to locate a consistent
engagement point. Whats
more, since the V-6 is so
surprisingly responsive, you
wind up leaving tra c lights
like an amateur with way
too many revs on the tach.
Or worse, too few, resulting
in an embarrassing stall.
The TLs willingness to rev (and stall) no doubt comes from
the particulars of its V-6. Like most cars based on a front-wheel-
drive design, the Acuras engine is installed transversely, and a
narrow engine helps maximize both frontal crush space and inte-
rior room. To that end, Acura uses a 60-degree angle between cyl-
inder banks. This layout is well-balanced as far as V-6s go and ne-
gates the need for balance shafts. Despite its size (a robust
3.7 liters of displacement), it revs instantaneously, and the only
drawback to the low rotational inertia is slightly gritty power de-
livery. Thats a nonissue in the TL, since any coarseness is over-
shadowed by magnicent intake music, especially as the valve-
train switches over to the high-lift cam proles at the fun end of
the tach. It pulls hard to its 6700-rpm redline, and the harder you
drive the TL, the better this powertrain becomes.
You wont hear a single complaint from us about the Audis
driveline. Except that if Acura TL SH-AWD 6MT is a stupid
name for a car, then 3.0T is a stupid badge to put on a super-
charged engine. Unless, of course, the device is called a Tuper-
charger in German. Which its not. Mounted longitudinally, the
3.0-liter V-6s banks are splayed out at a 90-degree angle, and
thanks to balance shafts and counterweights, its as smooth as
silk. Its also decidedly more high-tech than the Acuras engine,
2010 ACURA TL SH-AWD
PRICE: $43,245/$44,245
(base/as tested)
ENGINE: 24-valve SOHC V-6
DISPLACEMENT: 3.7 liters (224 cu in)
HORSEPOWER: 305 hp @ 6300 rpm
TORQUE: 273 lb-ft @ 5000 rpm
TRANSMISSION: 6-speed manual
DRIVE: 4-wheel
STEERING: Electrically assisted
SUSPENSION, FRONT: Control arms,
coil springs
SUSPENSION, REAR: Multilink,
coil springs
BRAKES F/R: Vented discs/discs, ABS
TIRES: Michelin Pilot Sport PS2
TIRE SIZE: 245/40YR-19
L x W x H: 195.5 x 74.0 x 57.2 in
WHEELBASE: 109.3 in
TRACK F/R: 63.2/63.8 in
WEIGHT, DIST. F/R: 3860 lb, 58.0/42.0%
EPA MILEAGE: 17/25 mpg
2010 AUDI S4
PRICE: $46,725/$54,075
(base/as tested)
ENGINE: 24-valve DOHC supercharged V-6
DISPLACEMENT: 3.0 liters (183 cu in)
HORSEPOWER: 333 hp @ 5500 rpm
TORQUE: 325 lb-ft @ 2900 rpm
TRANSMISSION: 6-speed manual
DRIVE: 4-wheel
STEERING: Hydraulically assisted
SUSPENSION, FRONT: Control arms,
coil springs
SUSPENSION, REAR: Multilink,
coil springs
BRAKES F/R: Vented discs/discs, ABS
TIRES: Pirelli Cinturato P7
TIRE SIZE: 245/40YR-18
L x W x H: 185.7 x 71.9 x 55.4 in
WHEELBASE: 110.7 in
TRACK F/R: 61.1/60.6 in
WEIGHT, DIST. F/R: 3940 lb, 55.3/44.7%
EPA MILEAGE: 18/27 mpg
82 Automobile | August 2010
INTRODUCING THE NEW FIESTA
fordvehicles.com
How does the Fiesta get more miles per gallon than many
hybrids?* Two words: thoughtful engineering. The kind that
understands that giving the Fiesta a Ti-VCT engine will allow
it to squeeze every last drop. Or that a line cutting through
the taillamp will make the Fiesta more aerodynamic,
and therefore more fuel-efcient. But these are only a few
of the many reasons the Fiesta can go farther than so many
other cars. Including all those hybrids.
ITS A PRETTY BIG DEAL.
* EPA-estimated 29 city/40 hwy/33 combined mpg, automatic SFE vs. 2010/2011 hybrids.
Fiesta SES shown. EPA-estimated 29 city/38 hwy/33 combined mpg, automatic.
The TLs instrument panel display shows that the SH-AWD
system can send 50 percent of engine torque to one rear wheel.
the car approach neutrality. You can feel the com-
puter shu ing power around, but its slower to
react than the Acuras system, so it takes patience
and smoothness to get there. Add too much power
or turn in too quickly and youre back to drowning in a pool of
understeer. The S4 is far less bothered by midcorner bumps
or puddles than the TL, but its cornering balance changes
dramatically at very high speeds, when it transitions to over-
steer. Thats a surprise that no one likes.
The other surprise was how spectacularly undersize the
Acuras brakes are. Even on a cool, rainy morning, one lap of
BeaveRun was su cient to fry the brakes completely. Each
timed lap was completed only after a lengthy cool-down pe-
riod and a call to our mothers saying we made it through alive.
If it seems like neither car can pull an advantage here with-
out the other catching up, youve been paying attention. The
nal equalizer is that, comparably equipped, the Audi costs
nearly $11,500 more than the Acura. That kind of money can
buy the TL a serious brake upgrade. But the price dierence
isnt much of a factor here, since weve never actually heard of
someone cross-shopping a TL and an S4.
Its beside the point to declare a winner or loser when
comparing two cars that fall into such dierent hands in the
real world. As that most rabid of enthusiasts, you already have
your own prejudices and opinions based on the brands alone,
not to mention the countries from which they hail. If we could
combine the Audis good looks, brakes, and tupercharged V-6
with the Acuras steering, handling, and all-wheel-drive sys-
tem, wed have discovered luxury car nirvana for the enthusi-
ast driver. In the absence of that elusive hybrid, we walk away
from these two wolves in sheepish skins knowing that they
are absolute equals in one way: the ability to reassure us that
there is, in fact, life after Evo. AM
but you soon realize that if the car can han-
dle any amount of power in the middle of a
turn, it can handle anything the V-6 can
throw at it. Theres no reason to be scared
of the right pedalthe TL begs you to steer
it with the throttle. The more power you
add, the more neutral the TLs cornering
balance and the faster it scrambles through
turns. Indeed, the Acura was faster than
the Audi through nearly every single cor-
ner at BeaveRun (see track map above).
The Audis all-wheel-drive system is
crippled by so much understeer built into
the chassis that, at very best, it will help
0.99 g @ 62 mph
0.97 g @ 57 mph
PEAK SPEED ON STRAIGHT
114 mph 116 mph
PEAK SPEED ON STRAIGHT
114 mph 121 mph
1.08 g @ 55 mph
1.04 g @ 54 mph
0.94 g @ 77 mph
0.94 g @ 75 mph
0.95 g @ 59 mph
0.92 g @ 57 mph
1.08 g @ 44 mph
1.01 g @ 45 mph
BeaveRun
NORTH TRACK (WET)
ACURA RESULTS
AUDI RESULTS
BEST LAP TIME
1:09.2
BEST LAP TIME
1:08.8
TECHTONICS
Dueling 4WD
While the Acura and Audi
four-wheel-drive systems
differ in hardware, their
performance goals are the
same: excellent traction
and stability on slippery
roads with rear-wheel-
drive feel and agility on dry
surfaces. Forcing the
outboard rear wheel to
turn faster during hard
cornering is the trick that
helps both of these
front-heavy sedans mimic
the steering and handling
behavior of a nicely
balanced rear-driver.
A control computer
informed by sensors
determines when the
overdrive nudge is needed.
The Audi S4s
fth-generation Quattro
system ties the front and
rear axles together with a
center differential that
provides a 40/60
front/rear torque split.
A Torsen device inside the
center diff and automatic
front brake applications
limit individual wheel
slippage.
When the Acura TLs
SH-AWD (Super-Handling
All-Wheel-Drive) system
chooses to send power
rearward, the driveshaft to
the rear wheels spins
1.7 percent faster than the
front axles. Partially
engaging both of the
rear-wheel overdrive gears
diminishes the torque
conveyed by the front
wheels. To produce a yaw
moment benecial to
handling, only the
outboard rear wheels
overdrive is engaged.
Don Sherman
84 Automobile | August 2010
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money. Rarely are product quality, the political sys-
tem, human rights, animal rights and environmental
costs to the planet considered, not to mention the
cost to our society of exporting not only jobs, but
an entire factory!
At MacNeil Automotive, we are doing our part
for the American economy and for our 300 million
fellow citizens and neighbors. My philosophy is
that if my neighbor doesnt have a job, sooner or
later I wont have a job either. For example, we used
to have our All-Weather Floor Mats manufactured
in England by a company that used antiquated,
inefficient equipment. They made a decent floor
mat for us, but we thought we could build a better
floor mat for our customers using modern American
technology, American raw materials and skilled
American workers. So in 2007 we transferred all of
our floor mat manufacturing back to the United
States. Today, we build the best fitting, highest
quality automotive floor mats in the world, right
here in America.
Our machine shop is equipped with 17 CNC
machining centers including four 4 axis mills and
one 5 axis mill that produce between 30 to 50
injection and thermoforming molds per month.
We have one shift of highly skilled American
Journeymen toolmakers and apprentices, but our
machines run 24 hours a day, 7 days a week. There
is not a more efficient tool and mold making
operation in the world - and guess what, its right
here in America.
How about if
we build a
factory here, in
America?
Site of MacNeil Automotive
Manufacturing Facility Expansion
Bolingbrook, IL
Specialists in Original Equipment and
Aftermarket Automotive Accessories
Furthermore, all of our CNC mills are manufac-
tured in Oxnard, CA by Haas. Our 1,000 ton
injection molding machines are made in Bolton,
Ontario of American and Canadian components.
Our thermoforming machinery is made in Carol
Stream, IL. The raw steel and aluminum billets
which make up our tooling are sourced from
American steel and aluminum mills such as Vista
Metals in Fontana, CA. The raw materials that
make up our All-Weather Floor Mats, FloorLiners,
Cargo Liners and Mud Flaps are manufactured in
Bellevue OH, Arlington TX, Wichita KS and Jasper
TN. Our forklifts are made in Columbus IN and
Greene NY. Our warehouse racking is manufac-
tured in Tatamy PA.
At MacNeil Automotive, we are also very aware
of sustainability and our responsibility to the
environment. We are proactive in controlling waste
and recycling all of the unused raw materials from
the manufacture of our tooling and products
including: aluminum, steel, rubber, TPO, TPE,
paper and cardboard.
As you can see, we are as dedicated to designing,
developing and manufacturing the finest automo-
tive accessories for our consumer and OEM clients
as we are passionate about supporting the American
economy, preserving the American industrial infra-
structure, and keeping the money in our family, a
family of 300 million people from all over America.
Life is simple; be good to your fellow man, be kind
to animals and the environment, and place building
a quality product, supporting your country and your
fellow American worker before profit. And, one last
thing - lets all do our best to balance family time
with work time as our children are the future of
America.
Sincerely,
David MacNeil
Founder/CEO
*
We pay regular shipping within the 48 contiguous states, when shipped to the same address on additional sets of floor mats or a cargo liner when purchased in combination with a set of front floor mats; or additional sets of Side WindowDeflectors when purchased in combination with a front set of Side WindowDeflectors; or an additional ClearCover
; or
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. WE GUARANTEE YOUR SATISFACTION. If you are not satisfied with your order, call to return your unused product within 30 days for a complete refund, less shipping &packaging. Prices subject to change without notice.
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90 Automobile | August 2010
Photographer Michael Alan Ross has
been a car guyor maybe thats car
kidsince age four, and he has been
shooting cars since he was nine. More
recently, Ross met the owner of a 1932
Ford roadster with a land speed record
at Bonneville, and their conversation
led Ross to make his rst of three trips
to the salt for the annual Speed Week.
It was like stepping onto the face of
the moon, he says of his rst
experience at the Salt Flats. To stand
in the middle of 46 square miles of salt
is a pretty amazing experience.
The two Deuce Coupes posing on the broad
expanse of the Salt Flats are owned by Keith
Cornell (left) and Diana Branch (right).
August 2010 | Automobilemag.com 91
Above: Ford fenders are borne aloft by an international caravanthree
gentlemen from Spain, England, and South Africaevidence of
Bonnevilles worldwide appeal. At the highway rest area nearby, tourists
who have wandered onto the salt can wash their feet. Below: Something
you wont see at Pebble Beach: a honey-bear coolant-overow tank.
92 Automobile | August 2010
Above left: Salt-encrusted, this radiator-cap design appears on cars built
by the Rolling Bones Hot Rod Shop in Greeneld Center, New York.
Above: Rob Gibby with his roadster. Below: Richie Whalen with his hot
rod, another Rolling Bones car. The 2010 Speed Week is August 1420.
August 2010 | Automobilemag.com 93
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BAD
BOY
PORSCHES
R
OLLY RESOS GLANCES IN HIS REARVIEW MIRROR AND MURMURS, MORE
ANNOYED THAN ANXIOUS, THAT ORANGE CAR IS RIGHT ON MY ASS.
With a deep, satisfying blip of the throttle, he downshifts from third to second and
plants his foot in whats appropriately called the loud pedal. The rorty snarl of his barely
mu ed at six crackles through the canopy of trees enveloping the picturesque, two-lane
road threading through Carmel Valley, California. But it isnt until Resos backs out of the
throttle as he brakes for a hairpin that his vintage Porsche 911 gets really cantankerous,
backring like a high-powered riebap! bap! bap!and spitting ames out the tail. Sorry
about that, he says sheepishly as he gets back on the gas and hustles down a short chute.
With the twin megaphones and the cracked header, youve got to keep your foot in it.
Resos is a charter member of R Gruppe, the quasi-underground, semifamous car club
whose provocative devotion to hot-rodding early 911s has earned it a reputation as the bad
boy of the Porsche world. This mornings spirited drive is part of the groups annual Tref-
fen (German for meeting), which has brought 150 members and their performance-modi-
ed cars from England, Germany, Mexico, and all over the United States to the Monterey
Peninsula for a weekend of touring, tracking, tire-kicking, and bench racing. The mods run
the gamut from mild to wild, from Kent Moores elegantly understated 67 (I jazzed it up a
A quasi-underground group of Porsche lovers,
R Gruppe, proves hot rods dont have to pack V-8s.
By Preston Lerner
Photography by James Chiang
96 Automobile | August 2010
Treffen
is R Gruppes
annual
meeting.
Arguably
the most
exclusive,
the most
polarizing,
and the most
inuential car
club in the
Porsche universe.
Limited to
300
members.
August 2010 | Automobilemag.com 97
little, but I like cars that are for the most part stock) to the volup-
tuous RSR-ish hottie that Scott Longballa fashioned out of a plain-
Jane 72 T (I didnt intend to go this crazy, but once I got into it, I
couldnt stop). Purists would sco that theres not a truly authen-
tic 911 in the bunch. Then again, is a 32 highboy with a athead
Ford authentic?
The 911 that Resos is driving is a poster child for R Gruppes
mix-and-match ethos. He spotted it in 1999, buried in the back of a
used-car lot in Costa Mesa. At rst glance, it looked like a tired 66
in need of plenty of TLC. But when he got closer, he saw a factory
roll bar, Recaro seats, deep 6 Fuchs wheels, and, under the hood,
an oversize fuel tank typically found in rally cars back in the day.
Resos wasted no time buying the car, and as a collector whos
owned as many as seven Porsches at one time, he immediately set
about bringing it back to life. But not, as you might imagine, as a
concours queen with numbers-matching components and screw
slots pointed in the same direction, like soldiers on parade.
Resosseventy-eight-years young, with the craggy features and
bushy white mustache of a Western desperadois a member of the
Outriders, an elite SoCal hot-rod club that dates back to 1932. So,
much to the consternation of Porsche pedants, he proceeded to turn
his car into the ultimate 911 rat rod: Rally-style driving lights. Matte-
black American Racing aluminum wheels. Fiberglass front fenders
in white gel coat. Black berglass hood with period Shell and Hella
decals framing a center-ll gas cap o a Porsche 904. Red body with
plastic 911R door handles. R-style taillights. S-model fuel-injection
head (with the fuel-injection ports plugged) on a Weber-carbureted
66 engine of uncertain pedigree. Zuenhausen by way of El Mirage.
Its not an R. Its not an RS. Its not an ST, says R Gruppe co-
founder Cris Huergas, name-checking three of the rarest and most
iconic of early 911s. Its a car thats an extension of the owner, and
it embodies the image and the essence of the sports-purpose
Porsche. Thats an R Gruppe car.
R Gruppe is arguably the most exclusive, the most polarizing,
and the most inuential car club in the Porsche universe. A small,
invitation-only group dedicated to creatively modied and thor-
oughly personal versions of early 911sdened as long-hood cars
built before the U.S. bumper regulations enacted in 1974R Gruppe
thumbs its nose at convention while oering a rough mechanical
and philosophical template for owners looking to pump up the per-
formance of their Porsches. The result is a eet of sweet, esoteric
cars that cherry-pick elements of crazy-expensive limited-edition
R, ST, RS, and RSR modelsa ducktail here, a twin-plug motor
thereto create one-of-a-kind pieces of inspired mongrelization.
We started with three criteria, says R Gruppes other cofounder,
former Porsche (and current Ford) designer Freeman Thomas. The
rst ingredient was sports purposecars that can be driven on the
track on weekends and on the street during the week. Second was
the SoCal hot-rod thingif it looks right, it is right. The third ele-
ment was the Steve McQueen attitudegreat taste and the cool fac-
tor. Were not about screaming. Theres a discretion that character-
izes an R Gruppe car. Its about delivering more than it promises.
Although the R Gruppe mission sounds harmless enough, the
organization has become a lightning rod for haters from all four
corners of the car world. To the august Porsche Club of America,
R Gruppe is populated by a bunch of yahoos with no respect for
tradition. To the hard-core racers who dominate the Porsche Own-
ers Club, R Gruppe is full of poseurs whod rather look fast than go
fast. To early 911 acionados who havent been invited to join the
clubmembership is limited to about 300, and members are
booted if they dont continue to measure
up to unspecied standardsR Gruppe is a
gated community reserved for arrogant
snobs. To high-dollar collectors, R Gruppe
provides a prescription for replicars and
fakey-doos that cost more to build than
theyre worth on the open market.
Operating on the assumption that any
group thats managed to oend so many di-
verse constituencies must be doing some-
thing right, I decide to join R Gruppe for its
eleventh annual Treen. The weekend be-
gins on Thursday with a track day at But-
tonwillow Raceway Park, a club circuit
about two hours north of Los Angeles. In
keeping with R Gruppes street/track phi-
losophy, only a couple of cars are full-on
racing thoroughbreds, most notably Mike
Gagens wicked-fast, black-primer RSR
look-alikea 69 T packing a 3.6-liter en-
gine from a 95 993-series 911 and rear tires
wide enough to bridge small rivers. But the
ambience is laid-back and low-key, unlike a
serious race weekend, and Treen orga-
nizer John Gray seems as happy telling me
about his 911 as he is playing hero race
driver out on the track.
Anybody can take their car to the shop
98 Automobile | August 2010
and say, I want this, this, this, and that,
and then write a check, he says, explain-
ing how he tricked out his metallic green
70 with an idiosyncratic collection of parts
ranging from an S-spec engine and SC sus-
pension components to lug nuts o a Volks-
wagen Vanagon. Some guys will spend
years hunting down an authentic part, and
then, right next to it, theyll hang some-
thing that they whittled in their garage.
As I wander around the paddock, I have
a hard time zeroing in on the demograph-
ics of the group. Gray is a fty-seven-year-
old senior software engineer for Wells
Fargo. Gagen is a retired air-tra c control-
ler. Ron Wolfe, whos created a Franken-
stein he calls a 912Ra beast you wont nd
in any Porsche menagerieis a forty-one-
year-old physical therapist who slaps a
beanie on his head the instant he pulls o
his helmet. Thorsten Klein is the eerves-
cent young designer who recently styled
the interior of the Porsche 918. Although
his R Gruppe car is back in Germany, hes
driving a 911S Targa owned by SoCal chap-
termeister Ray Crawford, whos a para-
medic/reghter in downtown L.A.
As a club, R Gruppe isnt an if-you-
build-it-they-will-come phenomenon. Its more like the shared ob-
session that brought total strangers together in Close Encounters of
the Third Kind. For the most part, the gospel according to R Gruppe
was popularized by word of mouth. The groups success speaks to
the strength of the hot-rodding impulse in the Porsche community,
and its something thats not found, by and large, among devotees
of any other high-end marque.
These days, 911s are so expensive and well-appointed that
theyre often perceived as totems of a uence rather than weapons
of high performance. But its worth remembering that Porsche was
founded as a manufacturer of nothing but sports cars, and racing
has always been part of its DNA. Virtually from the moment it de-
buted in 1963, the 911 was rallied and raced not only by the factory
but also by customers. In 1967, Porsche created a factory racer
dubbed the 911R, but only about twenty were built. So for priva-
teers who couldnt get their hands on one, Porsche published
manuals that detailed exactly how they could modify their cars to
maximize performance. Porsche titled the books, Information re-
garding Porsche vehicles used for sports purpose. In America, of
course, we call this hot-rodding.
Huergas happened to have two of these sports-purpose manu-
als in his possession when he started restoring a 69 911S that hed
bought in 1991. I knew the car was something special, he recalls.
But I didnt want to keep it stock. I wanted something dierent
an S with an R avor that captured the essence of what it used to be
like back then. I realized that I didnt have to play by anybody elses
rules. Those sports-purpose manuals told me that I could do any-
thing I wanted.
All of the R Gruppe cars
from the multicolored rat
rod to the black beauty
sporting Minilites rather
than the usual Fuchs
wheels to the Martini
tribute cardeviate from
stock in one or more
creative ways. There were
several passengers on
the Treffen gathering, but
most of the participants
were members, such
as Michael Eberhardt,
Bob Imamura, and Rolly
Resos (above right, from
left to right).
GRUPPE!
R
August 2010 | Automobilemag.com 99
In 1998, Huergass lightweight was featured in Excellence maga-
zine. Shortly after the article appeared, he got a call from Freeman
Thomas. Thomas had grown up in Southern California as a neighbor
of Je Zwart, who went on to become a photographer, lmmaker,
and racer closely associated with Porsche. (Hes also a charter mem-
ber of R Gruppe.) Zwarts father was a hard-core 911-phile, and each
afternoon at 5 oclock, Zwart and Thomas would pedal their Sting
Rays to an empty lot in Cypress just so they could watch a Porsche
speed by when its owner returned home from work.
Ironically, Thomas hadnt been able to aord a Porsche while he
was working in Stuttgart. But since returning to the States, hed
bought a 911E and was giving it a Huergas-style makeover. During
the course of their rst hours-long phone conversation, Thomas and
Huergas discovered that they were Porsche soulmates. After meet-
ing at several car shows, they realized that the existing car clubs
PCA, the Early 911S Registry, and so ondidnt really t their hot-
rod ethic. So in 1999, they created R Gruppe with twelve charter
members. The late Steve McQueen was given membership #001.
The club has no formal entrance requirements. The cars tend
to be discreet early 911s modied with period-correct parts, but
this isnt a hard-and-fast rule, and theres no shortage of backdated
chassis and look-at-me graphics. The club mantra is: There are no
R Gruppe cars. There are R Gruppe people. In other words,
Porsche diehards who regularly exercise their cars and attend sev-
eral events a year. Joining the brotherhood entails a lot of hanging
with other members and hoping thatlike a fraternity pledge
youre judged to be R Gruppe material. As Thomas puts it: Theres
just enough structure so that things dont fall apart.
The Treen, I discover, is a perfect example. The only items on
the agenda are a visit to Bruce Canepas killer shop/showroom/mu-
seum and a Saturday night banquet. Other than that, there are in-
formally organized drives, an impromptu visit to Mazda Raceway
Laguna Seca, casual meals, and, mostly, adult beverages and tire-
kicking in the Porsche-only parking lot of the Hyatt in Monterey.
On Friday, around midnight, I hear a couple of guys still arguing out
there in the dark over whether thats a 67 or a 68 rocker panel.
During daylight hours, I ride shotgun with Chuck Miller, an
old-school hot-rodder whos got 212,000 miles on his 73 S with an
RS look and engine. Later, I buzz around with Bob Imamura, an-
other SoCal hot-rodder with another fast ducktail coupe, in his
case a 70 S with a 3.0-liter engine out of an 81 SC. Next, I buckle
into the houndstooth sport seat of Dave Ecks reworked 72 T,
whose subdued exterior hides a mind-boggling array of goodies
twin-plug at six, RS ares, RSR distributor, 930 Turbo brakes, 86
suspension bits, etc.
Still, this years sleeper award goes to Zvi Hirsch, a thirty-two-
year-old Miami reghter who left his 69 E in a factory color
known as sand beigeit looks just as unprepossessing as it
Most of the action at the
Treffen took place in a
parking lot full of
R Gruppe carstire-
kicking, casual technical
symposia, award judging,
and even a little buying
and selling. The cars
ranged from those
with striking graphics
packages (left) to
dedicated track-day
cars (right) to a no-
expense-spared RSR
re-creation (middle).
GRUPPE!
R
soundsand upgraded virtually everything
else. I wanted a car that was built the way
the factory would have done it in 69, 70, or
71, he explains. I could buy a brand-new
GT3 right now with all the money I have in
this car. But anybody can go out and get one
of those. This is unique.
I nd myself thinking about his words
as I drive back to the hotel in the new Car-
rera Im borrowing for the weekend. Its an
immensely capable and comfortable car,
but its also the 911 of moremore power,
more weight, more room, more luxury.
Even as it reaches the most exalted levels of
performance, it distances the driver from
the driving experience with sound-deaden-
ing material, power brakes and steering,
stability control, and a dual-clutch auto-
matic gearbox. Its hard to believe that this
car was built in the same factory that pro-
duced the 1970 911S hot rod that Ray Craw-
ford drove up from San Clemente.
The moment I slide into the red-leather
Recaro Racing bucket seat of Crawfords
black beauty and grasp the sleek Momo
Prototipo steering wheel, I realize that Im
in a car designed for driving, not merely
conveying occupants from point A to point
B. I twist the key and the 260-hp Andial-
built engine sparks eagerly to life. The
throws of the 915 gearbox are relatively
long, but engagement is positive and instan-
taneous. The lively, unboosted steering pro-
vides unltered feedback about what the
chassis is doing, and I swear that I can feel
the brake pads clamping down on the ro-
tors. The experience is viscerally mechani-
cal and tactilely satisfying in a way that
even the nest modern cars cant match.
Before this Treen, I hadnt been a par-
ticular fan of early 911s. Too sober, I
thought. Not enough power and a bitdare
I say it?boring. But hot-rodded 911s, I re-
alize, are a dierent breed of Porsche. Two
thoughts come to mind as I ease Craw-
fords baby into the parking lot: First, Im
sure glad I didnt hurt it. Second, I really
need an R Gruppe car of my own. AM
100 Automobile | August 2010
L
i
v
i
n
g
w
i
t
h
a
s
u
p
e
r
a
c
h
ie
v
e
r
p
r
o
v
e
s
n
o
t
t
o
b
e
s
o
e
a
s
y
.
four seasons wrap-up
102 Automobile | August 2010 PHOTOGRAPHY BY JOHN ROE
HE NISSAN GT-R IS not warm and
cuddly. Perhaps thats to be expected of a
car that is widely known as Godzilla. The
GT-Rs fearsome legend grew during the
years it was sequestered in far-o Japan,
but its awesome prowess came to be
known worldwide thanks to its long-
running feature role in the Gran Turismo
video game series. Finally, the GT-Rs
international stardom proved so great that
Nissan developed the sixth-generation
model for a worldwide market, including
North America.
Godzilla nally reached our shores in
2008. Once we tried it for ourselves, we
couldnt help but be impressedvery
impressed. Maybe a little awestruck, even.
After all, here was a car that could outrun
Porsches mighty 911 Turbo and beat a 911
GT2 around the Nrburgring (where the
GT-Rs development engineers admittedly
spent a lot of time). In the somewhat less
renowned environs of southern Ohio, at
our annual Automobile of the Year testing,
the GT-R easily walked away with our top
awardin a rare unanimous decision.
Even so, as much as the GT-R blew our
minds with its unbelievable performance,
we didnt so much embrace it as give it the
kind of arms-length respect one might
accord a steroidal friend given to snorting
crystal meth and brandishing
semiautomatic handguns. You dont have
to like it, we concluded in our 2009
Automobile of the Year story. You just
have to stay the hell out of its way.
You might particularly want to stay out
of its way when its accelerator pedal is
mashed to the oor. The GT-R is just
devastatingly, frighteningly fast. Try 0 to
60 mph in 3.4 seconds and 0 to 100 mph in
8.0 seconds. Top speed, not that we had
much chance to explore it, is 193 mph.
Thats true supercar territory.
As in its previous three generations, the
GT-Rs motivating force is a six-cylinder
engine bolstered by two turbochargers.
The DOHC, 24-valve 3.8-liter V-6 is
handbuilt and shares no major parts with
the companys mass-market VQ V-6. Our
2010 models output is a staggering 485 hp
at 6400 rpm (ve more ponies than the
09-model GT-R) and 434 lb-ft of torque
(up from 430 lb-ft) at 3200 rpm.
Would that there was a better sound to
accompany the engines fury. One
commenter thought it sounded like a
August 2010 | Automobilemag.com 103
vacuum cleaner, but mostly you cant
really hear it, because its drowned out by
the racket from the tires and the
transmission. Whereas the engine in an
Audi R8 or a Chevrolet Corvette provides
a stimulating sound track no matter what
your speed, the lack of aural
accompaniment from the GT-Rs V-6
lends a virtual-reality quality to the cars
quickness. Said senior Web editor Phil
Floraday: You can rocket up to speeds
well into the triple digits and not realize
it, because theres no drama.
After its overachieving, boosted six,
the key component of the GT-Rs persona
is its all-wheel-drive system. The
hardware includes a rear-mounted
transaxle (housing the transmission,
torque splitter, and rear dierentialthe
di with an electronically controlled
limited-slip device). Fully 100 percent of
the torque heads straight for the rear
wheels unless slip is detected, in which
case a maximum of 50 percent is sent to
the front. An unsung hero in the GT-Rs
ability to post such astounding
acceleration times, the all-wheel-drive
system does a terric job turning the
engines prodigious power into forward
thrust, no matter what the road
conditions. For a tremendously ne time,
experience this wild animal on wet roads,
enthused technical editor Don Sherman,
adding: I nally get the point of all-
wheel-drive propulsion systems.
When our GT-Rs factory-tted
Bridgestone summer performance tires
wore out (at 17,000 miles) right on the
verge of snow season, we decided to put a
set of Pirelli Sottozero winter tires on the
car. They helped make the GT-R
incredibly sure-footed in the snow. Best of
all, though, the snow-covered roads
provided a window into the cars
all-wheel-drive system. With some
setups, its impossible to guess
where the power will go, but the
GT-Rs all-wheel-drive system is
beautifully transparent. Switch o the
stability control, and the GT-R drifts like a
rear-wheel-drive car thats impossible to
spin. Add more throttle, and it will send
the power directly to the rear, helping
rotate the car. Stay constant on the gas
pedal, and the power gradually is sent
forwardbut only enough to bring the
back end in slowly.
The third element in the powertrain
triumvirate is, of course, the transmission,
The GT-R legend was born in 1969, when Nissan created a spe-
cial, high-performance version of its range-topping Skyline
sedan. That rst Skyline GT-R had a DOHC 2.0-liter engine,
mated to a ve-speed manual transmission, that drove the rear
wheels. Output was 160 hp and 131 lb-ft of torque. A two-door
hardtop was added in 1970. The rst-generation GT-R, code-
named C10, racked up fty race wins in less than three years.
The second-generation Skyline GT-R, a.k.a. C110, used
the same powertrain as its predecessor
and was produced in a single body
stylea two-door fastbackfor
just one model year, 1973. Only
197 C110s were built before rising
oil prices killed the market for high-
performance cars.
Sixteen years later, Nissan resurrected the GT-R nameplate,
but this time on a very different Skyline. Code-named R32, this
GT-R set the template with a twin-turbocharged six-cylinder
driving all four wheels. Other advanced features included four-
wheel steering and four disc brakes. The 2.6-
liter straight six produced 280
hp and 260 lb-ft of torque,
good for a 0-to- 60-mph time
as low as 4.9 seconds. The
R32 GT-R would prove far more
successful than the previous cars,
selling 43,934 copies during its six-year production run and
posting twenty-nine straight touring-car race wins.
The follow-up R33 model appeared in 1995, with essen-
tially the same mechanical layout, although an active limit-
ed-slip rear differential was offered for the rst time.
The 2.6-liter had a bit more torque,
and improved aerodynamics
helped the cars top speed climb
signicantly. The R33 GT-R set
an unofcial Nrburgring lap time
of less than eight minutes.
The R34 model GT-R ran from 1999 to 2002. Although its
running gear largely remained the same, this GT-R upped the
tech factor with the introduction
of an in-dash display that
could monitor various per-
formance stats.
Five long years after
the departure of the R34,
the current GT-R (R35)
made its debut at the 2007 Tokyo
auto show. The rst to drop the Skyline name, this GT-R also
broke with recent tradition by switching from a straight six
to a V-6 and by ditching four-wheel steering. Engine output,
however, climbed massively (to 480 hp and
430 lb-ft of torque). The even better news
for American car enthusiasts
was that the R35 GT-R
would come to the
United States, which it
did in July 2008.
G
E
N
E
A
L
O
G
Y
hen Nissan created a s a spe pe- hen Nissan created a s a sppe-
ts range-topping Skyline ts range-topping Skyline
a DOHC 2.0-liter engine, a DOHC 2.0-liter engine,
yy
e GT-R, a.k.a. e GT-R, a.k.a C110, C110, used used
cessor cessor
yy
r r
gg
high- high-
rrected the GT-R nameplate, rrected the GT-R nameplate,
yline. Code-named yline. Code-named R32, R32, this this
in-turbocharged six-cylinder in-turbocharged six-cylinder
nced features included four- nced features included four-
wheel steering and four disc wheel steering and four disc
liter straight lit l er straight
hp and 260 hp and 260
good for a good for a
as low as as low as
R32 GT-R wo R32 GT-R wo
successful than t successful than t
selling 43,934 copies during its six-year p selling 43,934 copies during its six-year p
posting twenty nine straight touring car race posting twenty nine straight touring car rac
, gg
ed for the rst time. ed for the rst time.
que, que,
m 1999 to 2002. Although its m 1999 to 2002. Although its
e same, this GT-R upped the e same, this GT-R upped the
factor with the introduction factor with the introduction
an in-dash display that an in-dash display that
uld monitor various per- uld monitor various per-
mance stats mance stats
tech tech
form form
the the
the the
made its d made its d
auto show. The rst to drop the Skylin auto show. The rst to drop the Skylin
broke with recent tradition by switch broke with recent tradition by switch
to a V-6 and by ditching four-wheel st to a V-6 and by ditching four-wheel st
however, climbed massi however, climbed massi
430 lb-ft of torque). The 430 lb-ft of torque). The
st of
ke a
to
nd
facto facto
of a of a
cou cou
form for
g g p , g g p ,
p and p and
ws ws
iasts iasts
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ively (to 480 hp ively (to 480 hp
even better new even better new
four seasons wrap-up
104 Automobile | August 2010
E
ighty-six years ago, a watchmaker
in Paris famous for building the
magnificent clocks at Versailles created a
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WATCH SPECS:
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- Precision 27-jeweled movement
- Interior dials display day and month
- Croc-embossed leather strap
- Fits 6
3
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1
/4" wrist
View the precision
movement of the
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We Can Only Find One
7
6
%
O
F
F
As the master craftsman who opened
the famous Lincoln Pocket Watch in
Washington, D.C., I recently reviewed
the Stauer Meisterzeit timepiece.
The assembly and the precision
of the mechanical movement
are the best in its class.
George Thomas
Towson Watch Company
and here the news was less rosy. Sure, the
headline number of 0.2 second to execute
a shift is impressive and, because this is a
dual-clutch gearbox, shifting doesnt
interrupt power delivery, so you can bang
o upshifts or downshifts in the middle of
a curve without upsetting the chassis.
Nonetheless, we couldnt help but think
that wed enjoy this car so much more
with a manual transmission. Alas, a stick
shift is apparently too old-tech for the
GT-R (and likely would be lost on its
intended audience anyway) and is not
oered. It would, however, add an
element of driver involvement that the
GT-R could sorely use. And even the most
neophyte manual-
transmission pilot would be
smoother than this gearbox
when pulling away from a
stop. Its also noisy and
painfully slow to engage
drive and reverse,
particularly in cold weather.
Of course, Michigans nasty winters
atter few cars, but the GT-R seemed to
suer more than most. Not only did the
gearbox hate the cold, the suspension
couldnt come to terms with the winter-
ravaged pavement. The comfort mode was
small comfort, as the GT-R slammed into
every pothole. Nissan apparently agrees
that, even for an extreme machine, the
GT-Rs ride is overly sti, as the company
has retuned the rear suspension for better
ride quality in 2011 models.
Next, the chassis engineers might want
to address the tramlining. The GT-R
takes every bump, rut, and pothole as a
direct steering input, said associate editor
Eric Tingwall, in one of many logbook
comments on the subject. The issue is
likely made worse by the GT-Rs ultrawide
tires and hyperquick steering, although
the latter helps make the car so responsive
in turns. The steering is also very precise
at the straight-ahead position but not very
communicative.
As much as the ride wasnt
comfortable, the cabin itself actually was.
The rear seats are small but they add a
worthwhile measure of practicality,
allowing you to wow two more passengers
with the GT-Rs performance, at least for
short rides. The dashboard is a
phantasmagoria of geek delights, its
multifunction display screen able to show
lap times, g-forces (for acceleration,
braking, and cornering), torque
distribution, turbo boost
pressure, and so on. Some of
us grumbled about this
high-tech machines basic
Bluetooth interface and the
lack of an auxiliary audio
input in our car, but both of
those issues have been
addressed for 2011 with the addition of an
iPod/USB input, Bluetooth streaming
audio, plus XM tra c and weather info for
the standard nav system (along with
automatic headlights and speed-sensitive
wipers). There was nothing disappointing
about the interiors premium materials
and high-quality nishes, which assistant
editor David Zenlea took as proof that a
mainline manufacturer can craft a unique,
appealing cabin.
While Nissan may be a mainline
manufacturer, the GT-R certainly exists at
the tippy top of its price ladder. Our
Premium model (which adds heated seats,
an eleven-speaker Bose stereo, darker-
colored wheels, and Bridgestone summer
tires to the base spec) started at $84,040
including destination. To that we added
2-door coupe
2+2 passengers
Steel unibody
24-valve DOHC
twin-turbo V-6
3.8 liters (232 cu in)
485 hp @ 6400 rpm
434 lb-ft @ 3200 rpm
6-speed dual-clutch
automatic
4-wheel
Hydraulically assisted
2.4 turns
36.6 ft
Control arms, coil springs
Multilink, coil springs
Vented discs, ABS
Bridgestone RE070R
255/40YR-20,
285/35YR-20
38.1/33.5 in
44.6/26.4 in
54.3/50.0 in
54.7/44.9 in
183.1 x 74.9 x 54.0 in
109.4 in
62.6/63.0 in
3882 lb
55.2/44.8%
8.8 cu ft
19.5 gallons
350 miles
91 octane
3.4 sec
8.0 sec
11.6 sec @ 122 mph
4.6 sec
0.88 g
1) 38; 2) 66; 3) 96; 4) 123;
5) 154; 6) 193 mph
0.99/0.99 g
149 ft
1.16 g
RATING
Overview
BODY STYLE
ACCOMMODATION
CONSTRUCTION
Powertrain
ENGINE
DISPLACEMENT
HORSEPOWER
TORQUE
TRANSMISSION
DRIVE
Chassis
STEERING
LOCK-TO-LOCK
TURNING CIRCLE
SUSPENSION, FRONT
SUSPENSION, REAR
BRAKES
TIRES
TIRE SIZE F, R
Measurements
HEADROOM F/R
LEGROOM F/R
SHOULDER ROOM F/R
HIP ROOM F/R
L X W X H
WHEELBASE
TRACK F/R
WEIGHT
WEIGHT DIST. F/R
CARGO CAPACITY
FUEL CAPACITY
EST. FUEL RANGE
FUEL GRADE
Our Test Results
060 MPH
0100 MPH
1/4MILE
3070 MPH PASSING
PEAK ACCELERATION
SPEED IN GEARS
CORNERING L/R
700 MPH BRAKING
PEAK BRAKING
2010 Nissan GT-R
Pros&Cons
+ Blistering performance
+ Magnetic roadholding
+ Nicely nished cabin
Stiff ride
Tire and transmission noise
Light on driver involvement
Hold on tight to these reins. The infotainment screen can display performance data such as boost pressure and much more. Rear seats are cramped, but thrill-seekers didnt mind.
four seasons wrap-up
106 Automobile | August 2010
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Designed for speed. Acceleration. Thats what denes the German autobahn.
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Embankments, or slight tilts in the road, make full use of physics to keep vehicles
glued to the road as they accelerate.
Rosetta Stone understands the connection between language learning and speed.
Our solution is engineered to get you in the drivers seat quickly. Intelligent Sequencing
VIAGRA
Left: Wordsmiths
Eric Tingwall,
Jeffrey Jablansky,
and the short-but-
not-that-short
David Zenlea.
(Tingwall is a giant.)
Right: The art team,
Kelly Murphy and
Matt Tierney.
A striking
resemblance? We
have no idea what
youre talking
about.
RIDE COMES BEORE 1HE A. So ils onIy
llingas ve aioach lhe aII o 2u!u and begin Ians
oi AUio\ovIir MncnzINrs lvenly-lh
anniveisaiylhal ve shaie oui iide in lhis ieshIy
iedesigned magazine. And aIlhough Im Ioalh lo
adveilise lhe comany jeveIs, il Ieases me lo no end lo
come lo voiL eveiy day and see lhe abundance o laIenl
acLed inlo lhe second ooi o !2u Easl ibeily.
Univeisilies have been veiy, veiy good lo us. In lhe siing o
2uu8, Geoige Washinglon Univeisily sohomoie 1eiey 1abIansLy
senl us a boId e-maiI asLing oi an inleinshi. Deuly ediloi 1oe
DeMalio vas in D.C. by chance, checLed his BIacLBeiiy, and mel
1abIansLy oi Iunch on camus. We veie Iousy vilh inlein
candidales lhal siing, so cIeaiIy DeMalio vas jusl liying lo
veaseI a aid Iunch. 1he coveled inleinshi venl lo Eiic
1ingvaII, vhod jusl nished his junioi yeai (doubIe majoi in
jouinaIism and mechanicaI engineeiing) al Michigan Slale.
1ingvaII had aIieady von a conlesl lo go lo lhe 2uu7 ianLuil
moloi shov vilh Saluin lo diive lhe Aslia, vhich ioeIIed him
inlo some viiling oi Edmunds.com. (1ingvaIIs uluie has luined
oul much bellei lhan Saluins.) We voiLed him IiLe a ioei sIave
aII summei, and uon his giadualion in 2uu9, ve snalched him oul
iom undei a job oei iom Honda R&D lo be oui associale ediloi.
1oday is his one-yeai anniveisaiy heie. In lhe asl monlh, hes
been lo lhe Nuibuigiing lo lesl an Aslon Mailin V!2 Vanlage, lo
Baibei Moloisoils aiL oi Ias in lhe oische Cayenne 1uibo
and Hybiid, and lo Viiginia InleinalionaI Racevay oi lhe Iaunch
o lhe oid SheIby G1uu. Nol bad.
WhiIe vailing oi 1ingvaII lo nish schooI, ve Ianded young
David ZenIea, iesh oul o Univeisily o MaiyIand 1-schooI and
vilh lvo yeais o ieaI nevsaei inleinshis on his isum. He
had us al: Bul desile lhe aaienl maluialion, I have been
unabIe lo shaLe my desiie lo viile oi an aulo magazine. We
bioughl him lo Ann Aiboi in lhe aII o 2uu8 as a viilei. His
ciaziesl assignmenl? Diiving lhe nev M-B SS AMG on lhe oId
anameiicana ioule in Mexico lvo monlhs ago (1une 2u!u).
Young 1eiey 1abIansLy, you asL? 1he IillIe molo evenluaIIy
inleined heie so successuIIy (and joyuIIy)
Iasl summei lhal he sleed oul o coIIege
and inlo lhe ioIe o associale veb ediloi
aIongside Evan McCausIand (vho
ubIished a bus ieaLs ieeience guide lo
GeneiaI Molois Raid 1iansil buses vhiIe
sliII in coIIege). 1abIansLy slailed his job
loday, cuiIs shoin. Donl leII lhe molhei.
1he nev lvo-man ciealive leam al
AUio\ovIir MncnzINr comes vilh
lhiily-lvo yeais o combined magazine
design exeiience, none al a cai booL.
Ciealive diiecloi KeIIy Muihy iides a
BMW K!2uuS, soils a mohavL, and
bombaided us vilh imaginalive missives
insisling he vas oui man. We agieed. He
lhen bIev us avay vhen he venl lo Noilh
CaioIina and convinced Mall 1ieiney, his
lo iivaI oi lhe job, lo come lo Ann Aiboi
and voiL vilh him as ail diiecloi. UnIiLe
Muihy, 1ieiney has been ieading cai
magazines oi lhiily yeaislhiee-ouilhs
o his Iie. His chiIdhood aulo ail (incIuded
in his isum) invoIved ainslaLing
iendilions o aulo ads and o cais he sav in
magazines. 1his issue is lhe beginning o a
beauliuI iiendshi, and o anolhei
lvenly-ve yeais o design exceIIence.
iom lo lo bollom, AUio\ovIir
MncnzINr is ioduced by smail, unny,
assionale eoIe vho Iove cais and eveiy
vay lhey maLe oui Iives bellei. We aie
bIessed vilh some o lhe besl cai magazine
execulives and viileis and veb sile
ioduceis, as veII as lhe mosl enlhusiaslic
o minimum-vage inleins and moloi
goheis. Donl sco. Oui oimei goheis
aie nov jouinaIisls, veb ioduceis,
maiLeling and ubIic ieIalions execs, and
cai deaIeishi ovneis and manageis.
Oh. Did you nolice oui nev coIumn
holos? We veie IucLy lo booL lhe laIenled
Nev YoiLbased hologiahei elei Ross,
moloi gohei in lhe summei o !987. AM
vile gossip
by JEAN
JENNINGS
How to get a job at a car
magazine. At least at
this magazine.
122 Automobile | August 2010
J
E
A
N
J
E
N
N
I
N
G
S
bridgestonetire.com 1-800-807-9555 tiresafety.com
Sure, its just a tire.
Like the Grand Canyon is just a big crack.