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Monday, July 26, 2010
The Auburn-Cord-Duesenberg Museum -- definitely worth the journey
Auburn, Ind.
It is a step back in time -- way back in time. Plunked down in this town (city?) of about 14,000 in the northeast corner of Indiana, the art deco museum, once the headquarters for the Auburn Automobile Co., is a must-visit for any self-respecting car geek.
We are talking about cars that had their heyday more than half a century ago -- the Auburn boat-tail Speedster, the Duesenberg J Murphy-bodied convertible -- and to stroll about the museum's six permanent galleries is to wander among cars that you really wish were being made today.
As it is, the closest you'll get to something like this is to see them at Pebble Beach, or at an auction (from afar, as the guy next to you holds up his paddle and ratchets up the bid), or, if you make the trip, at this monument to a day long gone.
In fact, the day long gone began in 1900, when Charles Eckhart created the Auburn Automobile Co. The first car came out in 1903 and, over the next 20 years, or so, the company had a middling success that allowed it stay in business (modern car companies, take note), but was sold to a Chicago consortium in 1919.
Five years later, enter E.L. (Errett Lobban) Cord, a dynamic industrialist who was sort of a cross between Howard Hughes and Henry Ford. Cord was hired as "general manager, to salvage an inert company," according to the museum, and he not only salvaged, he thrived, to use the modern idiom.
Cord realized that the whole operation needed a shot of adrenaline, a quick jolt of pizazz. In quick order, he hired pizazz-equipped designers like Alan Leamy and Gordon Buehrig. Between the two of them, they developed the front-wheel-drive cars, and the elegant Cords and Duesenbergs that now grace the lawns at Amelia Island, Pebble Beach and other high-toned concours events.
The historically interesting part is that they once graced the driveways of movie stars, best-selling authors and those who, in the post-Depression 1930s, still had plenty of money to spend on, well, Duesenbergs.
Perhaps the first stop on your tour of the gallery, then, should be the 1932 Duesenberg Model J Murphy Torpedo convertible. It was owned, variously, by J. Paul Getty (think oil), writer John O'Hara ("Appointment in Samarra," among other) and car guy Russell (Cliff) Durant, whose father founded General Motors.
Alas, this dazzling display of engineering acumen and styling talent would not last. As the museum's own information brochure points out to visitors, "manufacturing ceased in 1937, due to changing tastes, hard economic times and internal corporate turmoil."
On the other hand, their scarcity makes the cars even more desirable now and, when you walk around the museum, you'll find yourself back in the 1930s, wondering if you could just take this boat-tail Speedster out for, oh, maybe ten minutes. Just around the block.
As I said earlier, this place is definitely worth a detour -- I stopped at the museum during a recent cross-country drive from California to New England -- and give yourself at least a couple of hours to soak it all in. It's worth it.
(Text and photos by Michael Taylor)
The museum is at 1600 S. Wayne St., Auburn, Ind. 46706, Tel. (260) 925-1444. It's open from 9 a.m. to 5 p.m. every day except Thanksgiving, Christmas and New Year's. Here's the museum's Web site: www.automobilemuseum.org. (The mechanism for translating that into a link is on the fritz, so you'll have to get there in a Duesenberg.)
The main display floor at the museum
The 1932 Duesenberg owned, at various times, by J. Paul Getty, Russell (Cliff) Durant and John O'Hara
This building, now housing the museum, was once the Auburn Automobile Company's administrative headquarters
A 1936 Auburn cabriolet. It retailed for $945; in 1936 dollars, that is.
A portion of the upstairs display at the museum
| Jul 26 at 05:29 AM
Sunday, July 25, 2010
BMW's 5-series sedans offer more for less
COURTESY OF BMW OF NORTH AMERICA LLC
BMW redesigned its 5-series sedans for 2011, giving them numerous enhancements but lowering the price. Among the key changes are a new 3.0-liter, twin-scroll turbocharged inline six-cylinder engine for the 535i and a new eight-speed automatic transmission for it and the 550i.
BMW's redesigned 5-series sedans are now on the market for 2011, with prices beginning at $50,475 for the six-cylinder 535i model and $60,575 for the V-8 powered 550i.
Both prices, which include $875 freight, are lower than they were for the corresponding 2010 models, even though BMW says the vehicles have received numerous enhancements. The 2010 535i began at $52,125, while the 550i started at $61,475.
The lower prices are indicative of the challenges luxury automakers face in the current economic climate, in which sales of many premium vehicles have declined significantly.
Among the key changes in the German automaker's midpriced sedan line are a new 3.0-liter, twin-scroll turbocharged inline six-cylinder engine for the 535i, and a new eight-speed automatic transmission is available for both models.
The 550i comes with BMW's reverse-flow 4.4-liter Twin Power turbocharged V-8, which puts out 400 horsepower and 450 foot-pounds of torque. This is the sportiest version, with a top speed of 150 mph when equipped with the Sport package (130 mph without), and a zero-60 mph time of 5.0 seconds, BMW says.
In the 535i, the six-cylinder engine is rated at 300 horsepower and 300 foot-pounds of torque. Coming later is the new 528i model, with a normally aspirated 240-horsepower 3.0-liter inline six-cylinder. No prices have been announced yet for that model; but for 2010, it began at $46,825 (including freight).
The 2011 535i and 550i are offered with a six-speed manual gearbox, designed for those who want to get the best performance out of these vehicles. The optional eight-speed automatic replaces last year's six-speed.
In October, the xDrive (all-wheel-drive) versions of the 535i and 550i models will join the lineup. The 535i xDrive will start at $52,775 and the 550i xDrive at $62,875, both including freight.
No word has been given yet on when a redesigned wagon version will be added to the mix.
These new sedans represent the sixth generation of the 5-series, which fits in the BMW sedan lineup between the 3-series and 7-series models. The 3-series starts at just under $34,000 (for 2010), while the top-of-the-line 7-series ranges from $82,000 to $137,000 (plus freight).
BMW says the new 5-series has the longest wheelbase in its class, which includes competitors such as the Mercedes-Benz E-class, Jaguar XF, Audi A6, Infiniti M, Cadillac STS, Lincoln MKS, Acura RL and Lexus GS.
The car's styling includes a long hood and short trunk, and a coupelike profile. It has the traditional BMW kidney-shaped grille.
Inside, the car has room for five, and leather upholstery is standard. There is a plethora of available technology, including one of the coolest three-dimensional navigation-system displays on the market — wide like a movie screen.
Among new technology is brake-energy regeneration, a system that shuts off the car's alternator during acceleration and cruising, which helps save energy and reduce fuel consumption, BMW says. The alternator comes on to recharge the vehicle's battery only when the car is decelerating or braking.
To accommodate this feature, the car gets a special battery that you won't be able to replace at Walmart. It has a technology called “glass mat,” BMW says, which means it's filled with a glass-boron silicate (essentially sand), rather than a conventional liquid electrolyte. That extends battery life between charges.
The car also comes with electric power steering, another energy-saving technology that replaces the traditional engine-driven hydraulic power steering. We first saw this system on gasoline-electric hybrid vehicles, where it was necessary to keep the power steering operating when the car's gasoline engine was not running. But it's valuable in conventional gasoline vehicles, too, as it puts less drain on the engine.
To help reduce overall weight — another feature to improve fuel economy — the new 5-series has aluminum doors, hood, front fenders and suspension components.
Driver-assistance features abound, as well. Among those — most of which are optional — is a top-view camera arrangement that puts an image on the dash screen showing a 360-degree view around the car as if looking from on high. It's great for navigating into or out of tight spots.
Also available are such features as parking assist, front collision warning with automatic braking, active cruise control, a blind-spot warning system, lane-departure warning, a head-up display and night vision with pedestrian detection.
For comfort, a ventilated-seat package is offered.
Stand-alone options include heated front seats, rear-seat entertainment system, rear sunshades, four-zone automatic climate control and multicontour seats.
The xDrive models come with the same system introduced last year on the 7-series. The intelligent all-wheel drive also has Integrated Chassis Management, which BMW says can “identify and limit understeer by shifting torque rearward” up to 80 percent.
All xDrive models also come with Hill Descent Control, which allows the car to descend slippery hills at a constant, safe speed.
Also available is Adaptive Drive, which combines electronic stability control with electronic damper (suspension) control and active roll stabilization. The optional Integral Active Steering can “extend or shorten the vehicle's wheelbase for improved stability at high speeds and enhanced agility at lower speeds,” BMW says.
Standard on the 535i and 550i are 18-inch alloy wheels with 245/45R-18 run-flat all-season tires. With the 528i, there are 17-inch alloy wheels with 225/55R-17 run-flat tires.
The optional Sport Package adds larger wheels and summer performance tires.
EPA fuel-economy estimates for the new rear-wheel-drive 5-series models are quite decent, beginning with 22 mpg city/32 highway for the 528i with the eight-speed automatic; 19/28 for the 535i with six-speed manual; and 15/22 (manual) and 17/25 (automatic) for the 550i.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 25 at 10:00 AM
Saturday, July 24, 2010
Ford plans 'unique delivery' for Fiesta
COURTESY OF FORD MOTOR CO.
Ford is betting hundreds of millions of dollars that the fuel-efficient subcompact Fiesta will appeal to American consumers used to bigger cars.
The all-new 2011 Ford Fiesta is arriving now at dealerships, with a starting price of $13,320 (plus $675 freight) for the base S model sedan and $15,120 for the base SE model hatchback.
Other models are the SE sedan ($14,320), SEL sedan ($16,320) and SES hatchback ($17,120).
Ford promises a “unique delivery experience” for buyers as they pick up their new Fiestas, including a preloaded USB memory stick that plugs into the car's SYNC system to “unwrap” the car.
The USB stick has a 19-minute audio program explaining all of the vehicle's features, including items such as the push-button start and sound-deadening windshield glass, the automaker says.
At the dealership prior to delivery, the new owner is shown a short video about the car and can have a photo taken with the car to be uploaded to Ford's “Fiesta Community” website.
When they get home, the new owners can put the USB stick in their home computers to install the Fiesta Community application, “which is a place they can continue to engage with Ford, their dealer and other Fiesta enthusiasts,” Ford said.
It's all about making a connection with the hip, young crowd that Ford expects to embrace the Fiesta, a new entry-level subcompact for the automaker in the U.S. and Canadian markets. It's smaller and less expensive than the compact Focus, which had been the entry model in Ford's U.S. lineup.
Besides its relatively affordable prices, the Fiesta also is about fuel economy. Ford promised that it would be best in class, with the coming SFE model to have ratings of 29 mpg city/40 highway.
EPA ratings for the models already on sale are 28 city/37 highway with the base five-speed manual gearbox and 29/38 for the optional six-speed automatic.
With those prices and that kind of fuel economy, the Fiesta probably will be embraced by more than just young, first-time new-car buyers, though. It will have appeal across a broad range of buyers, including retirement-age consumers and anyone else who is on a budget and needs good, affordable transportation.
It's also a pretty cool-looking car, with distinctive European styling. That's different from the typical boring econobox of the past; the Fiesta is designed to be something the owner can be proud to be seen in.
This is the newest generation of the Fiesta, which already has been on sale in other markets around the world since 2008. Bringing it to U.S. consumers is part of Ford's strategy for meeting stringent new federal fuel-economy standards that begin in model year 2012.
Ford builds the Fiesta for North America at its former truck plant in Cuautitlán, Mexico. The company is betting hundreds of millions of dollars that the Fiesta, developed for markets abroad that traditionally have embraced small, fuel-efficient vehicles, also will appeal to American consumers used to bigger cars.
For automakers to meet those tough new U.S. minimum fuel-economy standards — which rise to 37 mpg by 2018 — Americans eventually must be weaned from the big, powerful cars and trucks that still are preferred by most buyers.
Ford began creating buzz for the car in the United States last year by putting some of the European Fiesta models in the hands of young testers across the country and sponsoring events featuring those cars.
The program, called the Fiesta Movement, was promoted heavily using websites and social media, such as Facebook and Twitter.
Under the hood of all North American Fiesta models is a 1.6-liter, double-overhead-cam, four-cylinder engine rated at 120 horsepower. It can be paired with either the five-speed manual or six-speed automatic transmission. The automatic offers the best fuel economy.
But the Fiesta's claim to best fuel economy will be challenged by that of the all-new 2011 Chevrolet Cruze compact, with a top highway rating that also is expected to be 40 mpg when it goes on sale this fall.
Ford also touts the Fiesta's safety, convenience and connectivity. The connectivity aspect is a bit controversial, though, as it features e-mail and texting on the go (with audible readouts and voice commands).
Critics fear that will lead to even more distracted-driving accidents, especially among the young crowd to which Ford expects to sell most of these cars. That's the group that loves text messaging and doesn't mind doing it while driving.
The Fiesta comes with Ford's SYNC voice-activated communications system, developed in partnership with Microsoft and now offered in a variety of Ford, Lincoln and Mercury vehicles.
Ford first used the Fiesta name on a small car introduced in Europe in 1976, then in the United States and Canada in 1978. It was discontinued for the U.S. market after 1980 but has gone through five generations in Europe and other markets. Mexico got a new Fiesta in 1998, the first in North America since 1980.
For 2011, the U.S. and Canadian markets get the sixth generation of the Fiesta, which already has accounted for more than 750,000 sales in Europe and Asia since its introduction in 2008.
To enhance safety, more than 50 percent of the Fiesta's welded body is made from high-strength steel, designed to protect occupants better in the event of a collision. It also comes with dual-stage front air bags, a driver's knee air bag, front seat-mounted side air bags and roof-mounted side-curtain air bags for both rows.
Also standard are electronic stability control, seatbelt pretensioners, rear child-safety locks and child-seat anchors.
Other features include keyless entry with push-button start, tilt-and-telescopic steering wheel, air conditioning, cruise control, adjustable cup holders that Ford says “can accommodate Red Bull cans and Big Gulps along with every container size in between,” and Ford's new capless fuel tank.
The sedan comes in base S, midlevel SE, and top-of-the-line SEL versions; the hatchback is offered in two levels, base SE and the SES, which is the sport model.
SEL sedan and SES hatchback versions come with a premium 80-watt audio system with six speakers.
Other special features on these high-end models are a center console between the front seats, carpeted rear floor mats, ambient lighting, LED driving lights with chrome trim, side-marker lights in the outside mirrors (which also are heated), cruise control and P195/50R-16 tires on 16-inch aluminum wheels.
Up front, the five-passenger Fiesta has standard cloth bucket seats with a four-way manual adjustment on the driver's side and two-way for the passenger. The cloth rear bench seat has a 60/40 split-fold-down feature.
Leather seats are optional, including a design with contrasting piping, Ford said.
Also included on the SES and SEL models are a leather-wrapped steering wheel that includes built-in audio controls, and a self-dimming rearview mirror.
Options include heated seats, a perimeter alarm, and chrome beltline and deck-lid moldings. A special exterior color — yellow blaze metallic tricoat — is available on the SES and SEL models.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 24 at 10:00 AM
Friday, July 23, 2010
Infiniti's M sedan ready to take the lead
PHOTOS COURTESY OF NISSAN NORTH AMERICA INC.
Infiniti redesigned its flagship M sedan for 2011, giving it a new look, numerous upgrades and new standard features.
The newest and best version yet of Infiniti's flagship M sedan has arrived for 2011. It will be available in two versions — the M37, with a V-6 engine, and the speedier M56, with a V-8.
I've driven both, but for this report, I tested the M37 with rear-wheel drive, which has a base price of $46,250 (plus $865 freight). An all-wheel-drive version, the M37x, starts at $48,400.
M56 models begin at $57,550 with rear drive, and the M56x with all-wheel drive lists for $60,050.
All of those prices come across as bargains considering what you get with these vehicles: They're great sport sedans, engineered with the driver in mind. If you need a premium car that has four doors and can carry five people, but don't want to settle for a boring luxury sedan with a snooty name, the M might be the answer.
If you're at all familiar with the previous generation of the M sedan, you should know that the redesigned 2011 model is an entirely new vehicle, with numerous upgrades and lots of new standard features.
Even so, base prices of the rear- and all-wheel-drive V-6 models increased just $450 from the 2010 models. The V-8 rear-drive model costs $2,050 more than the previous version, but the all-wheel-drive model is up just $750 (mostly because the federal gas-guzzler tax has been eliminated, thanks to improved fuel economy).
Under the hood of our M37 was a 3.7-liter engine with 330 horsepower and 270 foot-pounds of torque, and it had plenty of power for any situation, including uphill mountain grades.
This engine is a version of the V-6 found in a variety of Nissan/Infiniti products, including the 2010 Nissan 370Z sports car and the Infiniti G37 sedan, coupe and convertible.
Although power was increased substantially on V-6 and V-8 models compared with the 2010 M35 (V-6) and M45 (V-8), fuel economy was improved.
EPA ratings for the 2011 M37 are 18 mpg city/26 highway, up from 17/25 for 2010; the M37x is rated at 17/25, up from 16/22 last year.
The new M56 model's new 5.6-liter engine has 420 horsepower and 420 foot-pounds of torque, yet EPA ratings are 16 city/25 highway with two-wheel drive, up from 16/21 for 2010. With all-wheel drive, the ratings are 16/23, up from 14/20 for 2010.
Infiniti originally introduced the M in 2004 as a step between the entry level G35 and the high-end Q45 sedans. It was last restyled in 2006 and became the top Infiniti model when the Q was discontinued.
These vehicles are sport sedans, aimed at driving enthusiasts just like the BMW sedans from Germany.
All 2011 M models come with a seven-speed automatic transmission. The optional Infiniti “intelligent” all-wheel drive is an added bonus for sporty handling on any road surface, wet or dry.
Outside, the M received a complete restyling, with a lower front end and sculpted front fenders.
But technology is emphasized in these vehicles as much as their styling and performance. They offer a variety of new high-tech systems.
Quite comfortable leather seats are standard, and there is room for five people, although knee room is a bit tight for those in the rear if the front seats are set to accommodate tall people.
Standard on the M37 are a power sliding moon roof; 18-inch alloy wheels; rain-sensing wipers; power, folding, heated outside mirrors; front door-handle courtesy lights; dual polished exhaust tips, 10-way power front seats with dual memory system; intelligent key with push-button start; power tilt/telescopic steering column; USB connection for iPod; rearview monitor system; Bluetooth phone connection; dual-zone automatic climate control; and Infiniti's signature analog clock.
Among other standard or available features are Active Noise Control, the Forest Air climate-control system, the latest version of the Infiniti selectable drive-mode control, Active Trace Control, Eco Pedal and the enhanced Infiniti hard-drive navigation system.
The optional Infiniti Blind Spot Intervention System is designed to alert the driver if another vehicle is detected in the adjacent lane and to help nudge the car back toward the center of its own lane if it begins moving toward the vehicle in the other lane.
Also available are a Bose two-channel, 10-speaker premium audio system; a Bose Studio Surround Sound system with digital 5.1-channel decoding and 16 speakers (including personal speakers in the tops of each front seat); a heated steering wheel; heated/cooled front seats with semi-aniline leather; and white ash wood interior trim with real silver powder.
Our tester came with four pricey packages and other extras that ran its final sticker price up to $60,330, including freight. They included the Technology Package ($3,000), which brought the blind-spot system, Eco Pedal, intelligent cruise control, adaptive headlights, Active Trace Control and intelligent brake assist with forward collision warning.
We also had the Sport Touring Package ($2,000), which added the Bose audio system, a power rear sunshade and the Forest Air cabin filtration system; the Sport Package ($3,650), which tacked on 20-inch aluminum-alloy wheels, a sport suspension, active four-wheel steering, sport brakes and the paddle shifters; and the Premium Package ($3,350), which included the navigation system, heated and cooled front seats, and a heated steering wheel.
Other extras on our car included illuminated door kick plates ($350), high-friction brake pads ($370), and a trunk mat, net and first-aid kit ($195).
Standard safety features include front seat-mounted side air bags, electronic stability control, roof-mounted side-curtain air bags for both rows, four-wheel antilock disc brakes and a tire-pressure monitoring system.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 23 at 10:00 AM
Sunday, July 18, 2010
PT Cruiser production now finished
COURTESY OF CHRYSLER GROUP
Chrysler has rolled out the last of its retro-styled PT Cruisers, ending more than 10 years of production of the car that arrived with so much hype that it was hard to find one for the first few months.
If the retro-styled Chrysler PT Cruiser is one of those cars you always wanted to buy but never got around to it, you'd better hurry.
Time is running out, at least if you want to buy a new one.
The last of the PT Cruisers rolled off the assembly line at the Chrysler plant in Toluca, Mexico, last week, so whatever's still on dealer lots or in the pipeline are all that's left among the new ones.
It's hard to believe that it already has been more than 10 years since the PT Cruiser arrived in February 2000 as a 2001 model, with so much hype (and hope for Chrysler's future) that it was hard to find one for the first few months.
As of last year, Chrysler had sold more than 1.3 million of the PT Cruiser in 60 countries, the company said. It won lots of awards over the years, beginning with North American Car of the Year for 2001.
The PT had just about the coolest styling for a car in its price class ever. The design was based on the panel trucks and Chevrolet Suburban models of the late 1940s, but packed into a small wagon that could hold five people and carry lots of cargo, as well.
I once wrote that the PT reminded me of the Bluebaugh Bakery trucks that used to come through my neighborhood when I was growing up in Charleston, W.Va. The driver would stop in front of our house, open the rear doors on the truck and pull out shelves of fresh baked goods, including two of my favorites — pecan sticky buns and salt rising bread.
After I mentioned salt rising bread in that column — a product I haven't seen since I was a kid — I got an e-mail from a lady in West Virginia who has an entire website dedicated to that bread (http://home.comcast.net/~petsonk/).
The PT Cruiser resonated with baby boomers like me, bringing back such great memories from our childhoods.
But one auto analyst I talked to about the PT's waning popularity probably three or four years ago suggested that everyone who wanted one of these vehicles probably already had bought one, kept it awhile and moved on to the next best thing.
It's hard for me to believe that Chrysler couldn't have kept the PT Cruiser going by restyling and upgrading it to keep it fresh. Critics say the problem was that Chrysler didn't continue to invest in the car, and in fact made it cheaper so its price could be lowered to compete better in the entry-level compact market.
Bryan Nesbitt, the Chrysler guy who designed the PT, later moved to General Motors, where he took the lead in creating the Chevrolet HHR, which was obviously the GM version of the PT Cruiser. I've never owned a PT myself, but do have a 2009 HHR in my own garage, and I believe it actually looks more like the Bluebaugh Bakery trucks than the PT does.
I'm still a fan of the PT, though, and I believed the convertible version that arrived for 2005 was a cool variation. The convertible was dropped last year.
While the PT in general will be a collector car in 30 years or so, the ragtop models will be in even greater demand by that time, primarily because of their limited numbers (just like my 1962 Corvair station wagon, one of only about 250 of those still around).
Also favorites of mine were some of the Dream Cruiser models of the PT.
During its 10-year run, there were powertrain variations, as well — including a 215-horsepower, turbocharged version of the base 2.4-liter four-cylinder engine, introduced for 2003; and both a 180-horsepower and 220-horsepower turbo for 2004.
The 220-horse engine was used in the GT and Dream Cruiser models beginning in 2004 and was standard in the uplevel GT Convertible beginning in 2005. In 2006, it was bumped up to 230 horsepower.
Four-speed automatic and five-speed manual transmissions have been used throughout the run of the PT (although the manual was dropped after last year).
The PT received a slight makeover for 2007, but the engine choices remained the same. But for 2008, Chrysler began winding down the PT choices, dropping the 230-horsepower engine and the GT models, leaving the Touring wagon model as the top version, with the 180-horsepower turbo engine.
Also starting in 2008, the convertible was available only with the normally aspirated base engine, which throughout the PT's life has been rated at 150 horsepower.
For 2010, the PT Cruiser was cut down to just one model and trim level — the Classic wagon, with a base price of $18,275 (plus $720 freight). The only engine available is the 150-horsepower, and the only transmission is the automatic.
The original 2001 base price was just under $16,000, then it climbed above that point for the next three years, but stayed under $17,000.
But to try to revive sales (and get rental-car companies to add it to their fleets), Chrysler took out some standard amenities and dropped the base price to $13,630 in 2005. The lowest price was about $14,500 in 2006, and close to $15,000 for 2007.
On the upper end, prices pushed close to $30,000 for the GT Convertible in 2007, the highest they got. That probably was too high to generate meaningful sales, though, and it was the last year for the GT ragtop. For 2008, the convertible was back to a base model only, with a list price under $20,000.
For all of their run, these cars have been cool to look at and for the most part, fun to drive, especially with the turbocharged engines.
If you want a new one, though, you'll have to settle for the base engine, and you probably should start looking soon. It won't be turbocharged or have a convertible top, since those models are long gone. But it eventually will be a collector car — representing the last of the once-famous PT Cruiser line.
Buy it, hold onto it and pass it along to your kids or grandkids in a few years. Someday, they'll truly appreciate it.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@
express-news.net.
| Jul 18 at 10:00 AM
Saturday, July 17, 2010
No price increase for Versa
COURTESY OF NISSAN NORTH AMERICA
The 2011 Nissan Versa sedan will be available for the same starting price as the 2010 version - $9,990. It comes with two engine options: a 1.6-liter or 1.8-liter four-cylinder.
Nissan's entry-level vehicle, the Versa subcompact sedan and hatchback, returns for 2011 with a starting price of $9,990 (plus $750 freight) for the base 1.6 sedan with a five-speed manual transmission — the same as for 2010.
The hatchback models begin at $13,520 for the 1.8 S version, which comes with a six-speed manual.
In all, there are nine models to choose from, with the 1.6 sedan model with a four-speed automatic transmission beginning at $12,240.
In the middle of the sedan line is the 1.8 S, which starts at $13,570 with a six-speed manual and $14,570 with the four-speed automatic. Sedans top out with the 1.8 SL model, which comes only with the four-speed automatic, at $16,470.
In the hatchback line, the middle version is the 1.8 S with the four-speed automatic, priced at $14,520. The top model is the 1.8 SL hatchback, with a continuously variable automatic, for $16,900
The numerical designation for the models indicates which engine that vehicle has. The base engine is a 1.6-liter four-cylinder with 107 horsepower and 111 foot-pounds of torque.
Also offered is a 1.8-liter four-cylinder, rated at 122 horsepower and 127 foot-pounds of torque.
While the Versa returns mostly unchanged for 2011, it did receive a long list of upgrades last year, Nissan says. Among them were an in-dash, six-disc CD player for the 1.8 S sedan and antilock brakes for the 1.6 sedan (except the $9,990 base model).
In an effort to boost sales during the worst part of the industry's slowdown in late 2008, Nissan introduced the $9,990 Versa sedan with the smaller engine and manual transmission, making it the lowest-priced new car in the nation.
But that price does not include air conditioning or the freight charge. The four-speed automatic is available for an additional $1,000, and air conditioning adds another $1,000. That raises the price of a manual with air conditioning to $11,740 (with freight); the automatic with air conditioning is $12,740.
Air conditioning is standard on most other models, though.
With the 1.6-liter engine, the Versa has EPA ratings of 26 mpg in the city and 34 on the highway with the manual gearbox and 26/33 with the automatic.
That compares with 26 city/31 highway for the 1.8-liter model with manual and 24 city/32 highway with the four-speed automatic. The 1.8-liter Versa hatchback with CVT is rated at 27 city/33 highway.
The Versa value model's price is $20 higher than that of the base Hyundai Accent, which begins at $9,970 (plus $720 freight) for 2010 and comes with a 110-horsepower four-cylinder engine and five-speed manual gearbox — and no air conditioning.
There is a long list of standard and available equipment on the Versa, including a navigation system, Nissan's Intelligent Key with push-button start, Bluetooth hands-free phone system and XM satellite radio.
On the Versa 1.8 SL models, the optional navigation/XM system includes a 5-inch LCD touch-screen color monitor and XM NavTraffic, with real-time traffic information.
The hatchback, which has five doors, and the sedan both seat up to five people rather comfortably, as the car is technically roomy enough to be considered a compact even though it's priced to compete against smaller vehicles that are actually subcompact.
Extras on the SL models include a rear roof-mounted spoiler, lower body-side sill extensions, unique front and rear fascias, and fog lights.
Exterior color choices for 2011 are Red Alert, Metallic Blue, Blue Onyx, Espresso Black, Brilliant Silver, Magnetic Gray, Super Black, Red Brick, Fresh Powder and Arctic Blue.
All Versas come with an independent front suspension and a torsion beam rear suspension, with MacPherson struts up front.
Also standard on all models are electric power steering, as well as power front disc/rear drum brakes. Antilock brakes with electronic brake-force distribution and brake assist are standard on all except the base sedan.
The 1.6-liter models have 14-inch wheels and Bridgestone all-season tires. On the 1.8 S models are 15-inch wheels and Continental all-season tires.
But the 1.8 SL models come with six-spoke, 15-inch aluminum-alloy wheels. Available on the 1.8 SL hatchback are 16-inch aluminum-alloy wheels.
Inside, the Versa has bucket seats in front and a bench in the rear with a 60/40 split-folding feature (standard on the hatchback, optional on the 1.8 sedan), which allows for expansion of the cargo area.
Among standard safety equipment are front seat-mounted side air bags and roof-mounted side-curtain air bags for both rows. The cars also have the LATCH system for attaching child-safety seats. Also included are child-safe rear door locks, active front headrests and tire-pressure monitoring.
Electronic stability control is standard on the 1.8 SL models and optional on 1.8 S versions.
Extras with the 1.8 S models include upgraded seat fabric and interior trim, a 120-watt AM/FM/CD audio system with auxiliary input jack, chrome deck-lid finisher, the antilock brakes and more.
With the SL models come the alloy wheels, woven cloth seats, front center armrest and an iPod interface.
Options include the Power Plus Package, which adds power windows and door locks, remote keyless entry and cruise control; the Convenience Package, with the smart-key system, Bluetooth and a leather-wrapped steering wheel (with audio controls); and the Premium Package, available only on the hatchback, which tacks on the 16-inch wheels as well as all of the items in the Convenience Package.
A power moon roof is offered only on the hatchback models.
Nissan assembles the Versa at a plant in Aguascalientes, Mexico. The car also is sold in Japan, where it is outfitted and positioned as a luxury model.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 17 at 10:00 AM
Friday, July 16, 2010
Redesigned Sonata turning heads
COURTESY OF HYUNDAI MOTOR AMERICA
Hyundai's popular midsize sedan, the Sonata, received a complete makeover for 2011, making it more like a Mercedes than an affordable family car.
Hyundai continues its barrage on the U.S. car market with the redesign of its popular midsize family sedan, the Sonata, which is all new for 2011 and already on sale (and has been for several months).
Prices start at $19,195 (plus $720 freight) for the base GLS model with a six-speed manual gearbox and $20,195 for the GLS with a six-speed automatic transmission.
In the middle is the SE, which we tested. It begins at $22,595, which includes the six-speed automatic transmission. With the $2,600 navigation/sunroof package and $100 for carpeted floor mats, our vehicle topped out at $26,015, including freight.
Considering all that was included at the price, plus the styling and interior accoutrements of this car that make it look more like a Mercedes than an affordable family car, that price rings up as quite a bargain.
At the top of the line is the Limited, which starts at $25,295 and lists for $27,395 with the navigation system; it even comes with a leather interior and other luxury appointments — and still costs well below the $30,000-plus price tags of uplevel competitors such as the Nissan Maxima and Toyota Avalon.
The new Sonata was the second vehicle to be introduced in Hyundai's push to bring seven all-new models to market within a two-year period, creating a product renaissance for the South Korean automaker. The first, the redesigned 2010 Tucson compact crossover, arrived last December.
Hyundai is one of the few success stories in an otherwise bleak car market during the past year, with its sales growing as other automakers have struggled. Helping the company are the fuel efficiency of its vehicles, its top ranking for quality among nonluxury brands and the Hyundai Assurance program, introduced in January 2009, which allows a buyer to return any new Hyundai vehicle, leased or financed, in the event of a loss of income within the first year of ownership. The program has been extended through the end of this year.
The newest version of the Sonata is the second vehicle to be styled with Hyundai's new “fluidic sculpture” design theme, first introduced on the 2010 Tucson.
To help bolster its leadership in fuel efficiency, Hyundai has eliminated the V-6 engine option from the 2011 Sonata, and a gasoline-electric hybrid model is coming later this year.
Under the hood of the gasoline-powered 2011 Sonatas is a new 2.4-liter four-cylinder engine with 198 horsepower and 184 foot-pounds of torque. That's better than all of the key competitors in the midsize family-sedan class, including the Honda Accord (177 horsepower), Toyota Camry (169), Nissan Altima and Ford Fusion (175), and Chevrolet Malibu (169).
The dual exhaust system on the SE model gives this engine 2 more horsepower, taking it up to 200.
This also is the first four-cylinder engine in the segment with direct gasoline injection, which helps increase fuel efficiency. Even with the extra power, this engine beats all of the top competitors in fuel economy.
For 2011, Sonata EPA ratings are 22 mpg city/35 highway with the automatic transmission and 24/35 with the manual. That compares with 22/33 for the Camry four-cylinder, 22/31 for the Accord, 23/31 for the Altima, 23/34 for the Fusion and 22/33 for the Malibu (with automatic transmissions).
Hyundai also plans to offer a turbocharged 2.0-liter four-cylinder engine in the Sonata later this year. Performance numbers have not been announced yet.
One of the roomiest sedans on the market, the new Sonata is larger than most of its midsize competitors. With 103.8 cubic feet of passenger space, it qualifies as a large car under EPA guidelines. It's roomier than the Camry, with 101.4 cubic feet, but the Accord LX is larger, with 106 cubic feet.
There's a decent amount of trunk space, as well — 16.3 cubic feet. That's 17.1 percent more than that of the Accord and 9.3 percent more than the Camry's.
Among the Sonata's new exterior design cues are a chrome accent that runs down both sides and a new, larger grille. Available wheel sizes are 16, 17 and 18 inches; our SE model came with 18-inch hyper-silver-alloy wheels as standard equipment.
Underneath is a new four-wheel independent suspension, which gives it a soft, smooth ride along with precise steering and road handling.
Both the GLS and Limited models come with new low-rolling-resistance tires, which are designed to help increase fuel economy.
But our SE model, designed for those who want more of a driver's car, has a sport-tuned suspension with stiffer springs, larger stabilizer bars, unique dampers and low-profile tires.
Electric power steering is standard, which also helps increase fuel economy. Included on all versions is a standard Bluetooth hands-free phone connection. Optional are heated rear seats and a factory-installed HD radio.
The Sonata's turning radius of 35.8 feet is shorter than that of the Camry, Accord, Altima, Fusion and Malibu.
Base curb weight is 3,161 pounds, compared with 3,307 for the Camry and 3,269 for the Accord. The Altima is lighter, at 3,180 pounds.
Standard safety features include an ultra-high-strength steel body, electronic stability control, four-wheel antilock disc brakes with brake assist and electronic brake-force distribution, active front headrests, front seat-mounted side air bags, roof-mounted side-curtain air bags for both rows and a tire-pressure monitoring system.
Four audio systems are offered, including the 400-watt system that is included with the touch-screen navigation system installed on our tester. XM satellite radio is standard on all models.
Among other standard amenities on our SE model were the chrome-tipped dual exhaust outlets, cruise control, front fog lights, keyless entry and push-button start, sport seats with leather bolsters and cloth inserts, tilt-and-telescopic steering wheel, power windows/mirrors/door locks, leather-wrapped steering wheel and shift knob, power driver's seat with lumbar support, metal-grain interior accents, steering-wheel cruise and audio controls, air conditioning, iPod and USB connections, and a trip computer.
The navigation/sunroof package came with a high-resolution color touch-screen, XM NavTraffic alerting, XM NavWeather, XM Sports and Stocks, the premium audio system with CD/MP3 playback and a power slide/tilt sunroof.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 16 at 10:00 AM
Sunday, July 11, 2010
CTS Coupe ready for road
COURTESY OF GENERAL MOTORS
The all-new 2011 Cadillac CTS Coupe is a sporty four-passenger version of the entry-level midsize sedan and is the first two-door model in the CTS line.
Cadillac's all-new CTS Coupe is now on its way to showrooms nationwide, with a starting price of $38,990 (including freight).
It's the first two-door model in the CTS line, which began 10 years ago with just a sedan. A sport wagon was added for 2010.
The coupe is a sporty four-passenger version of Cadillac's popular entry-level midsize car.
Production began recently at General Motors Co.'s Lansing Grand River assembly plant in Michigan, which also makes the other CTS models, as well as the larger STS sedan.
GM says the coupe shares some of its parts with the CTS sedan, but also has many “unique parts and processes.” Styling differences from the sedan include a lower roof, shorter overall length and wider track, the automaker said.
Introduction of the coupe will take place in two phases: coming out first is the base model, with a 304-horsepower V-6 engine. It will be followed later in the year by the high-performance CTS-V version, equipped with the same turbocharged 556-horsepower V-8 engine found in the CTS-V sedan.
Cadillac first showed the production version of the base coupe at the Los Angeles auto show last November and rolled out the CTS-V version at the Detroit auto show in January.
GM says the car is intended to appeal “to a new generation of car enthusiasts.”
It has traditional two-plus-two coupe seating, and a six-speed manual is the standard gearbox. A six-speed automatic is optional.
The production version of the coupe comes with almost exactly the same exterior design as that of the award-winning CTS Coupe concept car that GM unveiled at the 2008 Detroit auto show.
As with the rest of the CTS lineup, the coupe has rear-wheel drive as its standard drive format, with all-wheel drive optional. It also features a sport-performance suspension. The suspension will be further refined for the CTS-V model to be able to handle the nearly doubled horsepower compared to the base coupe.
The coupe is 2 inches lower and shorter than the sedan but has the same wheelbase. The only body and interior components shared with the sedan are the instrument panel, center console, front fenders, grille and headlights.
It has what GM calls “classic hardtop styling,” which means it has no “B” pillars — the vertical supports most cars have between the front and rear side windows.
There are no conventional door handles. The coupe instead has a touch-pad design that creates “a technical, clean profile,” GM said. The windshield is more steeply raked than in the sedan, and the rear-window glass also is steeper, a move designers made to give the car a sportier appearance.
Among other exterior features are sculpted lower front fascia and unique brake cooling vents. There is also a diamond-shaped rear fascia with mesh-style lower grilles.
Dual exhaust outlets are mounted close together under the center of the rear bumper and extend through the rear fascia. There is a rear spoiler that also holds the center high-mounted stop light, and vertical taillights highlighted with LEDs.
Rear fenders were designed by hand, and the entire exterior is probably the most dramatic example yet of Cadillac's refreshing “art and science” design theme, which now is being used throughout the brand.
Under the hood of the base model is the optional V-6 engine from the sedan, the direct-injection 3.6-liter that's also used in the 2010 Chevy Camaro. It's designed for regular unleaded gasoline and has an EPA highway fuel-economy rating of 27 mpg.
Other standard features include high-performance antilock disc brakes, a limited-slip rear differential, electronic stability control with traction control and GM's OnStar communications and navigation system.
Two suspension options are available on the base model: the Performance Package, which comes with 18-inch wheels and all-season tires; and the Summer Tire Performance Package, which includes 19-inch wheels and tires and firmer tuning for better road handling.
The leather interior includes hand-sewn trim on the door, center console and instrument panel. Optional for the driver and front passenger are 14-way adjustable Recaro sport bucket seats.
Among other high-tech features are iPod connections, a 40-gigabyte hard drive for onboard music storage, a pop-up navigation system, adaptive headlights, Bluetooth connection, keyless entry and start, and a Bose Cabin Surround audio system.
The CTS-V Coupe will join the lineup later this summer, adding the ultra-high-performance engine, along with GM's Magnetic Ride Control, Brembo brakes, and either a Tremec six-speed manual gearbox or optional six-speed automatic with steering-wheel-mounted manual shift paddles.
A special grille and other unique exterior cues will distinguish the V model from the base coupe.
The V-8 engine turns out 551 foot-pounds of torque and can push the CTS-V from zero to 60 mph in 3.9 seconds.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 11 at 10:00 AM
Saturday, July 10, 2010
Volt to recharge midsize market
G. CHAMBERS WILLIAMS III/SPECIALTO THE EXPRESS-NEWS
GM will limit production of the 2011 Chevrolet Volt plug-in hybrid electric car to just 10,000 through the end of 2011. It drives under electric power but has a small gasoline engine onboard to recharge its battery pack.
Texans will be among the first consumers in the nation to be able to buy the 2011 Chevrolet Volt plug-in hybrid electric car when the vehicle goes on sale later this year, General Motors says.
Chevy dealers in Austin will be the first in Texas to get the car when it arrives before the end of the year, but it will be available in San Antonio and the rest of the state during the first quarter of 2011, the automaker said.
Other markets to get the Volt this year will be California, Washington, D.C., and the New York metropolitan area. Then, along with the rest of Texas, the car also will go on sale in Michigan, New Jersey, Connecticut and the rest of New York in early 2011. The car won't be available nationwide for at least two years.
Additional areas will be added as GM ramps up production of the vehicle, which drives solely under electric power but has a small gasoline engine onboard to recharge its advanced lithium-ion battery pack — allowing the car to keep going without having to stop somewhere to plug into an external charger.
Production volume will be severely limited in the first couple of years, so actually buying a Volt will be difficult. GM said just 10,000 of the car will be built through the end of 2011, with an additional 30,000 expected to be available in 2012.
A team of GM engineers brought the Volt to Austin last week and then drove it 1,776 miles to New York City to show off its limitless range.
Unlike the Nissan Leaf pure electric vehicle that also goes on sale later this year, the Volt doesn't have to stop every hour or so for recharging as the Leaf would have to do on such a cross-country trip.
The trip began in Austin to underscore that city's addition to the list of limited launch areas for the Volt, but also was a good starting point for a long road trip to show off the vehicle's capabilities, the company said.
While very little of the trip was actually driven with battery power from external electric sources, the drive was intended to show that the Volt is “the only electric vehicle that can operate under a full range of driving conditions and climates without limitations or driver concerns of being stranded by a depleted battery,” GM said.
“This drive is a demonstration of the freedom the Volt will provide customers — freedom to drive where you want, when you want,” said Tony DiSalle, director of product marketing for the Volt. “Whether you are driving 50 miles or 1,750 miles, the Volt is the only electric vehicle that can be a family's primary car.”
The team that drove the vehicle from Austin to New York — in just four days, with a variety of stops — carried a 120-volt charge cord that could be hooked up to a standard household power outlet for recharging, which takes up to 10 hours at that voltage.
But it can be recharged in less than four hours when connected to a 240-volt outlet, which Volt buyers are expected to install in their homes before they buy the car. As with the Leaf, early consumers will be eligible for a free residential charger from ECOtality Inc. or Coulomb Technologies. GM says 4,400 of the free chargers will be available under a U.S. Department of Energy program, funded by the American Recovery and Reinvestment Act.
Volt and Leaf buyers will be eligible for a federal tax credit of $2,500 for the chargers if they have to buy them. That will pay all of the cost for most customers, which includes the chargers themselves and the wiring in their homes to accommodate the devices.
GM, Nissan and others planning launches of electric vehicles have agreed on a standard for chargers so that cars such as the Volt and Leaf will be compatible with chargers installed for all electric cars coming to market.
San Antonio's CPS Energy and four other Texas electric utilities will participate in a U.S. Department of Energy program that provides some of the Volt vehicles and charging stations to the utilities so they can study the charging process. Others in Texas are Austin Energy, CenterPoint Energy, Oncor and American Electric Power. Five utilities in the Northeast are participating as well, including New York's Con Edison.
Unlike the groundbreaking Toyota Prius hybrid, which uses a combination of electric motor and gasoline engine to drive the vehicle, the Volt has only an electric motor turning the wheels.
Under battery power alone, the Volt can go about 40 miles on a charge, compared with about 100 miles for the Leaf. But when the Leaf's battery runs down, it has to be recharged from an external source.
With the Volt, though, the battery never runs low enough to keep the car from moving because the onboard gasoline engine kicks in — not to power the drive wheels, but to recharge the battery pack so the car can keep going.
The Volt has a range of about 300 miles between refills of the gasoline tank. Presumably, though, it could go 340 miles before stopping for fuel if it started the trip with a fully charged battery.
Chevy said the 40-mile range was determined to be sufficient to handle most people's daily commutes on battery power after overnight charging at home. Some consumers will be able to recharge their cars at work, as well, such as in their company's parking garage or a nearby municipal charging station.
Nissan is sponsoring the installation of public charging stations in thousands of locations to support the Leaf, which goes on sale in December in a handful of states, and early next year in Texas, as well. Some of those chargers would be available to Volt drivers, too.
The Volt is a midsize hatchback about the size of a Chevy Malibu and driving it feels just about the same as operating a Malibu or any other midsize sedan.
During a test drive on a closed course, I was able to accelerate with the electric motor just as quickly as I would have been able to in a V-6 powered Malibu.
Handling and braking are just like those of a traditional sedan of the same size, and the controls are the same — an automatic transmission shifter in the center console, an accelerator pedal and a brake pedal.
Like a golf cart, the Volt is completely quiet when running with the gasoline engine off, except for the noise of the air conditioner when its compressor kicks on. Top speed is 100 mph, although I wasn't able to go anywhere near that speed on the test course.
The car has an electronic parking brake, and other standard amenities include a navigation system and rearview camera. An energy monitor on the dash helps the driver keep the car moving as economically as possible.
No fuel-economy ratings have been announced yet, as the EPA and electric-vehicle manufacturers still are trying to work out details of how to determine mileage for electric vehicles that would compare with figures for traditional gasoline and diesel vehicles and hybrids.
GM has not announced pricing for the Volt yet, but the figure of $40,000 has been floating around for months. Minus a $7,500 federal tax credit, that would make the price $32,500, which probably is way too high for the Volt ever to be a mass-market vehicle.
Nissan has priced the Leaf at $32,500 for the U.S. market, which would make it a net $25,000 after the $7,500 federal credit. Some analysts believe the Volt would have to be priced about the same, even though it has the added benefit of extended-range driving with the gasoline engine onboard. The Prius sells for about $25,000 and has been a huge success for Toyota.
California is offering an additional tax credit of $5,000 for electric-vehicle purchasers there, which will drop the Leaf's final price to $20,000 and the Volt's to $27,000 if the $40,000 figure is finalized by GM.
Production of the Volt will begin later this year at GM's Hamtramck plant in Detroit.
Nissan is building the Leaf in Japan initially but plans to assemble the car, as well as its battery packs, at the existing Nissan manufacturing site near Nashville, Tenn., beginning in 2012. The company broke ground on a $1 billion battery plant next to the Tennessee facility in May.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in the Express-News Drive section. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 10 at 10:00 AM
Friday, July 09, 2010
Porsche 911 turbocharges the ride
COURTESY OF PORSCHE CARS NORTH AMERICA
The 2010 Porsche 911 Turbo Coupe (right) comes with the same 3.8-liter turbocharged six-cylinder engine as the Turbo Cabriolet.
A fellow automotive journalist based in Toronto, Canada, recently had to do some serious fence-mending with the people at Porsche after his teenage son popped the clutch on one of the German sports-car maker’s most expensive models, sending it crashing through his garage door.
It was with some trepidation, then, that I set out to test a similar model, the 2010 911 Turbo Cabriolet, with a price tag of $172,905 (including $950 freight). I mean, just a scratch on one of these babies might cost thousands of dollars to repair, let alone ramming one through a garage door.
While I have no teenage son to worry about when I have expensive test vehicles in my driveway, I do have to worry about the nuts out on the road, and it can make a guy very nervous driving a car that costs more than most people’s houses.
The media test-fleet vendor who provided the 911 Turbo to me commented on the phone the day before delivery, “You’re going to love this one. Most of the journalists don’t want to give it back.”
Not me. I couldn’t wait for it to go back, and I issued a stern warning to all of the birds hanging out in the trees over my driveway: “No dropping anything on this car, please.”
Despite my fears — especially after the Toronto guy’s awful experience — my 911 Turbo tester went back to Porsche in one piece, unscathed, and I actually had a great time driving it.
I had no problem sending it back, though, because even if I could afford one (I can’t), I’d still be nervous driving it around — particularly on the freeways of my daily commute, where other drivers routinely tailgate and rear-end each other’s vehicles when traffic inexplicably goes from 70 mph to a dead stop.
With my 911 Turbo tester, I tried to keep to the country roads, where traffic was sparse and the driving experience was a lot more interesting anyway.
First, let me say that it’s not necessary to pay upward of $170,000 to get a nice Porsche. The Boxster roadster, which is great fun, begins at $47,600 for the base version, and $58,000 for the speedier S model.
Next in line is the Cayman, which is based on the Boxster chassis but looks more like the 911. It starts at $51,400 and ranges to $61,500.
The actual 911 line begins at $77,800 for the base Carrera Coupe; the Carrera Cabriolet starts at $88,800.
Being an SUV sort of guy, my favorite Porsche is the Cayenne, with prices that begin at $45,500 (but can range as high as $126,300). And for 2010, there’s also the new Panamera sedan, beginning at $89,900.
The Turbo Cabriolet that I tested — with its one-touch open/close power top — is the most expensive 911, with a base price of $143,800; the Turbo Coupe starts at $132,800.
My tester, though, came with nearly $30,000 worth of options, including the Porsche Doppelkupplung seven-speed, double-clutch automatic transmission ($4,550), ceramic composite brakes ($8,840), 19-inch RS Spyder wheels ($3,835) and the Sport Chrono Package ($3,830).
The driving experience is unparalleled. That’s largely because of the 3.8-liter, horizontally opposed, turbocharged six-cylinder engine, which turns out 500 horsepower and 480 foot-pounds of torque — quite a jump from the base 911’s 3.6-liter H-6 engine, with 345 horsepower and 288 foot-pounds of torque.
Top track speed of the 911 Turbo is 194 mph, and the car can go from zero to 60 mph in just 3.6 seconds. The only place to test this vehicle’s power safely — and legally — is on a closed track, of course.
But that doesn’t mean you can’t have some fun with it on the open road. This car can provide an exhilarating driving experience without ever breaking the speed limit. Its handling on twisty roads is nothing short of amazing and using a burst of that power to take you up a freeway on-ramp is just fine.
With the top down, the experience is even more of a blast, as long as you’re not having to deal with the hottest part of the day under that relentless Texas summer sun.
The water-cooled, double-overhead-cam rear engine has direct fuel injection, twin turbochargers, cylinder-specific anti-knock control and variable valve timing.
The base transmission is a six-speed manual with a dual-mass flywheel. All-wheel drive is standard and includes Porsche Traction Management. Also standard are antilock brakes and active suspension management.
Surprisingly, this car isn’t a gas guzzler, at least when driven at legal speeds with a tender touch on the accelerator. EPA ratings are a respectable 16 mpg city/24 highway.
The body is made of hot-dipped galvanized steel, with high-strength steel and Boron safety bolstering. But the doors and luggage-compartment lid (which is in front, like it is on my 1962 Corvair wagon) are aluminum.
There are four seats in the 911, but the rear seats don’t have much legroom and are best left to very small children (or left empty).
Standard are a full leather interior, power-adjustable front seats, bixenon headlights with leveling and washers, AM/FM/compact-disc stereo with MP3 playback and Bose Surround Sound, automatic climate control with active-carbon filter, cruise control, anti-theft alarm, three 12-volt power outlets, universal garage opener and a trip computer.
Those front seats are about as comfortable as I’ve found in a sports car, and while the ride can be harsh because of the necessary sport suspension, the car doesn’t wear you out on a long drive, particularly on smooth roads.
Most enthusiasts probably would prefer the manual gearbox, but the automatic was great for my freeway driving, and I had no complaints with it.
Other extras on my tester included Porsche Torque Vectoring ($1,320), heated front seats ($510), active (cornering) headlights ($690), ventilated seats ($800), XM satellite radio ($750), sport steering wheel with shift paddles ($490), universal audio interface for MP3 players ($440), Bluetooth phone connection ($695), and the black/sand-beige interior ($430), sand-beige seatbelts ($540) and the Porsche crest in the headrests ($285).
Frankly, though, some of those extras should have been included in the base price, as high as it is. Bluetooth and the audio interface, for instance, are standard now in many cars that cost under $20,000. And why wouldn’t the sport steering wheel with the paddle shifters be part of the automatic transmission package? And it seems kind of silly to have pay extra to advertise the Porsche brand with those logos in the headrests.
I suppose, though, that people who can pay more than $170,000 for a car aren’t going to quibble about a few add-ons.
And if you’re among the chosen few who can afford a Porsche 911 Turbo Cabriolet with all the extras, take the car and enjoy the heck out of it. I sure did, if only for a week.
The automotive columns of G. Chambers Williams III appear Friday, Saturday and Sunday in Drive. Contact him at (210) 250-3236; chambers@express-news.net.
| Jul 09 at 10:00 AM
Get your motor running - Head out on the highway.
By Michael Taylor, G. Chambers Williams III, Read Bios
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