ALL CARS BEGIN AS A CONCEPT. ON RARE OCCASIONS, THEY END AS ONE.

It began as an idea unburdened by limitations. And in the end, despite the practicality of manufacturing and the challenges of production, it remained one. Introducing the first creation from the Acura Design Studio–the ZDX four-door coupe concept. Introducing Next.

www.storemags.com & www.fantamag.com Learn more at acura.com or by calling 1-800-To-Acura. ©2010 Acura. Acura and ZDX are trademarks of Honda Motor Co., Ltd. www.storemags.com & www.fantamag.com BY 2012 everY car will Be as safe as the tucson is todaY.

www.storemags.com & www.fantamag.com Think aBOUT iT. Electronic Stability Control will be a government safety mandate on all light vehicles in 2012. But you’ll find it standard on every 2010 Tucson we build today. You’ll also find lots of other nice features included, like Bluetooth®, XM® Satellite Radio, and iPod®/USB and auxiliary input jacks, because we see industry standards as mere suggestions and build our cars to standards all our own. HyundaiTucson.com ThE all-nEw TUCSOn

www.storemags.com & www.fantamag.com Slippery road behind.

The Subaru Legacy. As carefree as winter driving can be. Symmetrical All-Wheel Drive helps you stick to the road better than the fattest of snowflakes. A Stability and Traction Control System keeps you going in the right direction. The result is a feeling that’s harder to shake than the road itself. Love. It’s what makes a Subaru, a Subaru.

Legacy.® Well-equipped at $19,995†

†MSRP excludes destination and delivery charges, tax, title and registration fees. Dealer sets actual price. Legacy 2.5i Limited pictured has an MSRP of $24,995. www.storemags.com & www.fantamag.com contents

“This concept pulls every technology we have been developing into one very emotional and sporty automobile.” —Axel Rose, mAnAgeR, peRfoRmAnce And co2, bmw gRoup rOAd tests First drives porsche boXster spYder rolls-roYce ghost 64 30 This special edition loses weight, gains power and a It coddles, cossets, yet carves corners too, courtesy Cover Story: visually striking (though fiddly) top—By Peter egan of BMW 7 Series suspension—By Matt deLorenzo 92 road test update buick regal audi s4 34 Propulsion, • A turbo Ecotec inline-4 and European DNA make • bentleY continental supersports this—shocker!—a driver’s Buick—By shaun Bailey A collective 18 angry, pressurized cylinders powering Present & Future two impressive awd performers—By the r&t staff honda accord crosstour eX-l 36 Featuring a fuel-saving V-6, available awd and looks FeAtures sure to spark water-cooler debate—By Calvin Kim Fasten your seatbelts, bmW vision efficientdYnamics 40 BMW’s wildly futuristic turbodiesel/electric is proof COLuMns because we’re in the midst that hybrid cars needn’t be dull—By Patrick Hong the road ahead 13 —By Matt deLorenzo of a revolution in propulsion 46 propulsion prognostications to b or not to b: Small car must-haves, bullet What the future holds, manufacturer by manufac- points for an up-and-coming class of frugal machines technology—vividly demon- turer, in alternative powertrains—By the r&t staff ampersand—edited by Mike Monticello hYbrid perception... 16 48 audi e-tron: Ingolstadt’s high performance electric strated by theBMW Vision A look into the hybrid buyer’s enthusiasm, mind-set sports car concept; future lightweight Murciélago and purchase considerations—By dennis simanaitis EfficientDynamics and full- side glances—By Peter egan 52 ...versus diesel & gasoline realitY 26 Real-world mpg with the Toyota Prius, Volkswagen hang up and drive: Work the wheel and pedals, electricAudi e-Tronconcepts, not the cell phone; you might save a life someday Golf diesel and Ford Fiesta—By dennis simanaitis and with us now in cars like 72 long-term test: audi r8 odYsseY, ii 82 trackside Ah, another day, another incredible racetrack. We visit formula 1 rules changes: Fuel stops go the way the Toyota Prius hybrid, New Jersey, Kentucky and Texas—By the r&t staff of sliding side skirts; and a word with J.R. Hildebrand Volkswagen Golf TDI and COMPetitiOn 88 the podium—By Marcos Ambrose 84 michelin: lessons learned! v8 superstar: Revelations and respect for increasingly efficient gasoline Sliced by the double-edged sword of competition, NASCAR, from a guy who’s driven nearly everything the French giant takes it in stride—By tim Considine B-cars like the Ford Fiesta. 94 tech tidbits—By dennis simanaitis tech star: dePArtMents This particular star is three-pointed, as Join us for a thorough look at Mercedes electrifies its Smart and hybridizes its ML 6 focal point existing technologies and the 14 revved-up 96 speed Zone—By douglas Kott 24 Your turn fast times at road & track high: Track-day stuff for safety, quicker laps and entertainment shape of powertrains 99 tech correspondence 100 road test summarY 98 countersteer—By sam Mitani to come. 102 the finish line peculiarities—the 25 hours of thunderhill: 112 ps NASA’s grueling enduro is not without its quirks

www.storemags.com & www.fantamag.com last-lap intensity Kyle Busch had a great shot at winning last year’s Coke Zero 400 at Daytona, only to tangle with winner Tony Stewart on the last lap and then get collected in dramatic fashion by Kasey Kahne in car No. 9. photo by F. peirce williams Nikon D3 1/6th at f/8.0. ISO 250. Nikkor 70-200 f2.8 lens Purchase this print (and other Focal Point images) at the Road & Track Photo Store. www.roadandtrack.com/focalpoint

www.storemags.com & www.fantamag.com www.roadandtrack.com March 2010  www.storemags.com & www.fantamag.com www.storemags.com & www.fantamag.com NO.7

ON A HUMAN LEVEL Better sound because of what you don’t hear.

How do you block undesirable sounds while still preserving those you want? It was a confounding question, to say the least. Yet an intriguing challenge that drove Infiniti engineer Mr. Daisuke Ochi to help develop the remarkable Active Noise Control system available in the all-new Infiniti M®.

Unlike typical noise-cancellation methods, he knew merely quieting the cabin with insulation wouldn’t do. Instead he sought a much more ingenious technology. And from his years of studying vibration engineering, he knew exactly where to look. “Sound is a vibration. A vibration is a wave. Waves can cancel out competing waves,” stated Mr. Ochi.

® Working with a team of audio specialists, including Bose engineers, an advanced sonic technology was devised. One that not only targets and eliminates specific sound waves, but also enhances the auditory sensation of the M’s trademark engine note.

The system does this by continuously monitoring engine RPM to identify unwanted low-frequency engine noise. Then the speakers in the doors emit opposing sound waves, effectively canceling each other out. The result is a harmonic engine note that ascends sonically for a smooth, invigorating resonance, especially appreciated at higher RPMs when merging onto highways or passing other vehicles.

In the end, you’re rewarded with the sounds you want to hear. And shielded from those you don’t. Most of all, Infiniti’s Active Noise Control system delivers a truly immersive, multi-sensory driving experience. One crafted to move you in a way no other vehicle has before.

For detailed specifications and more, visit InfinitiUSA.com. Always wear your seat belt, and please don’t drink and drive. ©2009 INFINITI.

www.storemags.com & www.fantamag.com 10 Road & TRack www.roadandtrack.com roadandtrack.com/ and more. full electrics, hybrids regarding diesels, fuelcells, is doingwhatthrough 2015 list ofwhichautomaker by thehour. Checkoutour becoming more widespread propulsion systems are decades, butalternative reigned supreme for combustion enginehas The gasoline internal- systems ProPulsion AlternAtive valued at$499.95. radar/laser detectors, each of three passport 9500ix enter for achance to winone 9500ix by Escort Win MARCH 2010 or keep itfor your collection! Pass itontoafriend... aPassport roadandtrack.com/ alternatives win † famed E-Type. for the50thanniversary ofthe Geneva Motor Show—just intime It’s now setto goondisplay atthe shape asmuchmore thanarumor. the sports-car market asthe XEtakes Jaguar isgettingready to jumpbackinto Jaguar’s Cats Getting Friskier for 2014 impression andseethephotosat: pieces fromtheISF. Getthefulldriving air suspensionsystemandafew choice for itsmoney, featuresastiffer theSport PoisedSport. togive theBMW750iarun the rolloutofitsnew 2010Lexus LS460 Lexus justkicked itintohighgearwith A LuxuriousLexusTakesontheSportsSedanKing • 2012BMW3Series • 2011Audi A7Sportback • KiaK9Concept MoreNewCarsSpied: details onthislatest car from theChrysler group. to see thefullgallery ofCharger spy shots, andto getallthe on theroad conducting rideandhandlingevaluations. Log on Our spy photographer caught the2011 DodgeCharger SRT8 EXPOSED! tS Spy o S www.storemags.com H H S o

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www.storemags.com & www.fantamag.com BY MATT DeLOReNZO » editor-in-chief

To B or Not to B

Fuel economy standards are set to tighten dramati- Fiesta sedan specifically for the U.S. market, I’m glad to see cally and soon. Automakers are looking to building more small they will also offer a 5-door. Conventional wisdom holds that cars to make their numbers. As a result, we will experience an Americans won’t buy hatchbacks but I’m convinced that they uptick in the number of B-class subcompacts not seen since the just won’t buy ugly ones. energy crises of the 1970s. Don’t skimp on the interior. People spend much more time It’s not like we haven’t been here before—think of cars like the looking at the inside of their cars than they do the outside. Not Ford Aspire, the Hyundai Excel, the Geo Metro and the Daewoo- only should the interior look great, it should offer the kind of built Pontiac Le Mans. What those cars all lacked, besides ameni- amenities that people have become accustomed to in larger ties, was staying power. They were cheap, not just in construc- cars—things like killer sound systems, Bluetooth connectivity and tion, but in conception. sat nav systems. Just They were expendable because a car is small and both manufacturers doesn’t mean it can’t be and customers treated a premium product. them that way. But that Oer engines that give logic needn’t apply to great fuel economy and this next generation of performance. Thanks to fuel sippers. sophisticated electron- Having recently par- ics and turbocharging, ticipated in a three-way the adage that noth- fuel economy run in- ing beats cubic inches volving a Toyota Prius, is obsolete. There are Volkswagen Golf TDI plenty of small-dis- and a Ford Fiesta, I placement engines, and came away with a new I’m talking in the 1.2- appreciation for the to 1.4-liter range, of- B-class entry from the fering terrific response. Blue Oval. While I was While Volkswagen is predisposed to like the nervous about selling its Golf—I’m a big fan of Polo with a 1.2-liter tur- the torque, fuel econo- bo in the U.S. because my and range from die- the displacement is so sels—I was amazed that small, my response to the Fiesta managed to “Just because a car is small doesn’t mean it that is 122 horsepower nearly match the Ger- is 122 horsepower. man car step for step, can’t be a Stay away from CVTs. while offering the same premium product.” While there are still some sort of driving dynam- manufacturers enamored ics we’ve come to expect from European hatches. Granted, the with this technology, for me, it’s a bust because of its lack of drive- Fiesta gives away some size, power and utility to the larger Golf, ability. Generally these transmissions feel rubbery and sluggish, but it will also be less expensive. while the motorboating of an engine working at a constant rpm is In building these new small cars, I believe there are a few ba- just plain annoying. Stick with 5- or 6-speed manuals and automat- sic concepts that manufacturers should keep in mind: ics or better yet, a 7-speed twin-clutch like VW has on the Polo. They must have great styling. These cars should project a fun Which leads me to the final point—make them fun to drive. personality—and that starts with a great exterior. Previous- Small cars are as much fun scooting in and out of traffic as they generation B-cars had one thing in common, almost universal are on twisty bits of tarmac. These cars should have great brakes, bad design. They were cheap boxes and drawn to look that way. good shocks and grippy rubber. In short, B cars shouldn’t be Even though the Mini is technically larger than a subcompact, bare bones cars in pursuit of the lowest possible MSRP, but nice- the design shows that small cars can have a tremendous amount ly equipped and offered at a fair price. Manufacturers should of personality. Another is the Alfa Romeo MiTo. Small doesn’t build cars not just to meet a fuel economy bogey, but also ones have to mean plain. in which they can take great pride. They may be B-class cars,

Don’t be afraid of hatchbacks. While Ford has created a 3-box but they deserve to be on everyone’s A-team.  photo Brian By Blades

www.roadandtrack.com MARCH 2010 13

www.storemags.com & www.fantamag.com President & CeO, jumPstart autOmOtive grOuP Dillon McDonald seniOr viCe President, ChieF brand OFFiCer John C. Driscoll Jr. Editorial Staff Revved-Up viCe President, editOr-in-ChieF Matt DeLorenzo For notable quotables, video links design director Richard M. Baron executive editor Patrick Hong engineering editor Dennis Simanaitis international editor Sam Mitani and general automotive shenanigans, managing editor Andrew Bornhop senior Feature editor Douglas Kott associate managing editor Cheryl Cooper Feature editor Mike Monticello detroit editor Shaun Bailey road test editor Jonathan Elfalan go to: roadandtrack.com/rev assistant road test editor Calvin Kim research editor Jane Barrett editorial assistant Donna George editors-at-Large Peter Egan, John Lamm, Joe Rusz editor emeritus Thos L. Bryant associate art director Robert W. Swif assistant art director Marla L. Santos matchbox mayhem! Photo services manager Brian Blades Photo staff Jeff Allen, Chris Cantle, Jay K. McNally, Marc Urbano You can have your chase scenes from art editor emeritus Wm A. Motta The French Connection or Ronin, our roadandtrack.com editorial director Jennifer Degtjarewsky roadandtrack.com senior Producer Amber Chunn money is on The Fastest Yellow & roadandtrack.com Producer Faith Sampson Red as the greatest ever since it Contributing editors Ian Adcock, David W. Black, Peter Bohr, Tim Considine, Adam Cooper, Tom Cotter, Bob Judd, Gordon Kirby, involves tiny die-cast cars, plastic Gordon Murray, Matthias Pfannmüller, Sam Posey, Kent Shocknek, Jim Sitz, Tim Tuttle, Paul Van Valkenburgh, Tom Wilson, Peter Wright army men and stop-motion Contributing artists Tim Barker, Héctor Luis Bergandi, Dennis Brown, Jon Dahlstrom, Ken Dallison, Alfredo De La Maria, Yoshihiro photography. Truly a modern classic. Inomoto, Hal Mayforth, Niles Nakaoka, Charles W. 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www.storemags.com & www.fantamag.com Edited by Mike Monticello

eAudi -Tr o n As car enthusiasts, players who recognize it’s when the folks from weren’t allowed to drive it output is an adequate we want to protect the important that their green Ingolstadt allowed us a much above 50 mph). Me- 313 horsepower, but it’s environment, but we also cars must also offer great brief drive in the $1 million chanically, it feels almost the whopping 501 lb.-f. don’t want to drive boring driving dynamics in addi- show car; better still, Audi ready for production. Look- of torque that gets your cars. So it’s refreshing that tion to good looks. recently announced it will ing very much like an R8, attention, ready to propel amidst the push for alter- We were pleased when build a limited production the e-Tron is powered by the car from 0 to 62 mph native energy vehicles—a Audi unveiled the e-Tron version in about two years. four synchronous electric (100 km/h) in a claimed push which seems des- electric sports car concept Despite being a show car, motors—one per wheel, 4.8 seconds and to a top tined to turn cars into mere at last year’s Frankfurt the e-Tron can get up and thus making it all-wheel speed of 125 mph. Dip into appliances—there are a few Auto Show. Further so go in a hurry (although we drive. The combined power the throttle—er, the electric

16 Road & TRack

www.storemags.com & www.fantamag.com is itthesupercar oftomorrow? the electrified R8iscool andfast. was designed to have driv- the e-Tron, tells usthecar cal project managerfor 75 mphtakes just 4.1 sec. that to gofrom 37 mphto speed. Infact, Audisays be felt atjust aboutany e-Tron’s instant torque can accelerator switch—and the Thomas Kräuter, techni- there’s little hintofthis. But indrivingthee-Tron, currently 600lb. heavier. although theconcept car is lb., similarto theR8V-10, targeted ataround 3500 the e-Tron’s curbweight is those oftheR8.Assuch, ing dynamics similarto The electricity isstored www.storemags.com range ofabout150 miles. ous usage, making for a 42.4 kW-h undercontinu- lb., iscapable ofdelivering weighs slightlyover 1000 kW-h battery pack,which aff ofthecockpit. The53- center ofthevehicle, just batteries located inthe in water-cooled lithium-ion & www.fantamag.com wireless inductive charging tigating thepossibility ofa Audi engineers are inves- time to 2.5hours. Ofnote, amp) outletcuts recharge 8 hours. A400-volt (63- can befullycharged in6to volts, 17 amps), thee-Tron household socket (230 Using astandard European www.roadandtrack.com photos By Jim fets accessed viaa touchpad screen’s various functions, system handles theLCD age/regeneration. TheMMI speed, theotherpower us- dials—one showing vehicle screen isflanked by two the instrument panel. The LCD screen inthecenter of theme, highlighted by an has afuturistic design during cornering. understeer oroversteer at each wheelto minimize optimized power output toring technology allows application oftorque-vec- 295/30-19 rear tires. The ing torque routed to the the car, withtheremain- of thetorque to helpdrive receive upto 30percent the 235/35-19 front tires normal drivingconditions, to conserve energy. Under when thewheelisturned electrically assisted only ing isviarack-and-pinion, setup attherear. Steer- wishbones, withamultilink suspension uses double inforced plastic. Thefront made ofcarbon fiber-re- the exterior panelsare (ASF) technology, and with AudiSpace Frame chassis isconstructed much alike. Thee-Tron’s flares, despite lookingso the samewidthandfender the two cars share only and alower height.Infact, base, shorter overhangs R8, dueto ashorter wheel- overall footprint thanthe with aphysical outlet. needed to connect thecar system where nocables are The interior ofthee-Tron The e-Tron hasasmaller MaRcH 2010 17 TDI, which gets 42 mpg on the highway. Neverthe- less, we are also investing in new drivetrain concepts such as the electric e-Tron to achieve the advantage we have in conventional engines with electrically driven cars in order to prepare for new customer further improving existing concept and by using high- needs. Since battery costs drivetrains, while at the tech lightweight technol- on the center console. Ad- are still very high, it makes same time looking at new ogy, driver assist systems ditionally, the Audi Car-to-x sense to come top-down concepts. It is clear that in and better aerodynamics. Communication feature with the technology. Be- the long term, cars will be These technologies will allows the e-Tron to com- cause the electric motor driven mainly electrically, more and more be seen in municate automatically makes maximum torque but until then we will see a other cars. with the road and its in- from a standstill, it offers a lot of interim solutions like frastructure based on GPS very good basis for the so- start/stop systems, hybrids ➍ Will alternative position, geographical data heAd of electroMobility called “torque vectoring.” It and plug-in hybrids. energy cars be able (grades, corners) and traf- StrAtegy At AUdi Ag also accelerates without the to o
er the same fic conditions. need for gearshifs. ➌ How much life and excitement and An initial run of 100 ➊ European carmakers improvement is allure as fossil-fuel vehicles is to begin produc- have been bullish on le for fossil-fuel- based cars? ➋ In what direction is tion at the end of 2011. no diesel technology in based cars? vehicle technology pricing has been set yet, the past; so why the For electric cars, our answer heading? although rumors peg the motivation to show We are continuing to opti- is the e-Tron. Hybrids and sticker around $200,000. an electric sports mize fuel consumption, as plug-in hybrids offer the We look forward to that car concept? As stated during Cali- shown by the A3 TDI and possibility to boost power, production Audi e-Tron, as fornia Governor [Arnold] even the 2011 A8. This is while also the ability to drive it appears to be an earnest Audi continues to improve Schwarzenegger’s press done by improvement of in purely electric mode for a effort to build an exciting today’s high-tech TDI clean conference at the L.A. Auto the engine technology but certain distance, which gives all-electric sports car for diesel and TFSI direct- Show, it’s clear there is no also, and this is becoming an exciting, almost com- driving enthusiasts. injection engines, as we “silver bullet” technology. more and more important, pletely silent and emission- —Patrick hong have shown with the A3 The emphasis has to be on by optimizing the overall free drive mode. You will

Despite some delays, Lamborghini is still hard at work on the replacement for its long-running Murciélago supercar. We’re now told we defi- nitely won’t see the car before 2012, as the Ital- ian company is apparently determined to make this the most mind-blowing Lamborghini ever. A big contribution to its anticipated other- worldly performance is a dramatic cut in weight. This will be achieved through the use of an alu- minum Audi Space Frame based on that of the R8, replacing the Murciélago’s steel chassis. Other weight savings will come via a carbon-fiber A successor to bodyshell. The body also won’t be as long, large- ly due to a significantly shorter front overhang. the Murciélago is Styling will continue the mid-engine wedge under development, theme made famous by the Countach/Diablo/ Murciélago, but the new Lamborghini will be far promising more more angular and slightly more slim-waisted performance than ever. than the current Murciélago. Expect more lines and creases; we’re told it will look as sharp and V-12, with power rumored close to 700 bhp. The weight savings and extra power light as it really is. mean we can expect performance to rival (or possibly exceed!) that of the exclusive Of course, the new flagship Lamborghini $450,000 Murciélago LP670-4 SuperVeloce. There’s also talk of a rear-drive-only will have all-wheel drive and a mid-mounted version, similar in concept to the Gallardo Balboni.—Mike Monticello photo-illustRation By laRson By photo-illustRation

18 Road & TRack

www.storemags.com & www.fantamag.com also have the ability to save fuel, shown via an onboard »Although it looks similar to the R8, the e-Tron is more compact and rides on a shorter display—this gives another wheelbase. The all-new interior reflects the forward thinking electric drivetrain. kind of excitement, as well.

➎ When will the technologies showcased in the e-Tron show up in production cars?

We plan to have a small number of e-Trons on the road by 2012. How many ultimately make it onto the road depends on the avail- ability of the necessary in- frastructure to charge (and communicate with) cars, the necessary improve- e-tron ments of the cost-benefit »ROADAnDTRACK.COM/ ratio for the electrical com- see moRe… ponents and/or possible Photos+Video legal incentives. Lexus Ls 460 sport—BMW rival?

The Lexus LS 460 is a very nice luxury sedan. level of confidence, while the 380-bhp 4.6-liter more taut, and the sport seats still need more But a threat to BMW faithful? not really. Lexus V-8 can make exiting turns a fun exercise in lateral support, but overall the LS Sport Package is out to change that with a new Sport Package power oversteer—who knew the LS chassis was ($6185 over the LS 460’s $64,680 base price) available on rear-drive LS 460s. so competent? Yes, the steering could be a bit is refreshingly competent.—MM The Sport Package consists of a stiffer air sus- pension system (a sofer version is optional on »A stiffer suspension, the regular LS), 14.8-in. Brembo front brakes from upgraded brakes and paddle the hot IS F as well as that car’s AA80E 8-speed shifters add up to an edgier paddle-shif automatic transmission. As with the Lexus flagship. IS F, this gearbox delivers thrilling throttle-blip downshifs, although different electronics help the LS shif more smoothly (the paddles are also slightly smaller). Inside, front sport seats offer im- proved lateral support. The Sport Package can be distinguished by its lower front air dam, side skirts, a dark grille and 19-in. forged-alloy wheels. Seemingly small changes add up to big dif- ferences on the road—especially if that road is curvy. Setting the suspension to Sport (the stiffest of its three modes) does away with the squish associated with the regular LS. It takes a firm set entering turns, with minimal body roll and negligible understeer, the 245/45R-19 Dunlop SP Sport Maxx summer tires offering plenty of grip. The Brembo brakes bring a high

www.roadandtrack.com MaRcH 2010 19

www.storemags.com & www.fantamag.com www.storemags.com & www.fantamag.com Around the same time BMW offcially But rumors suggest BMW is scrapping announced the redesigned 5 Series (see the current M5’s V-10, which is no longer

Ampersand, February 2010), our alert spy relevant in today’s fuel economy- and C02- photographers caught the hotted-up new conscious world. Instead, the new M5 will M version tearing around the nürburgring. use a version of the twin-turbocharged notable giveaways that this 5 Series 4.4-liter V-8 found in the new X5 M and Ford Mustang Gt 5.0— prototype was indeed an M5 include big X6 M SUVs. While those two behemoths SoMething old iS new AgAin front air intakes, huge cross-drilled brakes, put out 547 bhp, a BMW source told us large wheels and tires and, of course, the the twin-turbo V-8 engine “has the poten- The “five-oh” has returned to the Mustang, giving the requisite M quad-outlet exhaust. Seen here tial to put out far more than that.” A good 2011 GT model a welcome boost of power to better com- is a photo-illustration of how we believe guess would peg the new M5 at just under pete with the big V-8s found in the Chevrolet Camaro and the 2012 M5 will look when it hits the U.S. 600 bhp. Gearbox-wise, we were told the Dodge Challenger. Packed with 4 valves per cylinder and market around May 2011. current M5’s SMG is definitely dead (okay variable valve timing on the intake and exhaust, the GT’s not surprisingly, BMW offcials have by us), certain to be replaced by BMW’s all-aluminum 5.0-liter V-8 puts out 412 bhp and 390 lb.-f. been reluctant to talk about the new M5. twin-clutch M-DCT system.—MM of torque (versus 315 bhp and 325 lb.-f. for the 2010 4.6- liter Mustang). The new engine should put to rest rumors of a twin-turbo V-6 EcoBoost Mustang. The new V-8 has been designed to be relatively inexpen- 2012 BMW M5 sive, keeping production costs down and thus maintaining the Mustang GT’s price advantage over its competition. nevertheless, it revs to 7000 rpm while promising 25 mpg on the highway. Although peak power is made with premi- um fuel, Ford says the engine will run just fine on regular, although power will drop to about 400 bhp. The 2011 Mustang GT will also come equipped with electric-assist power steering, brake components from the Shelby GT500, improved chassis stiffiness and revised rear lower control arms. Ford isn’t letting the V-6 model amble out to pasture, either. A 305-bhp 3.7-liter Duratec V-6 with dual variable cam timing will replace the old 210-bhp 4.0-liter V-6 for the 2011 model year. not only does this all-aluminum en- gine produce 280 lb.-f. of torque, but it also weighs 41 lb. less than the current V-6. Upgrades to the V-6 Mustang’s

photo-illustRation By motoR foRecast motoR By photo-illustRation chassis should improve handling.—Shaun Bailey

rapide ride— A SportS cAr yoUr friendS And fAMily cAn AppreciAte

Aston Martin recently of- one was fooled as to what Front passengers might are coddled with luxury. tion for this exotic sedan fered us an early ride in the we really wanted to find easily confuse a Rapide It’s natural to compare the is limited to roughly 2000 2011 Rapide, codenamed out: ride quality and rear with a DB9, but rear pas- Rapide to Porsche’s Pana- units, and orders are being Vh400 for Vertical-hori- head- and leg room. And sengers will experience mera, and having ridden in taken now for spring delivery. zontal 400-series, for the although we didn’t get to something entirely new. both, I find the Rapide to Exclusivity comes at a price, purpose of evaluating actually drive the proto- Those rear seats are low, be more enveloping, and as picking up a new Rapide the car’s superb Bang & type, the seat-of-our-pants but with enough leg room more involving of the rear will set you back $199,950. Olufsen audio system. But test tells us the Rapide is a to be comfortable even for passengers in the driver’s But your friends and family as much as we care about great addition to the Aston 6-footers. And as with all experience. will most definitely appreci- fine sound systems, no Martin lineup. Astons, Rapide passengers The first year of produc- ate it.—SB

www.roadandtrack.com MaRcH 2010 21

www.storemags.com & www.fantamag.com official pHoTos: CADILLAC CTS-V COUPE It’s hard to find fault with Cadillac’s amazingly competent second-generation CTS-V super sedan. And now, two long years later, the CTS-V Coupe has arrived. As you’d expect, it was a challenge for Cadillac to improve on the sedan, so the coupe is virtually identical mechanically. That means it uses the same 556-bhp supercharged 6.2-liter V-8, also ofering a choice of 6-speed manual or 6-speed automatic transmission, along with standard Magnetic Ride Control and Brembo brakes. What separates the coupe from the sedan, however, is a sleeker, 2-in.-lower roof, a 2-in.-wider rear track and a unique center-mounted dual exhaust. The wheelbase remains the same, but the rear seat room is only for two. Despite the modest diferences between the V Coupe and V sedan, the V Coupe will likely cost a bit more and ofer slightly improved performance due to better aerodynamics.—SB

ASTON MARTIN’S DIMINUTIVE CYGNET Aston Martin’s small-car answer, the Cygnet, is coming closer to production reality. Aston recently »ROADAnDTRACK.COM/dETRoIT see moRe… released offcial photos of the Cygnet concept, which Photos+Video is based on Toyota’s iQ city car. Besides the obvi- ous exterior cues linking the Cygnet with its sportier Aston brethren (the huge grille, hood vents, side strakes and pop-out door handles), it’s interesting to see all the leather and luxury features added to the inte- rior to complete the “Aston- ization” of the iQ. Aston says the Cygnet con- cept “represents a creative, environmentally conscious solution, being small, yet with presence—and highly fuel effcient—now com- bined with the prestige of Aston Martin’s luxury brand ownership.” Aston says work is continuing on the Cygnet concept, with a hoped-for production version at some point during 2010. It will initially be o
ered to U.K. and European Aston Martin owners, at an expected price of around $32,000.—MM Into the wind tunnel MercedeS-benz e-clASS cAbrio —literally!

Mercedes-Benz gave our Engineering Editor the rare waisted, I stick out almost the elegant sweep-back, tors packaged compactly opportunity of sitting in a stationary new 2011 E-Class clown-like in the back seat not typical convertible in the header. Cabriolet while traveling virtually at 140 km/h (87 mph for of many convertibles. And, comb-over), but I could talk The new E-Cabriolet, us ’Mericans). The venue was Mercedes’ Untertürkheim wind it was punishing in the calmly with my seat mate. deemed “a convertible for tunnel; he reports: Untertürkheim tunnel at Front-seat occupants gain all seasons,” also sports I used to drive my 1958 at driver command, togeth- 87 mph, my eyes watering, even more benefit. a really impressive CD of Ford Consul Convertible with er with a screen extending head bufeted, conversa- Last, the Aircap wind- 0.28. The E-Class coupe is the top down in Cleveland between the Cabriolet’s two tion all but impossible. shield hardware is a real even better, at an astound- winters. The innovative Air- rear seats. The latter defeats As the Aircap moved into technical tour de force, ing 0.24. cap hardware found on the the inevitable back draffi; the place, though, I could feel with miniaturized actua- —Dennis Simanaitis new Mercedes-Benz E-Class former diverts the airflow the calm rising up past my Cabriolet makes such exu- into a higher arc over the chin, nose and eyes, stop- berance rather less whacko passenger compartment. ping just about mid-fore- today. An adjustable wind The efectiveness of head. A weird sensation— deflector and mesh net rise these gizmos is astound- my hair was experiencing out of the windshield header ing. Because I’m quite long 87-mph laminar flow (note

22 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com www.storemags.com & www.fantamag.com When the Smoke Clears

CatCh my drift? Many years ago, when I was It was great to read “Slide in high school, it was consid- Rules” about drifing cars ered cool to “lay rubber,” which and their capabilities (Cover these days I suppose is called Story, January 2010). One thing a “smoky burnout.” Rev the crossed my mind. I know there engine, pop the clutch, and the are going to be complaints about resulting noise and tire smoke the judging, the numbers add- were sure to attract attention ing up to a different winner and from those nearby. No doubt the always-present “What about drifing is lots of fun, and takes one to come up with the idea to (insert car not used in contest some serious skill to perform cover “drifing,” much less put here)?” For me it was great to proficiently. But it still reminds it on the cover. Although I agree times and what...drif angles, see cars that are typical road me of those old days in the high that it takes a level of control were recorded for each vehicle. handlers get the tires loose and school parking lot or in front and finesse to handle a car on But taken at face value, none still perform at top levels. I could of the local drive-in. I have to the ragged edge, I find it hard to seemed to fall into the “wow” only dream of taking some of wonder whether it really is a believe that you consider it the category like a sub 8-minute these cars and driving them at serious motorsport, or just an- most entertaining way around a lap around the Nürburgring or a 11/10ths. What I would like to other version of show biz—like racetrack. While it may be visual- new top speed recorded on the see, as the snow settles in, is a tractor pulls and monster-truck ly exciting to the spectators and Mulsanne Straight at Le Mans. similar article with some awd demonstrations. fun for the drivers, I find it really Comparing drifing to true racing vehicles doing the same in a Pete Warner does nothing to advance the true is akin to comparing professional snow-covered field. Match up the Taos, NEW MExico concept of driving perfection: to wrestling to an Olympic compe- likes of Mitsubishi Evo, Subaru What dO yOU turn the best laps that the tal- tition. Come on, R&T; let’s get STI and Audi A4. rEaLLy thiNK? ents of man (or woman) and the back on point. Sgt. torrey a. Gray, U.S. army It must have been a slow day capabilities of the machine can Powell t. Parks WashiNgToN, d.c. in the editor’s office for some- combine to accomplish. Sure, sEvEN LakEs, NoRTh caRoLiNa

ONE SizE NEvEr fitS aLL ting old) and great for a lot of climates. Maybe the “old-reliable” “active” automatic transmis- As I started reading Side other projects. standard box is the best choice sion shifer, meaning that I can’t Glances (“The Vehicle Nobody mark thomas afer all. stand leaving the car in Drive Makes,” January 2010), I soon RockviLLE, MiNNEsoTa mike vadvilavich for long, and the floor-mounted realized where Peter Egan was Los gaTos, caLifoRNia shifers I’ve driven for decades heading and I thought, “Finally, OvErhEatEd always have the lower gears to the answer to the question that Your article outlining the pros PrNd32L = PULL BaCK the rear (closer to the driver). has been haunting me for the and cons of dual-clutch gearboxes tO dOWNShift That is, PRND32L. As a result, I, past several years.” He was go- in the Mitsubishi Evo and Porsche Concerning the “To Push or and whole generations of drivers ing to reveal to the world the Cayman S (“Shifing Priorities,” Pull When Downshifing” ques- like myself, am conditioned to one vehicle that does it all! But, January 2010) brought up an tion (Sidebar, “Transmitting the pull back to downshif, so much alas, no answer was given. Just important point for track nuts Twist,” January 2010), I don’t that it’s become second nature. as there is no motorcycle that like me: the degradation of the understand why no one realizes Ken Crossner does it all, there is no car or truck operation of these transmissions the obvious. I call myself an soMERsET, NEW JERsEy that does it all. I think Peter has when they get hot. On a usual a good combination with the van 4- or 5-run track day, with each and Mustang. Mine is an SUV, session’s 30 minutes of full-bore Include your full name, city, state and daytime tele- a small utility trailer (parked in running, the last thing you need is phone number for verification. We cannot answer every inquiry and we reserve the right to edit letters. the yard waiting to be covered the transmission packing it in due Road & Track® accepts letters by Editorial contributions are considered only if guar- in snow) and a vintage muscle to heat. I’m surprised that a car õ mail at 1499 Monrovia ave., anteed exclusive. Materials are subject to Road & car. I’m getting used to pulling such as the PDK Porsche would Newport Beach, calif. 92663; Track® standard terms, and the vendor must retain a ∆ fax (949) 631-2757; the small trailer and it is quick to not provide better cooling to cope copy. Photographs should be released for publication ø e-mail [email protected]. by the source. Road & Track® is not responsible for hook up, easy to load (I’m get- with this, especially for warmer

24 Road & TRack www.roadandtrack.com

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www.storemags.com & www.fantamag.com By PEtEr EGAN » Editor-at-largE

Hang Up and Drive

Funny how small decisions can save your life, or to Barb and shouted, “Do you want to take the quick way home change it forever. or the scenic way?” For instance, when I went off to college in 1966 I had to pick She flipped up her face shield and shouted, “The scenic way!” out a dormitory at the University of Wisconsin, choosing from a So I quickly backed off the throttle and started braking for a long list of dorms. I didn’t really know one dorm from another, turn onto Union Road. As I did so, a young woman in a small so I picked Sullivan Hall. lozenge-shaped GM economy car (your guess is as good as Why? mine) glided through the stop sign on Union Road at about Well, we had good family friends named Sullivan, so I ran- 25 mph without looking our way. She was on her cellphone, domly checked the little box next to that name on the application. slouched against the door and gazing off in the other direction. And that’s how I met my future wife, Barbara. She was in Cole The timing was perfect. If I hadn’t already backed off the Hall, a women’s dorm that shared a common dining room, and throttle and started braking, she would have killed us. we met in the lunch line. If I’d checked one of the other dorm I honked my horn, but the horn on my Triumph is pathetic. It names, we’d probably never have met, and there’s a slim chance makes the same bleating sound a small sheep would make if you I might be married to some other saint by now. That, or living on poked it in the butt with a sharp stick. I hasten to say that I have skid row, drinking cheap wine and living like Charles Bukowski. never actually done this to a small sheep, but I think you can Which might improve my writing, but cause even more liver imagine the sound. damage. In any case, the horn did not penetrate either the car windows But let us now jump ahead 45 years, and watch as the fateful or the woman’s consciousness and she continued onward, with- force of small decisions raises its head once more in our lives. out ever having seen us. A few weeks ago, Barb and I were riding my Triumph Scram- This is a new phenomenon. Until the invention of the cellphone, bler on our way home from breakfast on a lovely Sunday morn- I never witnessed a presumably sober driver with so little situational ing. We were cruising down County Highway A when I turned awareness—or sense of self-preservation—that he or she would Tavis Coburn Tavis

26 Road & TRack www.roadandtrack.com

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www.storemags.com & www.fantamag.com blow a stop sign on a relatively busy county road But it’s not just cellphones that affect our navigational without even casually looking both ways. skills. An extreme reliance on GPS or MapQuest seems to Now I see it all the time. have had a similar effect on the human Strangely, that very weekend, my sister called from brain. Both are wonderful tools, especially in California to say she’d gotten a ticket from the crowded, complex urban areas, but I still see them California Highway Patrol for answering her cellphone as an adjunct to maps printed on paper. while driving. Her phone rang, she picked it up, looked In recent years, we’ve had visitors show up at out her side window and found herself staring at a our place with MapQuest directions, and they police officer. Who was staring back. He gestured usually get here without much trouble. GPS hypnotically for her to pull over, and she did. makes it easy, too, because it can rethink a route if you miss a turn Being a good brother, I tried to commiserate or find a road closed or a bridge out. The ability of GPS to recal- with my sister over this expensive ticket, but my heart wasn’t culate a route and instantly cough up a new set of directions seems in it. I felt I’d been put in the position of a parent defending a almost miraculous to a non-electrical genius (i.e., moron) like me. wayward child to the TV cameras. (“Yes, I know Duane is a se- Occasionally, however, I’ve been surprised to discover that rial killer, but he was always a good boy and he loved to feed the some of our visitors travel without paper maps of any kind, and goldfish…”) I felt bad for my sister—who normally doesn’t talk have arrived with only a vague sense of where, exactly, they are on the phone while driving (eat one lousy foot, and they call you in North America. (“Is St. Louis far from here? That’s where a cannibal)—but I was privately glad California had this law on my cousin lives.”) I’m such a map junkie that I can’t leave on a its books. And I’m amazed every state doesn’t. trip—even when armed with GPS and MapQuest—if I haven’t So what do I really think? first reviewed where I’m going on a “real” map. But then I don’t I think every state should have severe penalties for talking on really trust electronics. a cellphone while you drive, just to remove all temptation. May- In this I’m probably part of a dying breed, like Henry Ford dis- be lose your license and get your car towed, as if you were seri- trusting hydraulic brakes, but I still like the material substance of ously drunk, because you might as well be. About once a week, maps. I got back into flying again a couple of years ago and have the newspaper reveals another study showing that cellphone occasionally rented airplanes with GPS units in them. I admire users have approximately the same accident rate as drunks, so what they can do, but still travel with an opened FAA sectional why not get them all off the road? Why pick on drunks? Some chart on my lap or tucked under my right leg. I like to look, al- of them are very nice people, when sober, and mean well. ternately, at the ground and the map and pinpoint exactly where I Perhaps, as a motorcyclist, I’m extra sensitive to this problem, am, and tend to use GPS (and the venerable VOR system) as veri- but I’ve never seen an era—in 46 years of driving—where so many fication of the chart, rather than the other way around. drivers wander across centerlines, block passing lanes, mindlessly Actually, I’ve never known a pilot who didn’t constantly look tailgate or blow intersections, and these people are almost always on out the window and wonder about his or her position over the the phone when they do it. Lost in another world and driving around ground. Which is why I can’t imagine how those Northwest pi- in a deadly fog of double-tasking, like someone trying to run a table lots overshot the Twin Cities not too long ago. If they were truly saw and write a grocery list at the same time. awake—as they claim—they represent a whole new breed of My advice is to shut off the saw, write the list, and come back curiosity-free pilot, the likes of which I’ve never seen. Amateur later. Easier on the fingers. pilots like me, at least, have a constant, subliminal tape loop that On a less vitriolic note, I’ve noticed another new and slightly runs through the brain, saying over and over again, “Where am I humorous side effect of compulsive cellphone use: now…Where am I now…” Many people don’t read maps anymore or write down directions. The Northwest pilots claim (in their second version of the Last year a young journalism student asked to come out to our Truth) that they were working on their laptops and lost track of home and interview me about the magazine business. When I time. Sounds unlikely, but I suppose it’s possible. Look what tried to give directions to our house, she said, “Uh, I don’t have cellphones can do. And texting, and programming your GPS. a pencil and paper. I’ll just call you when I leave.” I was riding around this past summer with a friend who was So, of course, I had to be home when she left, as well as when simultaneously talking on his cellphone and trying to type in she arrived. a new destination on his GPS, and he almost ran a merging She got to our house in segments, calling four or five times gasoline tanker truck off the road. The trucker gave a loud angry during the two hours it took her to find our home. blast on his horn, and my friend responded by lifting his one “Okay, now I’m in a town called Edgerton. Where do I go “free” hand off the steering wheel and shaking his fist, with the from here?” phone cradled against his shoulder. Meanwhile, I braced myself “Well, you took Highway 59 about seven miles too far. You for the impact and made two large depressions in the footwell have to turn around and go back to Highway 138. Do you have with my heels. a map?” I was pretty shaken by this near miss and probably should “No.” have said something, but I held my tongue. After all, except for “If you’ve got a pencil or a pen I can give you directions.” this one minor flaw, my friend is really a great guy. “They’re in my purse. I’ll call you when I get back to High- Sort of like a few drunks I’ve known, and that serial killer, way 138…” And so on. Duane. 

“I think every state should have severe penalties for talking on a cellphone while you drive, just to remove all temptation. Maybe lose your license and get your car towed, as if you were seriously drunk, because you might as well be.”

28 Road & TRack www.roadandtrack.com

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©2010 K&N Engineering, Inc. www.storemags.com & www.fantamag.com is extremely quiet inside and yet, with the steering wheel in hand, you don’t feel separated from the task before you. looking down the massive hood ahead, it’s as if you’re seated at a finely tuned grand piano. turn-in is precise, there’s little body roll to speak of and the standard 19-in. wheels and tires offer plenty of grip. the brake pedal feel is also quite good, with a linear action that is easy to modulate. again, the car’s BMW pedigree shines through when it comes to vehicle dy- namics. and yet, when you sit in the passenger seat or in the back, the experience is eerily similar to being driven around in the Phantom. Obviously rolls- royce has its dna down pat. this is a car you can equally en- joy driving or being driven in. it is also a car in which to be

2011 Rolls-Royce Ghost seen. the unique styling, coach- style doors and in some models, The spirit moves you the two-tone paint scheme with an aluminum-colored hood By Matt Delorenzo offset from the rest of the body, are sure to draw a crowd. inside, there’s room for five, plenty of ChiChester, england— lineage gives the ghost a unique depress the accelerator. the fac- plush carpeting, supple leather Presence. it has been the call- blend of a limousine’s body with tory reports a 0–60-mph time of and wood veneer along with ing card of the rolls-royce a driver’s spirit. 4.8 seconds. top speed is elec- such classic touches as the Phantom since its introduction the motivating force behind tronically limited to 155 mph. organ-stop vent pulls and door- in 2003. Presence is also the in- this athletic drive is a 6.6-liter not only is the car swift, it is mounted umbrellas. spiration behind the Phantom’s direct-injection twin-turbo V-12 fluid in operation. the car’s steer- rolls-royce encourages cus- smaller stablemate, the rolls- making 563 bhp and 575 lb.-ft. ing is light and communicative tomers to take advantage of the royce ghost, which uses such of torque. this silky smooth and it drives much smaller than its bespoke nature of its build pro- cues as a stand-up grille and engine is mated to an equally dimensions would suggest. the cess, allowing buyers to select coach-style doors to set it apart seamless 8-speed ZF automatic ghost is easy to hustle down the the woods, paints and leathers from other luxury cars in its transmission driving the rear road quickly and yet at the same used to finish the car. a tour of class. and, of course, the car’s wheels. While the ghost tips time, it handles and rides with a the factory confirms that much cabin gives off a luxurious the scales at a robust 5445 lb., unique, almost inexplicable isola- of the car is handbuilt, although aura that comes from the finest you wouldn’t know it when you tion from the world around you. it i was disappointed to learn that woods, wools and leathers as- no longer are the radiator shells sembled with the pride of eng- »The cabin’s crafted in-house and signed by lish craftsmanship. layout may be a single artisan, but rather come the new ghost’s Phantom-like similar to the BMW from a supplier. presence derives from the car’s 7-Series’, but the along with this old-world ap- substantial dimensions. it rides materials, crafts- proach to final assembly is the on a 129.7-in. wheelbase and manship and the use of modern features such as measures 212.6 in. in overall unique coach- navigation, a high-end sound length. the car is 76.7 in. across style doors are system, adaptive cruise control the beam and stands 61.0 in. tall. all Rolls-Royce. and a nifty head-up display that even with these generous propor- in european models actually tions, it looks svelte when parked reads speed limit signs for you. beside the more senior rolls. the rolls-royce ghost will despite the similarities to the capitalize on the exclusivity Phantom, the ghost has a per- of the larger Phantom, while sonality all its own, due largely broadening the brand’s appeal to to its underpinnings, which are a slightly bigger market with an courtesy of the 7 series from MsrP of about $245,000 when parent company BMW. this it goes on sale in april.

30 Road & TRack www.roadandtrack.com

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THE REDESIGNED 2010 OUTLANDER. TAKE CONTROL. TAKE 2010 OUTLANDER. THE REDESIGNED www.storemags.com

speed reading for the road. for the reading speed Consider it a course in a course it Consider ride. The 2010 Outlander. It’s different for a reason. For more information, go to mitsubishicars.com/outlander. different for a reason. For It’s ride. The 2010 Outlander. navigation system with real-time traffi c and voice control for your MP3 player and mobile phone. phone. for your MP3 player and mobile c and voice control with real-time traffi navigation system regardless of the driving conditions. And speaking of intelligent technology, we added a 40GB HDD we added intelligent technology, driving conditions. And speaking of regardless of the So neither rain, nor snow, nor annoying DJs, nor the most frustrating traffi c snarl will keep you from enjoying the nor annoying DJs, nor the most frustrating traffi So neither rain, nor snow, drive technology so intelligent, it reads every inch of the asphalt providing enhanced performance and stability asphalt providing enhanced performance intelligent, it reads every inch of the drive technology so Take control with the world’s most sophisticated all-wheel drive system. Super All-Wheel Control. An all-wheel drive system. Super All-Wheel Control. most sophisticated all-wheel the world’s control with Take

© 2009 Mitsubishi Motors North America, Inc. PRESENTING

STARTING UNDER $19,000. WELL EQUIPPED UNDER $21,500.

Climb into the all-new Kizashi and you’ll instantly see why the press has been showering it with praise. From its French-stitched, bolstered sport seats to its available 425-watt, 10-speaker, iPod®-compatible Rockford Fosgate® audio system to its eight standard air bags to its class-leading standard horsepower to its available all-wheel-drive traction — no detail has been overlooked. Suzuki spent over a billion dollars to create the Kizashi and the fruits of our labor can best be summarized by the writers at Autoblog, who called the Kizashi “an inexpensive five-seater that can embarrass cars costing 150% as much, if not more.” We invite you to take the Kizashi for an invigorating test drive. We can assure you, it’s an automobile that’s well worth your time.

MSRP does not include tax, license, title or destination charges. Dealer prices may vary. Vehicle shown with optional equipment. iPod, Rockford Fosgate and Autoblog are registered trademarks. Engine output claim based on manufacturers’ web sites as of 12/14/09. Class defi ned as Global Insight’s® MY10 Lower Midsize segment. AWD available with CVT only. Vehicle shown upon a designated off-road trail. Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly® on public and private land. Preserve your future off-roading opportunities by showing respect for the environment, local laws and the rights of others. © American Suzuki Motor Corporation 2010. Suzuki, the “S” logo and Suzuki model names are Suzuki trademarks or ®.

www.storemags.com & www.fantamag.com  AVAILABLE AWD SuzukiAuto.com/Kizashi www.storemags.com & www.fantamag.com v tional interactive Drive Control i system (iDCs) will be made r available. it allows driver-select- D able parameters for damper stiff- ness, transmission shift points, throttle map, steering assist and stability control limits. the Buick gran sport, shown as a concept in Detroit, is close to production. Based on the opel insignia oPC, the gs features powerful Brembo brakes, a 2.0- liter turbo inline-4 tuned to an estimated 260 bhp, intelligent all-wheel drive and hyperstrut front suspension technology with 20-in. forged wheels shod with Pirelli P Zero summer tires. a drive in a european oPC made it clear that audi has competition. 2011 Buick Regal the world may not be ready for a Buick like this, but we’d love it. A European infusion of Opel brings life to the Regal as it is, the 220-bhp turbo pulls the 3600-lb. regal CXl to 60 By Shaun Bailey mph in less than 7.5 seconds. one attribute of older Buicks that has been kept is quietness. Detroit—this new regal, car with the turbo four. this is a low-sounding plastic panel. the listen carefully and the hiss of a built on the global epsilon brilliant engine that made a name tilt and telescope steering wheel spooling turbo can be heard. But platform, is identical in almost for itself in the Cobalt ss by be- allowed for a good ergonomic close the windows and it’s easy every way to the european opel ing lively and powerful, while driving position. the only thing to have a conversation at 70 mph. insignia. in fact, the first cars still offering decent economy. the seemingly out of place on the nobody to talk to? turn up the coming to the U.s. will be ger- turbo 2.0-liter suffers the loss of car was the Buick emblem—par- optional harman-Kardon audio man built and were originally only one mpg compared to the ticularly when you’re driving the system and plug into the UsB slated to be sold as the next-gen- naturally aspirated 2.4, which will turbo with the 6-speed manual. jack, or go wireless with Blue- eration saturn aura. By 2011, likely get 30 mpg on the highway. it’s not just the engine that’s tooth. all the usual technology is however, Buick regals will be the chassis of the regal is good—so is the chassis. the available, as are heated seats. it manufactured in north america, solid. From the well-bolstered steering feel is superb, with min- has been a long time since such specifically in oshawa, ontario, leather-covered driver’s seat, it’s imal torque steer effects. Under a thick-rimmed leather steering Canada. the change from insignia easy to sense this car’s european hard acceleration traction control wheel has graced a Buick. to regal entails a swapping of flair and origins. there is a no- kicks in readily, resulting in light the one remaining question badges, grille, headlamps and ticeable lack of chrome and good tugs on the steering wheel. For is price. we expect the 2.4-liter shock valving. the headlamps attention to detail with the plastic those who find this a bother, the CXl to start just under $26,000 were changed for legal reasons, parts. in my quick inspection, standard stability system can be with a loaded turbo car landing and the shocks retuned for the i found not a single hard, hol- deactivated completely. an op- near $36,000.  U.s.-market all-season tires. as a 2011 model, the top- »Although shown as a concept, the Buick Regal GS is built from existing components. We expect to line CXl will go on sale in the drive a production version later this year. Its 2.0-liter turbocharged engine will likely produce 260 bhp. spring with a 6-speed automatic and a choice of 4-cylinder en- gines: a 2.4-liter direct-injec- tion ecotec making 182 bhp or a 2.0-liter Di turbocharged powerplant rated at 220 bhp. the turbo regal will be offered a few months after the normally aspirated version, followed shortly by a 6-speed manual. on initial examination, it may not seem like there’s a lot to get excited about. Front-wheel-drive sedans in this category are com- mon: acura tsX, lincoln MKZ, Volvo s60 and audi a4. what is exciting, however, is driving the

34 Road & TRack www.roadandtrack.com

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www.storemags.com & www.fantamag.com 2010 HONDA Accord Crosstour EX-L When four doors are just not enough

BY Calvin Kim » photos BY jeff allen

Aimed primArily At bAby or the right cylinder of the front immediately you’re in a Honda revealed itself as what we hoped boomers who now have the time bank and the left cylinder of the product. there are familial ele- it would be: an Accord station to pursue activities that they’ve rear bank when in 4-cylinder ments that will resonate with wagon. it’s a solid utilitarian ve- always wanted to do, the Honda mode. during operation, we current Honda owners; the dash hicle—albeit one with question- Crosstour is a vehicle designed found the technology used to layout and steering wheel are able styling. Our eX-l test car to appeal to people looking to hide the roughness inherent to instantly recognizable. As befits was equipped with an optional move up in size from a sedan, selective-cylinder running to a car of this size, there is gener- dVd-based navigation system or move down from an SUV. be effective. Systems such as ous room for all five passengers as well as all-wheel drive. the in that regard, the Crosstour is Active Control engine mounts as well as ample cargo space. all-wheel-drive system is front simply a station wagon with (ACm) and Active Sound Con- the hatchback cargo area has biased and made the car feel 6 in. of ground clearance and trol (ASC) are used to mask small access doors just behind less nimble on the few twisty good epA fuel economy of 18 vibrations and noise. except for the rear wheel wells that reveal roads we found in rancho palos mpg city/27 highway. the green “eCO” light on the cubbyholes for odds and ends. Verdes, California, about 30 As Honda’s premium vehicle, dash, the operation is essentially Above them are metal release miles south of los Angeles. the the Crosstour eX is outfitted seamless while driving. the latches for the rear seats. the system is definitely not perfor- with a 271-bhp 3.5-liter VteC- ACm is controlled by the on- load floor can be raised to reveal mance-biased, but rather more for equipped V-6 engine with cyl- board computer to cancel vibra- a flattish cargo area. all-weather safety. We enjoyed inder deactivation, moonroof, tions from cylinder deactivation but the aspect that many of us the communicative and lively dual-zone climate control and by counteracting the vibration can’t get over is the styling. Our steering feel of the front-wheel- steering-wheel-mounted audio itself, helped in part by a rub- chief gripe lies with the lack of drive model, but felt the suspen- controls. the top-of-the-line ber-isolated front subframe. integration between the muscular sion was softer than a standard eX-l adds leather seating, meanwhile, ASC emits an out- front and soft rear ends. Never- Accord sedan’s. but then, that’s bluetooth and a more powerful of-phase signal to filter certain theless, as the adage goes, “beau- totally fine for this family sound system with a USb port frequencies through the car’s ty is in the eye of the beholder.” hauler. the eX starts at $29,670, and Xm satellite reception. both speakers. it can also accentuate thankfully, once we had a and an all-wheel-drive eX-l with trim levels can be had with an all- various engine sounds. chance to drive it, the Crosstour navigation goes for $36,220.  wheel-drive system with a central the 5-speed automatic multiplate clutch. transmission also features new the Crosstour’s cylinder de- technology for Honda, includ- activation has three modes. At ing rev-match downshifting as full power, all six cylinders fire well as a gear hold function that normally. When you’re at re- works based on the speed differ- duced loads, VteC closes both ential between the left and right intake and exhaust valves while wheels, which means the trans- the computer stops pulsing the mission won’t shift when you’re injectors on either the rear bank in the middle of the corner. of cylinders in 3-cylinder mode, On the inside, you’ll know

36 Road & TRack www.roadandtrack.com

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www.storemags.com & www.fantamag.com What Matters to You?

Today, America needs fresh leadership to lead us as a nation out of this economic crisis. Leadership must come not only from our political leaders but also from the average citizen. The exporting of American jobs is a trend that must be stopped and reversed. When I walk into my local hardware store, I typically find 85% of the goods for sale are manufactured 7,000 miles away. Recognizable American brands have been forced by shortsighted management and buyers at large national chains to build factories overseas just to save a lousy $.50 on a tape measure. To these ruthless buyers, it is all about the money. Rarely are product quality, the political system, human rights, animal rights and environmental costs to the planet considered, not to mention the cost to our society of exporting not only jobs, but an entire factory! 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 doesn’t have a job, sooner or later I won’t have a job either. For example, we used to have our All-Weather Floor Mats manufactured in England by a company that used antiquated, inefficient equipment. They made a decent floor mat for us, but we thought we could build a better floor mat for our customers using modern American technology, American raw materials and skilled American workers. So in 2007 we transferred all of our floor mat manufac- turing back to the United States. Today, we build the best fitting, highest quality automotive floor mats in the world, right here in America. Our machine shop is equipped with 17 CNC machining centers including four 4 axis mills and one 5 axis mill that produce between 30 to 50 injection and thermoforming molds per month. We have one shift of highly skilled American Journeymen toolmakers and apprentices, but our machines run 24 hours a day, 7 days a week. There is not a more efficient tool and mold making operation in the world - and guess what, it’s right here in America.

©2009 MacNeil Automotive Products Limited

www.storemags.com & www.fantamag.com 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 manufactured 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 infrastructure, and keeping the “money” in our family, a family of 300 million people from all over America. Life is simple; be good to your fellow man, be kind to animals and the environment, and place building a quality product, supporting your country and your fellow American worker before profit. And, one last thing - let’s all do our best to balance family time with work time as our children are the future of America.

Sincerely,

David MacNeil, Founder/CEO [email protected]

Specialists in Original Equipment and Aftermarket Automotive Accessories www.storemags.com & www.fantamag.com BMW Vision EfficiEntDynaMics concEpt

40 Road & TRack

www.storemags.com & www.fantamag.com The dawn of high-performance hybrids

By Patrick Hong » PHotos By Bruce Benedict

As a plug-in turbodiesel hybrid dressed in upward-pivoting doors and radical styling, BMW’s 4-seat Vision EfficientDynamics concept car is packed with technology enabling it to be both frugal on the fuel and fast on the road. Fresh from its Frankfurt Motor Show world debut last year, it arrived a few weeks later stateside to make its Los Angeles Auto Show appearance. And before it rolled into the convention center, we were able to take a closer look at this futuristic hybrid concept car, which is destined to play a large role in defining the shape of things to come.

www.roadandtrack.com MaRcH 2010 41

www.storemags.com & www.fantamag.com The Vision seamlessly blends the greenhouse and the body into one elegant work of art. Flowing contours andlayering ofvarious surfaces give theVision adynamicpresence. www.storemags.com & www.fantamag.com »Form following function can be beautiful. Note the wheel covers with blades designed to provide cooling. In profile, slender openings around the front and rear fenders, plus the wing-profile taillights, give the car an over- all drag coefficient of 0.22. Inside, the instrument panel and the seats float in space to give a sense of lightness. The Vision EfficientDynamics Concept is 181.1 in. long, 74.8 in. wide and 48.8 in. tall. It has a 2+2 seating configuration that includes 5.3 cu. ft. of luggage space. The overall curb weight is just a little over 3000 lb. The show car rides on 21-in. tires, size 195/55. Of particular interest is the innovative approach to the car’s light- weight construction. The chassis is made mostly from aluminum, with exterior skin utilizing layering technology where one surface is bonded on top of another to create a smooth skin with a minimal number of joints. The special polycarbonate glass that stretches from the base of the windshield to the rear blends seamlessly into the doors and the fenders made with similar material. The BMW- signature kidney grille has active louvers that open and close depending on the cooling needs. The sculpted air dams ahead of the front fenders and the specially designed A-pillars are intended to guide the air around and over the car efficiently with minimal resistance. Drag coefficient for the Vision is 0.22. Inside the car, complementing the Vision’s futuristic exterior styling, is a sweeping and flowing instrument panel. The seats are arranged to give passengers a floating-in-air feel. The upholstery is made with natural materials, with Kevlar used for the seats for structural support. New technologies such as a 3-dimensional head-up display and BMW night vision are included. The Vision concept is powered by three sources: two electric motors and a turbodiesel engine. The synchronous electric motor

»roadandTrack.com/VISION BUY A PRINT AND SEE MORE www.roadandtrack.com MaRcH 2010 43 PHotos + Video

www.storemags.com & www.fantamag.com »The thin rear LED lights are integrated into the body as air deflectors.

PhOTO BRIAN BY BlADES Other curvaceous elements in the rear are also designed to optimize airflow.

The huge glass scissor-door welcomes you into this space-age concept car.

www.storemags.com & www.fantamag.com in front can provide a continuous output of 80 horsepower and liver 600 amps at 3.7 volts. And when that extra passing power peak torque of 162 lb.-ft. via a 2-stage, single-speed reduction is needed, each cell can ramp up to provide 1200 amps. The gearbox. When needed, the same motor can give an additional entire battery pack weighs about 190 lb. The onboard computer 32 hp for 30 seconds, and up to 139 hp for 10 sec. for that extra keeps the lithium-polymers at optimal operating conditions by burst of power. never exceeding 80 percent of their discharge capacity (10.6 In back, the second electric motor—residing between the kW-h total) when the car is in motion. mid-mounted turbodiesel engine and BMW’s 6-speed DCT twin- Via a plug-in connector, the Vision can be fully charged in 2.5 clutch gearbox—drives the rear axle. It is rated to serve up 33 hours with a 220-volt, 16-amp outlet. A 380-volt, 21-amp power hp continuously (51 hp peak) and maximum torque of 214 lb.-ft. source can top off the batteries in as little as 44 minutes. In full Combined, the two electric motors can serve double duty, provid- electric mode, the BMW concept can travel up to 31 miles. ing not only all-wheel drive but also functioning as regenerative Supplemented by the diesel engine and its 6.6-gal. fuel tank, the powerplants to recharge the onboard lithium-polymer batteries. range is extended to approximately 430 miles. The 1.5-liter 3-cylinder diesel engine features direct injection In addition to the fuel efficiency gained by the hybrid drive and variable-intake turbocharging. It is capable of generating 163 technology, the BMW Vision is also testing a forward-looking bhp and 214 lb.-ft. of torque, with minimized fuel consumption. energy management concept where data from onboard GPS and Overall, the combined 353-bhp Vision can accelerate from a various sensors are analyzed and used to optimize energy needs. standing start to 62 mph (100 km/h) in 4.8 sec., with a top speed For example, in anticipation of higher road speed (and its greater electronically limited to 155 mph. Using the European test airflow), the cooling system power can be reduced. cycle, fuel economy is an estimated 62.6 mpg, with total CO2 No official word as to the BMW Vision or its technology reach- emissions rated at 99 g/km. ing production anytime soon. But one thing is certain: This BMW There are 98 lithium-polymer cells residing in the middle of concept proves that hybrid cars of the future can be as cool-look- the car running from front to back. Each 30 amp-hr cell can de- ing and fun to drive as any sports sedan today. 

• BMW is a luxury per- formance brand that is ➋ Where do you ➌ How much life do ➍ Will alternative- committed to providing the see the future of you think fossil- energy cars be able dynamic performance that vehicle technology? fuel-based (gasoline to oer the same our customers desire while, Near term, mid term or diesel) cars excitement and at the same time, delivering and long term? still have? allure as fossil- the fuel consumption and fuel-based cars? CO2 reductions that our We don’t believe there is a We believe that fossil- customers demand. single solution in the mid fuel-based powertrains This question is exactly why To meet both objectives term. For this reason, we are will be with us for many we developed the Vision while maintaining the types continuing to develop the gas- more years. We also believe EfficientDynamics. This manager, performance of vehicles that our custom- oline, diesel, hydrogen, hybrid that the efficiency of the concept was conceived to and co2—bmw group ers like, we needed to adopt and full electric powertrains. fossil fuel-based engines have the interior space of a strategy that delivered In the near term, we see can still be substantially a 6 Series Coupe, the per- improvements across the predictive energy manage- improved. At the moment, formance of an M3 and CO2 ➊ European carmakers entire fleet—regardless of ment to be implemented. approximately one-third of emissions below 99 grams have been more the fuel type. This meant Many of our vehicles have each gallon of fuel burned per kilometer (equivalent bullish on diesel that we needed to look at electronic systems that can in an internal combustion to 62.7 mpg). This concept technology in the every energy consumer be programmed to predict engine is turned into motive pulls every technology we past. What is the within our vehicles. the driver’s drive cycle to force. The rest is lost as have been developing into motivation to show As a result of finding maximize fuel efficiency. heat through the exhaust one very emotional and a hybrid concept? many small improvements For example, it is conceiv- and cooling system. We are sporty automobile. throughout each and every able that the car can predict actively working with NASA BMW adopted a strategy system of our vehicles, we when a driver is driving on adapting technologies ➎ How realistic are called EfficientDynamics at have been able to improve to work and can schedule used to generate power the technologies the beginning of the decade our fleet average fuel econo- charging of the battery on on deep space probes to showcased here, with the purpose of achiev- my and CO2 emissions by 27 downhill sections of the generate electricity from and when will they ing two goals: percent in eight years while route. When the driver is the exhaust heat. At the be ready for produc- also increasing the vehicle predicted to be merging moment we have several tion cars? • Ensure that BMW meets performance levels. We can onto the highway, the cool- prototypes of the system or exceeds a voluntary agree- also be proud that we were ing system could lower the on the road and we expect The technologies are very ment that all European man- the only manufacturer—even engine temperature to gen- the technology to be in realistic. In fact, many are ufacturers signed stipulating including the full range erate maximum power then the market within five adaptations of technologies a fleet wide 25-percent re- manufacturers— to achieve allow the engine to run hot- years. Our hope is that this that are production ready. duction in CO2 emissions by the 25-percent reduction ter to maximize efficiency technology will generate For example, the hybrid 2008. This task is even more agreement. In our opinion, for the less performance- all the electrical energy system driving the Vision’s difficult for a niche manufac- all the most cost-effect tech- demanding portions of needed to operate the rear wheels is similar turer like BMW because we nologies should be developed the route. vehicle systems. in concept to the mild do not produce small vehicles and implemented before hybrid system from the in large volumes. beginning to look at hybrid ActiveHybrid 7 that we technologies. just introduced.

www.roadandtrack.com MaRcH 2010 45

www.storemags.com & www.fantamag.com Propulsion Prognostications Who’s coming out with what—and when?

BY IAN ADCOCK, SHAUN BAILEY & DENNIS SIMANAITIS

C. B.

d.

E. A. » Smart electric drive, above; A. Mercedes SLS (BEV coming); B. VW Studie Up! Lite Concept (HEV); C. Hyundai Blue-Will Concept (PHEV); D. BMW Con- cept ActiveE (BEV); E. Honda P-NUT Concept (adaptable to HEV, BEV, i.c.). PROPULSION SURVEY: a SELEcTIoN oF WHaT’S coMING To THE U.S. FRoM WHoM—aNd WHEN? WE’RE LIKELY TO SEE MORE CHANGES IN automotive powertrains in the next five AutomAker 2010 2011 2012 2013 2014 2015 years than we’ve seen in the last 100. AUdI d, HEV BEV Consider: By 1910, the gasoline en- BENtLEY FF HEV? gine had pretty much won out. It fired up BMW5 d, HEV BEV2 BEV quicker than steam, traveled longer than ChRYSLER/FIAt d3, FF, HEV PHEV1 BEV? electric—and Rudolf’s diesel had yet to FISkER PHEV be commercialized for automotive use be- FORd d, FF, HEV, BEV1 BEV PHEV fore his mysterious disappearance off the GM d, FF, PHEV, FcHV1 steamer Dresden en route from Belgium hONdA/ACURA 3 2 to England in 1913. d , HEV, FcEV 3 1 3 It’s not that familiar internal combustion hYUNdAI d , FcEV , HEV is going away in the next decade. Rather, it JAGUAR d3 HEV? has already been supplemented by electric kIA d3, FcEV1 hybridization. (See elsewhere in this issue LANd ROVER d3, HEV1 for added views on this.) And—before MAzdA5 d3 , FcEV1 long—we’ll have other options of plug-in MERCEdES-BENz d, HEV, FcEV1 BEV2 BEV, FcEV hybrids, battery electrics and even hydro- MINI d3, BEV2 gen fuel cells accompanying advanced MItSUBIShI d3, BEV PHEV forms of gasoline and diesel propulsion. NISSAN/INFINItI d3, HEV, BEV1, FcEV1 BEV From whom? And when? PORSChE 3 Contributing Editor Ian Adcock queried d HEV his crowd in Europe. Detroit Editor Shaun ROLLS-ROYCE BEV? Bailey asked American carmakers. And SMARt BEV1,2 BEV Engineering Editor Dennis Simanaitis SUBARU d3, BEV1,3 d?, HEV BEV looked to Japan and Korea. SUzUkI4 d3, FcEV1,3 HEV? We didn’t expect to get exact product tESLA BEV plans. Rather, we were seeking time frames tOYOtA/LExUS d3, HEV, PHEV1, FcEV1 PHEV BEV FcEV for each of these technologies. The chart VOLkSWAGEN d, HEV BEV PHEV here collects all the prognostications we’ve VOLVO d3 BEV1 gleaned (with even some more specific key: FF is Flex Fuel E-85 capability; d, diesel; hEV, hybrid electric vehicle; PhEV, plug-in hybrid electric vehicle; lagniappes in the footnotes). BEV, battery electric vehicle; FCEV, fuel cell electric vehicle; 1demonstration fleet; 2Lease only; otherwise, produced and It’s going to be an interesting five years sold in this time frame; 3In other markets (and hence could reasonably be incorporated into U.S. fleet); 4Recent linkage with 5 indeed.  Volkswagen suggests expanded portfolio; Has seriously explored H2 internal combustion; Uncertainty indicated by “?”

46 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com www.storemags.com & www.fantamag.com Hybrids: Perception vs. Reality

Conventional wisdom calls for more hybrids, but is this our only option?

BY DENNIS SIMANAITIS » ILLUSTRATIONS BY JON DAhLSTROM

For automakers to meet the federally mandated 35.5 mpg by 2016, it has become conventional wisdom that hybrids will be key in reaching this lofty goal. However, as listed in the EPA’s Fuel Econ- omy Guide 2010, a straight averaging of new cars, pickup trucks and SUVs in the hybrid category yields only 29.2 mpg. True, the mandated average is a sales-weighted one, not simply a straight average. And hybrid cars alone are already there, at 35.6 mpg. Nevertheless, recall that the federal mandate includes all three classes, cars, pickup trucks and SUVs. An anticipated mix in 2016 would need cars averaging 42 mpg; pickups and SUVs, 26. ❖ Plus, there’s evidently a lot of hybridization yet to do. Hybrids currently constitute a tiny proportion of our total fleet. In both 2007 and 2008, they made up a scant 2.2 percent of new car sales. Their 3.6-percent market share in July 2009 was touted as the largest thus far. ❖ Is conventional wisdom at fault? Are hybrids our only option? ❖ Here, let’s discuss these issues from two perspectives: In Part 1, we’ll consider the perception of hybrids, the psychographics of hybrid ownership. Who’s buying them? And why? In Part 2, we’ll examine the reality of hybrids within the format of a varied-propulsion comparison drive. We’ll assess the on-road economies of an advanced gasoline-combustion Ford Fiesta, a hybrid Toyota Prius and an advanced diesel Volkswagen TDI.

48 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com www.roadandtrack.com MaRcH 2010 49 www.storemags.com & www.fantamag.com Hybrids Part 1:

ment of i.c. propulsion. Still other micro- hybrids exploit little more than electric start/stop and regenerative braking. Perception In this discussion, let’s assume we’re talking about full hybrids. Among pas- senger cars, these include the Ford Fu- sion Hybrid, Honda Civic Hybrid, Honda Who buys hybrids? Why are they bought? Insight, Lexus GS 450h, Lexus HS 250h, Nissan Altima Hybrid, Toyota Camry Hy- And how rational are these purchase decisions? brid and, as something of the class repre- sentative, the Toyota Prius. Plug-in hybrids, capable of renewing LET’S BEGIN WITH THE BASICS. A HYBRID i.c.’s softness off the line with the electric’s their electric charge remotely, are too ear- vehicle is propelled, directly or indirectly, instant torque. Use electricity alone in ly to address here. We won’t be seeing the by two separate means, a “heat engine” low- and moderate-speed, light-load con- Chevrolet Volt until the autumn of this (in our context, one exploiting internal ditions. Have the i.c. take on occasional year; we may see the Fisker Karma soon- combustion) and an electric motor. The recharging duties. Call on both propulsion er. The Toyota Prius Plug-In is expected in hybrid benefits from interactions of its i.c. means when required for acceleration. time as well. In general, plug-in hybrids and electric power. It exploits the strong Many of the category are full hybrids, profit from dedicated EV modes of more points of each while mitigating their in- capable of pure EV progress in some op- than a few miles, maybe even sufficient herent shortcomings. erating mode. Other mild hybrids employ range for many drivers to plug-in daily As examples, you can supplement the their electric motors merely as a supple- with no i.c. intervention whatsoever. Five Prototypical Hybrid Enthusiasts From a psychographic point of view, there are five typical hybrid purchasers. Some overlapping traits are evident. Curiously, though, these groupings are surprisingly disparate, each expressing particular attractions to hybrid ownership.

techies. These people have a sheer love of technology. They’re willing to experi- ment, even possibly to fail. Unlike the Firsties (and others we’ll see), they’re inwardly motivated. and, thus, it’s less important whether their hybrid looks the part, as long as it delivers the technical goods. Think Linux users, deeply knowledgeable and intensely compelled by the complexity of it all. Firsties. a Techie is aware of—and appreciates—the hybrid’s seamless interaction Is it really new? of gasoline engine and electric motor. Retardation is assessed by how well Then I want one! Now! the hybrid transitions from regeneration of electric energy to conventional These are the early adopt- friction braking. There’s a little touch of technical pleasure when thoughtful ers, willing to pay a sig- application of throttle extends EV mode while keeping pace with traffic. nificant premium to be the Better than most, Techies first in their neighborhood. recognize the inherent trade- These people were early into offs of conventional cars, digital cameras. They en- hybrids, plug-ins and EVs. For joyed the latest in emerging this reason, they may well buy cell phone technology. and successive enhancements of today their iPhone apps are conventional hybrids. Newer the most edgy. technologies may not be per- With perhaps only mod- ceived as necessarily better. erate technical interest, Techies delight in explain- Firsties gain real pleasure ing these subtleties to their in being pioneers, the ones friends, although the latter who show their friends the benefits of this new technology. may respond with glassy-eyed They’re largely outwardly directed in their enthusiasm. With stares when the technicalities this in mind, they expect their hybrid car to set itself apart from get really arcane. the crowd, all the more to display a pioneering spirit. Would Firsties buy another hybrid? Maybe not. There are plug-ins and pure EVs coming. and, by then, hybrids may be so 20th century.

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www.storemags.com & www.fantamag.com GREENS. EMISSIONS STANDARD1 HC/VOC 2 CO3 NOx4 These people have great Uncontrolled 10.600 84.0 4.10 respect for—and knowledge

of—the environment. In fact, LEV Low Emissions Vehicle 0.090 4.2 0.07 for some the automobile may ULEV Ultra Low Emissions Vehicle 0.055 2.1 0.07 be almost an aferthought, SULEV Super Ultra Low Emissions Vehicle 0.010 1.0 0.02 mobility they feel they need PZEV Partial Zero Emissions Vehicle 5 0.010 1.0 0.02 but don’t particularly enthuse AT-PZEV Advanced Technology-PZEV 6 0.010 1.0 0.02 over. Nevertheless, Greens 1Measured in grams/mile; 2Unburned hydrocarbons/volatile organic compounds; appreciate the hybrid as what 3 Carbon monoxide; 4Oxides of nitrogen; 5SULEV tailpipe standards, plus zero evaporative emissions, 15-year/150,000-mile warranty; 6PZEV standards, plus California regulators term an AT-PZEV, an Advanced ZEV-enabling technology. Technology Partial Zero Emissions Vehicle. Here, it’s appro- PENCIL-OUTERS. priate to alphabetize clean air, as characterized by the California Air Resources First and foremost, these people consider the economics of their mobility. Board and the federal Environmental Protection Agency. A table nearby sum- What’s the fuel economy—the real fuel economy? In the case of a hybrid, what’s marizes things, beginning with an uncontrolled car, circa 1968, and its three the payback time for its premium purchase price? And, in this figuring, don’t primary pollutants: HC, unburned hydrocarbons (aka VOCs, volatile organic forget aspects such as anticipated changes in gasoline price, maintenance and compounds); CO, carbon monoxide; and NOx, oxides of nitrogen. repair costs, potential battery replacement cost, vehicle residual values, etc., etc. LEV, Low Emissions Vehicle, describes the least stringent—i.e., the Also, they’re cognizant of political implications, energy independence, whence dirtiest—of new cars meeting California standards. Compared with pre- our petroleum. They likely recognize that we get our crude imports from, in order, controlled emissions, the most recent LEV outputs of HC, CO and NOx rep- month afer month, year afer year, these top five countries: Canada, Mexico, resent reductions of 99 percent, 95 percent and 98 percent, respectively. Saudi Arabia (occasionally swapping places into 2nd), Venezuela and Nigeria. LEV is essentially equivalent to EPA’s Tier 2 Bin 5, the average of federal Nevertheless, they’re also aware that petroleum is a world commodity, and what Tier 2 standards. These range from Bin 10 (the dirtiest federal car) to Bin happens internationally has its effects in our refueling around the corner. 1 (a zero-emissions vehicle, aka ZEV). The Volkswagen Golf TDI diesel is Are hybrid styling and differentiation important to a certified at Tier 2 Bin 5. Pencil-Outer? Only to the extent that these affect the ULEV, Ultra Low Emissions Vehicle, cuts HC and CO in half yet again bottom line: Does the car’s appearance enhance its compared with LEV; it’s EPA’s Tier 2 Bin 4 (i.e., better than Bin 5). SULEV, utility and, particularly, its resale value? Super Ultra Low Emissions Vehicle, reduces all three pollutants even more, As hybrid volumes increase, price premiums to the point that additional significant figures are needed to describe their come down. And, thus, payback times diminish percentage reductions. SULEV is equivalent to Tier 2 Bin 2. Compared with as well. Thus a Pencil-Outer may find a an uncontrolled car’s, a SULEV’s HC, CO and NOx are cut, respectively, by second hybrid purchase even more rational 99.9 percent, 98.8 percent and 99.5 percent. than the first. A factoid on this: A SULEV cleanses the air of the typical urban environment. Not unlike the Techie, the Pencil- A Partial Zero Emissions Vehicle, PZEV, meets SULEV standards on the Outer is inwardly motivated, only road, has zero evaporative emissions (i.e., no escaping fuel vapors whether in this case, it’s a matter of pock- running or not) and warranties these technologies for 15 years/150,000 etbook, not textbook. miles. Another factoid: Run a PZEV for that 150,000 miles, and you’re releasing fewer VOCs into the air than when you paint an average room. A good number of advanced gasoline i.c. cars meet PZEV standards; among them, versions of the Ford Focus, Hyundai Sonata and Volkswagen Golf. Finally, we come to Advanced Technology Partial Zero Emissions Vehi- cles. An AT-PZEV adds ZEV-enabling technology to its existing PZEV quali- ties. Full hybrids, the Toyota Prius among them, are typically AT-PZEVs; the Honda Civic GX, fueled by compressed natural gas, is another. A Green’s enthusiasm for hybrids can be both inward (“I’m comfort- able doing my part to save the planet…”) and outward (“I’d like others to know—and share—my commitment…”). THEY’RE ALL RATIONAL—AT A PRICE Each of these stereotypical hybrid en- STATEMENT MAKERS. thusiasts is willing to pay (only!) a certain Celebrities come to mind, but to some extent even ordinary folks feel that premium—and not necessarily purely in they are what they drive. Maybe hybrid ownership benefits the image of a dollars—in trading other aspects of per- professional, an engineer, an architect. Maybe it’s the ability to drive solo sonal mobility. What’s more, each may or in High Occupany Vehicle lanes. Maybe it’s just pure fashionista, yet there’s may not be an automotive enthusiast in nothing particularly faux in this either. the traditional R&T sense. Statement Makers are aware of their position within society. And, for a Add another dimension—for variety of reasons, they feel the hybrid automobile reinforces this. Being the car enthusiast specifical- largely outwardly motivated, they’d be disappointed if the car looked the ly—and you have Part 2 of our same as its non-hybrid sibling. And once hybrids become mainstream, discussion: Hybrids The Reality, Statement Makers may well move on to the Next Big Thing, be it plug- our comparison drive of three dif- ins, EVs—or even mag-lev public transportation. ferent propulsion options.—DS

www.roadandtrack.com MARCH 2010 51

www.storemags.com & www.fantamag.com Hybrids Part 2: Reality

52 Road & TRack

www.storemags.com & www.fantamag.com THE CHOICE OF CARS FOR HYBRIDS for example. At least partly on the basis father of EPA’s City Cycle. A 15.7-mile Part 2: Reality was, respectively, easy, of its newness, we opted for a Ford Fiesta. figure 8 around downtown Los Angeles, straightforward and difficult. Ours is a European version though we also the LA4 traces from where the predeces- The Toyota Prius was the easy choice. know its Mexican-sourced U.S. model is sor of California’s Air Resources Board Now in its third generation, with more coming our way very soon. Our nav/pre- had its offices. Starting at 3rd Street and than a million Toyota hybrids already pro- mium sound/sports-equipped Euro Fiesta San Pedro, it travels 3rd onto the Harbor duced, the Prius is almost a common sight would be priced at around $20,235. Freeway, south to Exposition Boulevard, on our streets and highways, at least here Other details of all three are given later in west bordering the University of South- in California where hybridization came specifications. Note, though, this isn’t a rou- ern California campus, north on Western to the U.S. fleet back in 1999. Our par- tine comparison test. In our driving we at- Avenue, then east on Olympic Boulevard ticular Prius is a Model II, out the door at tempted to see past the Fiesta’s subcompact back to San Pedro and up to 3rd. (Our ac- $23,548. It achieves this less-than-premi- sportiness, the Prius’s midsize practicality tual route differed trivially from this near um pricing by sidestepping niceties such and the Golf’s compact Euro spirit. Rather, the end because of streets that weren’t as a nav system and Bluetooth phone link- we focused on their respective advanced one-way back in the 1960s.) age. Like the other two, though, the Prius gasoline, hybrid and diesel propulsion. Last, on the third day we took our trio retains a full trip computer capable of on freeway stints at a cruise-controlled monitoring average mpg, average speed THE ROUTE— ambient 70 mph. We traveled down to and other data crucial to our task. EPA CITY/HIGHWAY PLUS San Clemente with air conditioning off The Volkswagen Golf TDI was the Our three days of adventure encom- (as it was throughout our earlier driving), straightforward choice. Now in its sixth passed a lot more variety than simply an then back with it on. generation, this iteration of the Golf is EPA City and Highway cycle. We started new to our shores. On the other hand, north from our Newport Beach offices WHAT WE MEASURED— we’ve come to know—and highly appre- onto California’s Route 1, Pacific Coast AND HOW ciate—VW’s advanced diesel technol- Highway. This begins with easy driving, We accumulated data for these stints ogy through our Jetta TDI Long-Term gets tangled into sprawl from Long Beach from each car’s on-board trip computer. car. And, for those of a historical bent, to LAX, then turns mixed—and eventu- Also—though not actually needed with this fuel-sipping trio—we did three fuel top-offs, one at the start, another in Ven- tura and a third after our travels. The lat- ter two also gave us a means of compar- ing the cars’ on-board monitoring with The real thing: an advanced gasoline-combustion our service station results. Our Shell fuel partners gave excellent Ford Fiesta, a hybrid Toyota Prius and an advanced suggestions on doing this. With each car, we put the pump’s automatic fill at its slow- diesel Volkswagen Golf TDI mix it up on more est, most gentle setting. After it clicked off, we waited 10 seconds for fuel in the tank than just EPA City and Highway to settle. Then we repeated this slowest fill for one more click. Fuel prices for our ad- venture averaged $3.00/gal. for 87 oct (the PHOTOS BY BRIAN BLADES & JEFF ALLEN Prius’s diet), $3.22/gal. for 91 oct (recom- mended for the Euro Fiesta) and $3.10/gal. for diesel. Generally, the cars’ on-board averaging gave slightly optimistic mpg readouts, though they were similarly so for all three our experience with VW diesels extends ally beautiful—up through Santa Monica cars. These on-board readouts are the data back to the late 1970s and an R&T Long- and along the ocean in Malibu. We split shown on the following pages. Term diesel Rabbit (the Golf’s name over these into three driver-swapped mpg-re- We mixed stints among our three here from time to time). Our Golf TDI corded stints, Easy Suburban, Suburban drivers, Editor-in-Chief Matt DeLorenzo, started at $21,990, though its nav, sun- Sprawl and Mixed Suburban. Assistant Road Test Editor Calvin Kim roof, bi-xenon headlights, premium sound Next, being enthusiasts after all, we and me, Engineering Editor Dennis Si- system, heated seats, headlamp washers Canyon Carved our way on famed Mul- manaitis. We agreed beforehand on an and Bluetooth—all appreciated, by the holland Drive and down Decker Can- enthusiastic but fuel-cognizant pace— way—brought it to $27,090 as-tested. yon Road returning us to PCH near Point no dicing, no hypermiling, no “pulse-and- The choice of advanced gasoline car Mugu. Though Canyon Carving was re- coast,” no extreme skip-shifting. We were was the difficult one. There are high-mpg corded as a single mpg stint, each of us each on our honor (though not uncom- variants of bread-and-butter sedans, the enjoyed each car in mini-stints through petitive about posting the best mpg dur- Chevrolet Cobalt XFE, for example. There these twisties. We then completed the first ing our particular stints). We also agreed are direct-injected gasoline powerplants day with a “Free”way stint, ending on that, as enthusiasts, we were going to residing in less fuel-frugal machinery, the Rte. 101 in Ventura. have fun on the trip, especially in the Buick LaCrosse, for instance. And there The second day, we did a Dreaded Canyon Carving. are even a goodly number of high-mpg Commute, 83 miles from Ventura into What follows are mpg and travel data enthusiast cars displaying more than a downtown Los Angeles. Then, for histori- accumulated along the way, together with little advanced hardware, the Honda Fit, cal interest, we followed the LA4, grand- stint-by-stint comments.

www.roadandtrack.com MaRcH 2010 53

www.storemags.com & www.fantamag.com EASY SuBuRBAN NEwPORT BEAcH TO LONg BEAcH 28.6 MILES 24 MPH

1 ToyoTA PrIus 57.5 mPG 2 VolkswAGEn GolF TDI 41.1 mPG 3 ForD FIEsTA 38.1 mPG

Our first segment took us along scenic Pacific Coast Highway, which in many “This is what a daily commute should be!” places is six lanes wide with more than a mile between lights. In fact, along one stretch through the north end of Hunting- ton Beach, the speed limit is 60 mph. Mid- Huntington Beach morning traffic was light and we had fun taking a couple of extra loops around the Lakewood traffic circle. Both the Golf and Fiesta felt well-planted as we orbited this � giant skidpad. We made good time along Long Beach this stretch, which lulled us into a false sense that all the legs would be this easy. Newport Beach Seal Beach

SuBuRBAN SPRAwL LONg BEAcH TO LAx 16.9 MILES 24 MPH

1 ToyoTA PrIus 66.7 mPG 2 ForD FIEsTA 43.8 mPG 3 VolkswAGEn GolF TDI 39.0 mPG

� LAX

Redondo Beach “The traffic lights sure Long Beach aren’t timed very well.”

Traffic along PCH began to build, the ment. During the driver change in Long road narrowed and the frequency of stop- Beach, several people came up wanting lights increased as we passed through to get a closer look at the Fiesta. Most Long Beach and the beach communi- notable was an older couple who not only ties south of Los Angeles International asked about its fuel economy but also Airport. This heavy stop-and-go cycle expressed enthusiasm for the car’s hatch- greatly favored the Prius, which posted its back configuration. We predict success best fuel economy of the trip on this seg- for this new Ford.

54 Road & TRack

www.storemags.com & www.fantamag.com � Santa Monica Malibu LAX mixed Suburban lax to malibu 22.9 mileS 25 mPH

1 ToyoTa Prius 62.3 mPg 2 Volkswagen golf TDi 43.1 mPg “The Fiesta is perfect for cut-and-thrust 3 forD fiesTa 42.1 mPg maneuvering in mixed traffic.” While there was plenty of stop-and-go vantage of the Golf TDI, which edged the way speeds into Malibu. This is a section action south of the airport, from Marina Fiesta by 1 mpg on this portion. Past Santa of road that has the beautiful Pacific on Del Rey to Santa Monica it was mostly Monica, things opened up on PCH again, one side and sheer cliffs on the other. No stop. This heavy idling worked to the ad- where we were able to cruise at near high- doubt, movie star sightings were possible. canyon carving mulHolland drive and environS 35.5 mileS 22 mPH

� 1 ToyoTa Prius 40.8 mPg Mulholland Drive 2 forD fiesTa 34.4 mPg 3 Volkswagen golf TDi 30.9 mPg

After lunch at Malibu’s Marmalade “The Prius can hold its own, Cafe, we diverted off PCH onto Malibu Malibu but its tires are optimized Canyon Road to Mulholland Drive and Pacific Coast Highway Decker Canyon Road. This lightly for low rolling resistance, traveled piece of two-lane gave us the opportunity to exercise our not especially grip.” trio’s drivetrains and suspensions. Both the Golf and the Fiesta were more than up to the task, thanks in no small part to their excellent manual transmis- sions, which made entertaining sport of finding the right gear for the job at hand. This kind of driving comes second nature to these European-bred hatchbacks. As for the Prius? Not so much....

“free”wayS After the sport of Canyon Carving, we rte. 1, rice road, rte. 101 returned to PCH, another stretch nestling between the ocean and cliffs. Then a short 73.3 mileS 44 mPH drive splitting farm fields brought us onto California Highway 101. At that time “ Our diesel Golf is most at 1 ToyoTa Prius 53.8 mPg of day, it was truly a “free”way and we 2 Volkswagen golf TDi 45.0 mPg paced the only moderate traffic “north” to home on extended cruises.” Ventura. (It’s actually west, but many of 3 forD fiesTa 41.5 mPg us hold the childlike belief that our Cali- fornia coastline is a north-south one.)

Pacific Coast Highway Ventura

Pt. Mugu Oxnard

www.storemags.com & www.fantamag.com Newbury Park Westlake Village North Hollywood

Ventura � Encino

“did you see that jerk cutting people offi??” Downtown Los Angeles

Radio traffic advisories suggested that DREADED cOMMuTE it was a fairly easy morning rush on the vENTuRA TO DOwNTOwN LOS ANgELES 101 (a lot of it, an expansive six lanes in each direction). “We’re either going 83.0 MILES 35 MPH 70 mph or 0 mph,” noted one of us, so it wasn’t surprising that our Dreaded Com- 1 ToyoTA PrIus 57.8 mPG mute that day averaged a relatively brisk 2 VolkswAGEn GolF TDI 47.4 mPG 35 mph. We sure were astounded by some 3 ForD FIEsTA 42.8 mPG of the bizarre driving behavior we saw— and heard: Crunch! Beeeep!

THE LA4 gRANDFATHER OF EPA cITY cYcLE 15.7 MILES 14 MPH

1 ToyoTA PrIus 50.5 mPG “Well, I’ve seen enough of 2 ForD FIEsTA 32.2 mPG 3 VolkswAGEn GolF TDI 31.6 mPG downtown driving to last

me a good while....” Olympic Blvd. �

� 3rd St. � �

� Western Ave. Los Angeles St.

�

Harbor Freeway �

Exposition Blvd. It was for historical interest that our downtown Los Angeles would mimic adventure included the LA4 city route, EPA City numbers for our trio, respec- which in a sense is grandfather of the tively, 51 mpg for the Prius, an estimated EPA City Cycle. We were curious as well 31 mpg for the Fiesta and 30 mpg for the to see just how closely this trip through Golf TDI. Not bad, we’d say.

56 Road & TRack

www.storemags.com & www.fantamag.com cruiSe control @ 70 mPH, a/c off 29.5 mileS 55 mPH

1 ToyoTa Prius 57.3 mPg 2 Volkswagen golf TDi 53.5 mPg 3 forD fiesTa 46.8 mPg

San Clemente

� � Newport Beach “On a hot day, I’d certainly trade these couple of mpg.”

cruiSe control We knew that air conditioning comes at almost entirely under the auspicies of our @ 70 mPH, a/c on a typically slight detriment to fuel econ- cars’ cruise controls. Each car settled in omy. But just how much? A jaunt on our so well that minor changes in freeway 30.6 mileS 48 mPH nearby I-405/I-5 down to San Clemente elevation brought about equally slight and back determined this. We made the bumps in mpg readouts, typically around 1 ToyoTa Prius 55.8 mPg trips in midmorning, sandwiched between 0.1–0.2 mpg. The rest of our adventure 2 Volkswagen golf TDi 49.2 mPg the a.m. crunch and seemingly before any was done with a/c off, and indeed we 3 forD fiesTa 44.4 mPg lunch breaks. In fact, conditions allowed found here that a/c employment caused us to travel at an ambient speed of 70 mph only modest hits in fuel consumption.

SO WHAT IS REALITY? AND DID WE ENJOY OURSELVES? To a great extent, reality coincided with perception: We think of hybrids as being particularly fuel-efficient, and indeed our hybrid Prius posted best mpg readings in every driving situation. Maybe even more important, though, the data suggest that the best of today’s cars are already well along toward that mandated 35.5 mpg fleet average (recall the cars’ contribution in 2016 is pegged at 42 mpg). Clearly the hybrid concept offers benefits, but conventional gasoline and diesel will play important roles as well. “Happiness is an The driving environment—easy sub- urban, suburban sprawl, urban, canyon almost empty carving, freeway cruise—obviously has profound effect. But enthusiasts needn’t freeway in »roaDanDTrack.com/realiTy worry: There’s still a lot of fun to be had midmorning.” GO Online tO at 35.5 mpg and beyond, regardless of the See tHe video technology employed to get there.  SpecificationS ford fiesta toyota prius ii Volkswagen Golf tDi triP totalS List price $17,120 $22,000 $21,990 price as tested est $20,235 $23,548 $27,090 Wheelbase 98.0 in. 106.3 in. 101.5 in. 336 mileS Length/width/height 155.5/67.8/58.3 in. 175.6/68.7/58.7 in. 165.4/70.3/58.3 in. curb weigth 2460 lb 3042 lb 2968 lb SPeedS: 0–70 mPH engine 1.6-liter dohc 16V I-4; 1.8-liter dohc 16V I-4/60-kW 2.0-liter turbodiesel 118 bhp electric; 134 bhp combined dohc 16V I-4; 140 bhp avg. SPeed: 31 mPH transmission 5M CVT 6M 0–60 mph 9.2 sec est 9.8 sec 8.8 sec 1 ToyoTa Prius 54.5 mPg epa fuel economy est 31 mpg city/39 mpg hwy 51 mpg city/48 mpg hwy 30 mpg city/41 mpg hwy emissions category1 Euro IV (considerably less AT-PZEV Tier 2 Bin 5/LEV 2 Volkswagen golf TDi 42.7 mPg stringent than Tier 2 Bin 5/LEV 3 forD fiesTa 40.8 mPg 1Our Euro Fiesta; other data are for anticipated U.S. version.

www.roadandtrack.com MARCH 2010 57

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www.storemags.com & www.fantamag.com 2011 Porsche Boxster

Hard to believe, but the Boxster line is 13 years old now. ❖ And in all that time, no one has ever had much bad to say about the car’s looks, dynamics or driving pleasure. Indeed, these cars—with their mid- engine layout and nearly perfect 50/50 weight distribu- tion—quickly developed a dedicated following after the launch of the 1997 original. ❖ With a price considerably lower than the 911’s and lines that harkened back to the lovely 550 Spyder, the Boxster tapped into a new strain of Porsche owner, who more or less said, “Now you’re talk- ing. The engine’s in the middle, where it has been on all the great Porsche race cars, and the car looks good. Also, I might actually be able to afford one…” ❖ It was a combination that worked its magic on this writer—and about half a dozen of his friends, who were all (not in- cidentally) racing formula cars or vintage sports cars at the time. ❖ Jump ahead to the present, and brand-new Boxsters are still with us, having been steadily refined and improved, with ever more power, better shifting, glass rear windows, better fuel mileage, etc. Great cars, but they’ve been around long enough, perhaps, to run the risk of being taken for granted. Why, then, not build an interest-

64 Road & TRack

www.storemags.com & www.fantamag.com More performance and less weight, for the purist with a taste for Speedster-like austerity

By Peter egan » Photos By Marc urBano

www.roadandtrack.com MaRcH 2010 65 www.storemags.com & www.fantamag.com ing new flagship variation, to stir up a of suspension upgrades. to keep the cold air and rain out. Frame little interest and bring people back into The most visible symbol of the car’s pieces are of carbon fiber, so the entire rig the showroom? weight loss program is, of course, the con- weighs less than 13 lb. And that seems to be what Porsche has vertible top. It’s a low, racy-looking can- The top—though almost diabolically done, with the new Boxster Spyder. vas-and-sticks affair that may remind some complex in its engineering—is relatively Taking a page from its own history, owners of an Army shelter half—or that simple to erect, once you’ve read the in- when American importer Max Hoffman old Speedster. Porsche stresses that the structions and practiced a few times. And suggested a stripped-down, lightweight Spyder’s first mission is pure enjoyment of you will want to practice before you get version of the 356 called the Speedster, open air driving, and that the top is merely caught at night in a thunderstorm or the old Porsche has once more committed itself there to protect you “from the glaring sun phrase “Chinese fire drill” will gain new to lightness through asceticism. The new and bad weather.” As a top should, really. currency. Or change nationality. Spyder has lost 176 lb., compared with Folded in a shallow compartment in We tried the top in all three configurations. the standard Boxster S, while gaining 10 front of the rear trunk, the 2-piece top Top down, wind flow is typically serene and horsepower (now 320 versus 310) from is composed of a flying cape-like roof pleasant. With the upper top sun fly on, it’s its 3.4-liter flat-6, along with a number and a second, snap-in rear window panel still nice and airy in the car, but without any irritating buffeting or neck blast. And with the rear window flap installed it’s quite snug, but there’s a little more wind noise than with

roadandtrack.com/ the traditional cabrio top. » boxspy One of the clever aspects of the top Buy a Print; see more… design is that the fin-like “domes” Photos+Video are tensioned by the lever action of the new, all-aluminum trunklid. This large panel, with its twin head fair- ings, is not only part of the new look of the car, but also pares away an- other 6.5 lb. »The boxster Where has the spyder’s canvas rest of that miss- 2-piece top is as much ing 176 lb. gone? a design statement as Simple omis- a covering to keep the sion is part of elements at bay. sail the secret. The panels slip over the red Spyder comes hooks (below); closing standard with trunklid pro- 2.6 gal. less fuel vides tension. capacity, no ra- dio or air con- ditioning (they can be ordered as options) and inner door handles that are simple fabric loops. But other pieces are lighter as well: The doors are aluminum skinned, side windows are shorter, the unique 10- spoke alloy wheels are lighter and the comfortable (but not rake-ad- justable) sport bucket seats alone trim 26 lb. from the car. Besides improving the power-to-weight ratio to 8.6 lb./bhp—thus making the un- optioned 2810-lb. Spyder the lightest car in the entire Porsche range—all this trimming lowers the car’s center of gravity by almost an inch, aided by a 0.79-in. drop in ride height. This has been accomplished with a new sport suspension setup that uses shorter, stiffer springs, uprated anti-roll bars and slightly harder shock absorber settings. The new wheels also have a wider offset for a small gain in track, and new, lower-pressure tires help mitigate the stiff- er suspension and improve ride quality. Pushing this lighter, lower car down the road is the torquey and glassy-smooth 3.4-liter engine, which has gained its 10

www.storemags.com & www.fantamag.com specifications 2011 © HacHette FiliPaccHi mediau.s., inc./road &track Porsche cars northamerica, 980Hammonddr., Suite 100, atlanta, Ga.30328; www.porsche.com Boxster Spyder Porsche (est $960), SportShifer (est $765), 6-disc cd cornering (est $1560), Sportchrono Pkg Plus tion (est $3110), Bi-Xenon headlamps w/dynamic Rust-through Powertrain Basic warranty Seat travel Seatback adjustment Front-seat legroom Front: Seat width Front: Head room Seating capacity Trunk space Ground clearance Height Width Length Track, f/r Wheelbase f/r % (with driver) , Weight dist Test weight Curb weight seatbelts (est $340), dest charge (est $950). universal audiointerface (est $440), Guards Red $550), rollbar painted exterior color (est $535), changer (est $650), auto. climate control (est carbon-ceramic brakes (est $8150), PcMw/Naviga system; pwr windows, mirrors &doorlocks), PccB two-piece manualsof top, keyless entry, anti-thef est$79,210 scope steering wheel,19-in.wheels,fixed spoiler, tial, sportsuspension,bucket seats, tilt/tele- Price astested inclstd equip. (limited-slip differen- Price astested List price 300-km/h speedometer, 8000-rpmtachometer, yaw control, TPMS, EBd, seatbelt pretensioners, aBS, dualfront, head &sideairbags, traction & instrumentation accommodations general data warranty coolant temp, fuellevel seatbelt force limiters Pricing safety  10 years/unlimited miles 4 years/50,000 miles 4 years/50,000 miles 7.5 in. fixed 43.0 in. 2 x16.0 in. 38.3 in. 2 9.9 cu f 4.3 in. 50.1 in. 70.9 in. 172.1 in. 58.7 in./60.5 in. 95.1 in. 805 lb 705 lb 3110 lb 2940 lb $61,200 road & trackof road the official Fuel Partner % % - Suspension Turning circle Turns, lockto lock Steering-wheel diameter Steering ratio Steering Spare tire Tires Wheels Assist type Front: Brakes Body/frame Layout * Top down. Engine rpm@60mphintop gear Final drive ratio 6th 5th 4th 3rd 2nd Recommended fuel Fuel injection Redline/limiter Torque Bhp/liter Horsepower (SAE) Compression ratio Bore xstroke Displacement Valvetrain Type/layout erRtoOealrto(Rpm)Mph Overall ratio Ratio 1st Gear Transmission: www.storemags.com chassis &body Rear: .1131: est (6850) 166* 3.15:1 0.81:1 .5137: (7500) 155 (7500) 130 (7500) 104 3.70:1 4.40:1 0.95:1 5.48:1 1.13:1 1.41:1 .5175: (7500) 76 7.59:1 1.95:1 .111.81(7500) 45 12.88:1 3.31:1 Front: MacPherson struts, lower control Rear: Front: Bridgestone Potenza RE050a Rear: Front: Rear: multilink,coil springs,tube shocks, drivetrain anti-roll bar arms, coil springs, tubeshocks, anti-roll bar engine 36.4 f 2.6 15.0 in. 15.4:1 variable power assist rack &pinion, puncture kit 265/35ZR-19 94Y 235/35ZR-19 87Y cast alloy, 19x10 cast alloy, 19x8½ 4-piston fixed calipers drilled &vented discs/ 13.8-in. carbon-ceramic 6-piston fixed calipers drilled &vented discs/ 13.8-in. carbon-ceramic doors, hood&decklid unit steel w/aluminum mid engine/rear drive vacuum, aBS premium direct 7400/7500 rpm 273 lb-f@4750 rpm 93.1 320 bhp@7200 rpm 12.5:1 97.0 x77.5 mm 3.82 x3.05 in./ 210 cuin./3436 cc timing, chaindrive dohc 4-valve/cyl, variable flat-6/longitudinal aluminum block&heads, 6-speed manual & 3.89:1 2500 www.fantamag.com

performance Location Wind Elevation Humidity Temperature Constant 70 mph Constant 50mph Maximum in1stgear Idle inneutral Fuel capacity Cruise range EPA city/highway Our driving *200-f skidpad; **700-f slalom,100-fspacing. Lateral seat support Balance Slalom speed** Balance Lateral acceleration* Swept area/ton Total swept area From 80mph From 60mph Minimum stopping distance 0–1320 f(¼mile) 0–900 f seconds 0–500 f 0–100 f Time to distance 100 130 120 60 110 40 80 50 90 MPH 30 20 70 10 0 SEC test conditions interior noise fuel economy acceleration 015 10 5 handling braking ■ calm 350 f 35% 55˚ F 14.3 gal. est 250 miles est 18/26mpg est 19.0 mpg very good mild understeer 74.6 mph mild understeer 1.02g 473 sq in. 696 sq in. f 202 112 f Irvine, california 84 dBa 82 dBa 86 dBa 63 dBa 12.8 @109.6 mph 10.1 7.0 2.7 www.roadandtrack.com 20 0–10 mph 0–20 mph 0–30 mph 0–40 mph 0–50 mph 0–60 mph 0–70 mph 0–80 mph 0–90 mph 0–100 mph 0–110 mph 0–120 mph Time to speed, sec = ¼mile 0.4 1.0 1.7 2.3 3.4 4.4 5.5 7.2 8.7 10.4 13.0 15.5 gear. Shif at redline. redline. at Shif gear. 1st in experience you’ll hop axle the acerbating ex- without wheelspin mitigate to enough just throttle the off Back clutch. the release quickly and rpm 6000 to engine rev off, PSM With predictable understeer. predictable mild, Just steering. little a apply you should wallow doesn’t the chassis while braking, full at experienced is dive little Very free. fade discs, carbon-ceramic the and with excellent is feel Brake near record performance. record and near speed precision, with responds Spyder the and right rhythm the get line, but on stay to necessary are reactions Fast tion. rota- induce to throttle lif requires cones the through get quickly To 0−60 mph *Top down. Slalom Skidpad Top speed 0−¼ mile acceleration Braking handling Test Notes: Notes: Test Test Notes: Notes: Test Test Notes: Notes: Test

74.6 mph 1.02g 166 mph* 12.8 sec 4.4 sec at a glance a at »supportive thin-shell seats shed weight; other nods to the Gods of Lightness are the lack of a sound sys- tem and a/c (basic versions of these are “no-cost adds,” however). simple nylon loops serve as door releases; unhooded gauges add more race-car ambience.

extra horsepower mostly through its new direct-injection fuel system, an “on de- mand” oil pump that doesn’t pressurize the system more than necessary and in- take tract flaps that regulate resonance for and precise engagement—even if it does power, luggage space (two reasonably the current engine speed. mean surrendering those precious tenths. large trunks), daily practicality and driv- So can you feel all these changes when Brakes—typical for Porsche—are power- ing pleasure, the Boxster is pretty much in you drive? ful and easily modulated. a class by itself. And driving this particu- Yes. The new sport suspension is still quite lar version created a bad case of “I gotta Your first trip down a winding road civilized and compliant over rough roads, get me one of these!” among several of with the new Spyder brings a renewed ac- though the full Sport setting feels best on our staff, although most admitted the stan- quaintance with the term “euphoric rush.” smoother pavement—or the racetrack. dard S model—with its effortless cabriolet The engine makes power and torque ev- Steering is sharp but natural, with a quick top—would do just fine. erywhere and accelerates to its 7400-rpm transition into corners, followed by mild Which brings up an interesting question: redline in a silky, seamless surge, with understeer. It’s a very high-grip car (1.02g Will the modern Boxster fan be se- spot-on throttle response. The car feels on the skidpad, versus 0.98g for that Box- duced by a $61,200 car with a fiddly top immediately quicker and more willing ster S) that carries momentum effortless- and optional radio and air conditioning? than any Boxster we’ve driven. And is— ly, and you have to disengage the PSM We suspect one of two things will with the exception of the PDK-equipped (Porsche Stability Management) if you happen. Buyers will order a Spyder and Boxster S we tested in our “Sunshine want things slidey and loose. Even then, then add some of that weight back with Special” feature (July 2009), whose su- there’s a reassuringly high threshold. This a few comfort options—and still find perhumanly quick-shifting double-clutch car just grips and goes, fluidly following themselves with likely the quickest (with gearbox produced 0–60 and quarter-mile the road surface. This is also evident in PDK) and best-handling Boxster ever—or times 0.3 and 0.2 seconds more fleet, the slalom, where the more svelte Spyder they’ll be drawn into the showroom and respectively, than the Spyder’s. While sliced through the cones at 74.6 mph, 2.2 then settle for the slightly more civilized the PDK 7-speed is a Spyder option, we mph quicker than the standard Boxster S. standard Boxster or S model. Hard to go found our test car’s old-school 6-speed Overall, the Spyder is a delight to drive, wrong, either way. Though the true purist manual a pleasure to use—short throws and a reminder that, for pure balance, may happily leave the car just as it is. 

68 Road & TRack www.roadandtrack.com

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A second dose of the ultimate Road & Track road and track trip

photos by chRis cantle, beRt swift and maRc uRbano

72 Road & TRack

www.storemags.com & www.fantamag.com Now, where were we? Ah, yes! Having made the cross-country journey in our long-term 2008 Audi R8, we are at the halfway mark of our 6-racetrack, 9000-mile, dream drive here in Pittsburgh, Pennsylvania. The keys have switched hands for the second time, with Feature Editor Mike Monticello now at the wheel and Editors-At-Large Peter Egan and Joe Rusz to follow. The potential perils of all this track time and miles of unfamiliar roads have failed to stop the R8 so far—wish we could say the same about the highway patrol.

www.roadandtrack.com maRch 2010 73 www.storemags.com & www.fantamag.com » © RM Sewickley Audi, just outside Pittsburgh, couldn’t have been more helpful in servicing our trusty R8. Bottom pho- to: An aluminum car in steel town (Pittsburgh), the R8 gets noticed wherever it is. PITTSBURGH, PA, TO MILLVILLE, NJ, TO FLORENCE, IN (VIA PITTSBURGH) Distance: 1046 miles by mike monticello Direct from the pages of “Convolut- ed driving routes across the U.S.,” pho- tographer Marc Urbano and I decided Pittsburgh, Pennsylvania, would be the R8 key handoff point for Detroit Editor Shaun Bailey (who was coming from Monticello Motor Club in upstate New York—see February 2010 issue). Our not-so-simple plan involved getting the Audi R8 serviced at nearby Sewickley Audi/Porsche/BMW prior to hightail- ing it to New Jersey Motorsports Park in southern New Jersey, and then back to Sewickley Audi (for new tires) before heading to Kentucky to meet Editor-at- Large Peter Egan. Luckily, the R8 makes every drive an experience, whether it’s a stint on a twisty road, a run to the gro- cery store or a trip to the dealer. Pittsburgh, which has seen a dramatic cleanup and turnaround in recent years, is far more than just the home of Urba- no’s beloved Steelers. On a trivia note, it has more bridges than any city in the world, including Venice. The Pitts- burghians loved the R8—driving around downtown, the mid-engine all-wheel- drive wonder brought traffic to a stop. Several onlookers took photos of the car, and a few folks even told us Audi stories of their own. We spent more time talking to passersby about the car than

Maps © Rand Mcnally, R.l.09-s-122 Mcnally, Rand © Maps we did taking photos of it.

www.storemags.com & www.fantamag.com New Jersey The day we were there, 35 members and 25 guests New Jersey Motorsports were on the 12-turn, 2.25-mile Thunderbolt circuit Motorsports Park (the Grand-Am Series uses a 14-turn configuration). park a perfect storm made up of two tracks and extensive It’s a fun track, although most members say the 1.9- facilities that’ll consume the track-day junkie whole. www.NJmP.com mile, 10-turn Lightning track is more thrilling, due to Thunderbolt circuit It’s sure hard to beat stumbling out of bed in the its considerably higher-speed corners. 2.25 miles, 12 turns morning from a suite overlooking the front straight But back to Thunderbolt: Its half-mile front 2 track configurations at New Jersey Motorsports Park (NJMP). With straight allowed the rumbling 420-bhp Audi R8 to Lightning circuit garages directly below, this is the kind of treatment achieve massive speed, giving its binders quite a 1.9 miles, 10 turns Formula 1 drivers might expect, but certainly not workout for Turn 1. Next, it’s on to the fun, over-a- 1 track configuration track-day buffs. rise right-hand Turn 2, followed by more elevation 135 miles from New York city NJMP is nestled just outside Millville, New gain on the straight between Turns 3 and 4. It’s easy 154 miles from Washington, d.c. Jersey. Keep those “Jersey jokes” to a minimum, to over-brake and over-turn for the right- because this rural part of southern New Jersey re- hand Turn 4, when in fact it’s best to let Thunderbolt minds us nothing of Newark, Elizabeth or Trenton. the car drif out wide lef on corner exit circuit Lightning NJMP sits on 500 acres of rolling green grass. In before cutting back to the right to set circuit addition to the Thunderbolt and Lightning road up for the sharp lef-hand Turn 5 (thanks courses and a 1.1-mile kart track, there’s a clubhouse to a member in a Porsche 911 for pointing the with a full restaurant (yes, real buildings—not line out to me). tents!), a bar, tennis courts, the aforementioned 20 But it’s the Turn 7, 8, 9, 10 complex that is tough- VIP suites and garages. Open since July 4, 2008, est to master—even in a car as forgiving as the the track has future plans that call for 180 trackside all-wheel-drive R8. Turns 7 through 9 basically form villas. But unlike with most country-club tracks, a super-long right-hander. Although everyone clips tended to understeer badly entering the tight, lef- becoming a member of NJMP doesn’t require tak- the Turn 7 apex, afer that I saw many different lines hand Turn 10, which I attribute to the hot day and ing out a second mortgage. The initiation fee is taken: Some hug the inside all the way around; a few worn front tires. Afer some quick, simple esses, the $15,000, followed by yearly dues of $2400. track out really wide, then tuck back inside at the final turn (Turn 12) can be taken flat out—if you use last second; others try hitting triple apexes…most the entire inside curb…and have some guts. are simply all over the place. The R8 was fantastic All in all, a fun day. The R8 has a great mix of exiting Turn 9, with fun power-on oversteer, but power and grip, proving itself a terrific track car despite running bone-stock. I love the shifer, with its metallic clinks as it goes through the gates. The NJMP members couldn’t have been a better group of guys to flog cars around with (not snooty in the least), and there was an interesting mix of race cars and new and old street/track cars. The NJMP staff does its best to instill a sense of family among the members—it’s clear the staffers will do everything in their power to make this track a success.—MM

»No offense to golfers, but you know © RM you’re in the “right” kind of country club when a race car sits in the lobby (left). Above, a garage full of go-karts, situated next to the 1.1-mile kart track at NJMP.

www.storemags.com & www.fantamag.com Unfortunately we left later than planned for NJMP after the R8’s 35,000-mile ser- vice and installation of new rear brake rotors and new front and rear pads (to the tune of $1999—ouch!), which meant high- way driving only, heading east on the Penn- sylvania Turnpike, arriving in Millville at 1 a.m. On the way to Kentucky, time constraints meant Interstate-only driving Florence, In, to Houston, tX again, taking I-70 west out of Pittsburgh, Distance: 1023 miles through a slice of West Virginia to Ohio, By Peter egan then down I-75 south toward Kentucky—a With three days to get our R8 to Hous- waste of the R8’s incredible back-road tal- ton for its next track date, Associate Art ents. Luckily, the R8 is a comfortable high- Director Bert Swift and I vowed to take way hauler, too, although its quick-revving all back roads through the South and shun throttle can be annoying in stop-and-go the Interstates. But first I had to pick Bert traffic; and for $133,000 as-tested, it seems up in Louisville. En route I stopped for it should come with an auxiliary jack for dinner in Madison, Indiana, a lovely old iPods. Still, it was with great reluctance historic town on the Ohio River. that I handed off the R8’s keys to Peter While I was dining, a young teenage Egan; nothing to do with his driving—I kid rode past on his bicycle. He skidded simply didn’t want to give up the R8. to a stop and spent about 5 minutes look- ing at the Audi. He took a picture with his cell phone, then made a call. A min- ute later, two other kids showed up and took pictures. Then all three sat on a park © RM bench and looked at the car for about 20 minutes. Meanwhile, 5 or 6 older couples walked by, did classic double-takes, and stopped to discuss the car. The R8 does this to people, and would for our entire trip. It is a beautiful thing »The R8 was perfectly suited to look at, and a superb car to drive. I’d to the two-lane roads going never driven an R8 until this trip, and was south from Louisville. Whether immediately impressed by how comfort- searching for the original site able and “normal” it is. The engine, for of the Henry McKenna distillery all its exotic-sounding rustle and shriek, in Fairfield, Kentucky (above left), or catching the sunset in BLUEGRASS paraphrase the Rolling Stones, the pool was in but Tennessee (right), our Audi MOTORSPORTS the patio wasn’t quite dry. Things were hopping, was consistently comfortable however, and by the time you read this the straw and entertaining. PARK and earthmoving equipment will probably be gone www.driveBluegrass.com and the place should be open for its first club event. rental business, rather than being strictly a mem­ If—as realtors tell us—location is everything, Despite the unfinished edges, we had a full bers­only facility. then Bluegrass Motorsports Park near Sparta, afernoon of lapping on what proved to be a fun It does, however, offer paying memberships Kentucky, is in a pretty good spot. Perched on 515 and interesting track. In layout and shape it has and—at the time of our visit—already had 60 sub­ acres of scenic ridge between the Ohio River and In­ elements reminiscent of both Grattan, Michigan, scribers signed up for its Performance Driving Club. terstate 71, it’s roughly equidistant from Cincinnati, and Mid­Ohio, with dips and rises, and just enough There are two levels of membership: The Upper Louisville and Lexington, Kentucky. technical challenge to keep the brain fully engaged Level costs $9900 to join, with a $300/month fee, A country setting, in other words, with three big while not seeming lethally fast or devious. An excel­ and allows the driver track access on 18 weekend cities less than an hour’s drive (or tow) away. Indian­ lent club track, for both cars and bikes. days a year, and track use any day of the week that apolis isn’t far away, either, nor is Columbus, Ohio. Events are already scheduled for the Porsche, scheduling permits. The 2.2­mile blacktop track, which was laid out by BMW and Ferrari clubs, SCCA, race team testing, An Entry Level membership is $4900 and $100 Derek Daly Designs of Indianapolis, has 150 f. of karting and motorcycle clubs and Sport Bike Track per month and gives you 6 weekend days and any elevation change, a 3200­f. front straight and a Time. In other words, BMP is partly in the track­ weekday not scheduled for some event. The track variety of compound and banked turns—17 of them, will have 20 garages built, but members will also be in all. A connector road in the center allows it to be Kentucky Bluegrass Motorsports Park able to do a condo lease and build their own more run as two separate short courses. lavish Garage Mahals if they wish. The track will When we R&T types arrived with our much­trav­ a burgeoning road course designed by derek daly set in provide ambulances, EMTs and corner workers for eled Audi R8, we learned that we would be the first a field of bluegrass—this is a good driver’s circuit. all events, and the circuit will close for the winter (other than the consortium of eight track owners) 2.20 miles, 17 turns (full circuit) between November 1 and March 1. to drive the circuit at speed. The pavement had 4 track configurations BMP is a good driver’s circuit, but—more than just been finished and the track office and lounge 42 miles from cincinnati that—it’s a nice place to be. There’s a large lake on were complete, but landscaping, paddock paving 147 miles from Indianapolis the back 40, and it’s going to have a campground, and garage construction were still in progress. To 67 miles from Louisville motorhome parking with power hookups, stables

76 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com “It was with great reluctance that I handed off the keys to Peter Egan—I simply didn’t want to give up the R8.” —Mike Monticello, Feature Editor

and horse trails. And the place even has some Interested parties may learn more information at is smooth and torquey at all speeds, ride is colorful history: The front straight covers up an old [email protected] or call 888-508-7225. taut yet supple, controls and driving posi- clandestine airstrip once used by drug-runners. The mailing address is: Bluegrass Motorsports tion are comfortable and natural, and you Another triumph for good clean fun. Park, P.O. Box 109, Sparta, Kentucky 41086.—PE can even see out of the thing. It’s a great road car. Not much trunk space, though. I picked up Bert in the morning and we immediately hit the winding back roads of Kentucky, where we searched out the little village of Fairfield and found an old bourbon distillery once owned by Bert’s ancestors, but now closed. From whis- key dynasty to car journalism: A classic

© RM

www.storemags.com & www.fantamag.com downhill trajectory of fortune. your modern city After a day of winding roads across everywhere. O, to Tennessee, we swung down into Missis- be back on those sippi, though Oxford (home of Faulkner little two-lanes in and Ol’ Miss) so I could stop at my fa- the green and shady vorite bookstore on the square, then down South. And in the R8, downshifting for » Carbon-fiber touches are found through- through Delta Blues Country, along the the city limits of a small town with a out the beautifully detailed R8, even in the levees at Clarksdale and Rosedale, across brick main street. A dream car, on the instrument panel’s binnacle. Note how the the Big Muddy into Louisiana. From perfect drive. matte finish reduces glare. At left, some there we cut diagonally across the state Tennesseans just had to take a closer look through beautiful farm and bayou country HOUSTON, TX, TO at the R8’s powerful 4.2-liter V-8, which is and finally hit an unavoidable stretch of NEWPORT BEACH, CA longitudinally mounted and easy to see. Interstate, taking I-10 into Houston. Distance: 1542 miles We hooked up with our next crew—Joe by Joe Rusz goes, often at great speed and trailing the Rusz and Chris Cantle—at a big hotel We’re in Houston and we have a prob- authoritative exhaust note reminiscent of near the airport. Concrete, overpasses, lem. Despite heeding my co-driver Bert a Trans-Am racer. The Audi’s not a racing and frontage roads, all disarranged in the Swift’s exhortation to “pack light and bring car but at the MSR Houston track where I maze that constitutes the periphery of a helmet,” the two of us stare vacuously at got to play race driver for a day, the R8 ex- the Audi R8’s Lilliputian luggage compart- hibited many racing traits including a firm,

© RM ment wondering where to put our stuff. controlled ride with a nicely balanced feel, But Swift has a plan. We’ll stash my hel- crisp, connect-the-dots turn-in, no un- met and his camera gear in the trunk and toward tendencies such as drop-throttle dump our clothes-laden gym bags behind oversteer, and a will to rev, especially on the seats where the duffels will engage in MSR’s long straights where that wonder- a sort-of “Whack-a-Mole” game that will ful V-8 could fully unwind. play out every time we switch drivers. Alas, somewhere it is written that at A mere triviality when you’re driving the end of every high-speed straightaway one of the world’s coolest sports cars, a lies an extreme braking zone that puts German exotic whose sleek silhouette even the best binders to test. At MSR, the turns heads Exorcist fashion wherever it R8 didn’t flunk, but with hundreds of hot

»Our Audi R8 at rest on a levee next to the Mississippi, in the delta region that gave rise to the blues.

© RM

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www.storemags.com & www.fantamag.com www.storemags.com & www.fantamag.com Msr HoUstoN an authorized SCCA Spec Racer dealer, the business www.mSRhouston.com also rents Spec Racers for $3000 a weekend. They do things big in the Lone Star State, home During our day-long stay at MSR Houston, I © RM of the Houston Astrodome, Reliant Stadium, Jerry logged dozens of laps at moderate speeds on what Jones’ humongous, $1.1 billion Cowboys Stadium, I consider a fast, but safe track. There are three and MSR Houston, a full-service, membership- relatively long straights, four if you count the one driven racetrack on 381 acres of recycled rice land that parallels the pit straight and has a high-speed 35 miles south of Houston. With an abundant kink known as “Gut Check.” This “straight” also supply of water from the nearby Brazos River and includes “Launch,” the circuit’s only hill. Whether laps at six racetracks and a grueling lap temperature-moderating breezes from the Gulf of driving the track counterclockwise, the more com- of the country, our test car’s brakes were Mexico, this very verdant venue looks almost like mon direction, or clockwise, this little hump’s exit ready for a refresher course once we got Ireland—only flatter and with better weather. is blind—like the dropoff segment of Laguna Seca’s back to California. Like the other tracks Road & Track visited, MSR Corkscrew. A nice mix of sweepers, doglegs and With the track day behind us, we hit the Houston operates like a country club where members tight, one-two corners brings plenty of variety to road, heading north on I-45 a bit before pay to join and play. But if you’re expecting a chunk of this 40-foot-wide track, which can be configured to tacking west along random blue highways asphalt and a couple of double-wides, then you haven’t serve as a shorter school circuit. where the Audi found its sweet spot slightly seen this impressive facility. Built in 2005, the plant Open every day except Christmas, MSR Houston north of the very generous Texas speed features a 17-turn, 2.38-mile road course with paved limit. Cruising through lush farming and runoff areas, a 0.7-mile go-kart track, a 100-acre rally cattle country and on into the oil lands of track and a 90,000-square-foot skidpad. West Texas and southeastern New Mexico, Then there are the garages, which range from we were packing heat, lots of it, as the mer- simple, one-stall affairs to spec-built, single-owner cury zoomed into the low 100s. structures with multiple bays topped with second- But not for long. As the R8’s V-8 bur- story hospitality suites, some with sleeping quarters. bled happily behind our backs, we began An 8000-square-foot race shop with chassis dyno, our westward climb through dense pine welder and other equipment supports a large Spec forests, finally arriving at a skier’s ae- Racer contingent, while providing services to the gen- rie called Cloudcroft where at 8600 feet, eral membership. Owned by member David Perkins, the temperature dropped to 56 degrees, providing a refreshing respite before our descent into Alamogordo, the city the A-bomb built. We hot-footed across the White Sands Missile Range and into Las Cruces, where with our allotted travel time running out, we opted for the quick- est way home, forgoing the scenic, moun- tainous two-lanes of southeastern New Mexico and Nevada for the mundane, mind-numbing interstates of southern Arizona and California. We hydrated, swapped lies, enjoyed the high-def view of awe-inspiring mountains and white-hot deserts and whooped collectively every

time the car’s outdoor thermometer hit a hitting all of our marks was extremely new high before finally topping out at 116 satisfying, knowing that a single accident degrees somewhere west of Gila Bend. or mechanical failure could have brought Which mattered not at all to our Audi an abrupt end to our adventure. R8, which kept its cool (and ours too), while That’s not to say our journey was free providing us with a memorable driving ex- from incident, as we encountered some perience and enough adventures to last until road debris that damaged a driveshaft and the next time someone offers us a snazzy a coolant pump, two parts that aren’t ex- exotic to roam the country in. actly cheap, especially on an exotic. The rear brakes, upon our return, were EVERY JOURNEY MUST END also a bit warped, causing some vibration Our odyssey had a bittersweet end. The felt through the chassis and brake pedal. success of returning to home base after Normally, you could have your rotors

»From the New Mexico mountains (left) and searing Arizona heat all the way back to Newport Beach, the R8 ran like a train, finally getting some rest in Bert Swift’s driveway (right). © RM

www.storemags.com & www.fantamag.com at a Glance 2008 audi R8 SUBJECTIVE RATINGS Driving Excitement      Engine      Gearbox      Steering      Brakes      Handling      Touring Comfort     Interior Styling      Exterior Styling      Ergonomics/Controls     Luggage Space   Interior Durability     Reliability    Fuel Eciency*   Ownership Cost  Based on a scale of 1 to 5, with 5 being best.

Delivered price (at 23,823 miles) $127,155 (retail price from Kelley Blue Book) Total resale value at end of test $109,430 (retail price from Kelley Blue Book) »MSR Houston’s well-appointed suites Total miles covered in test 23,375 have a living area above a private garage Average miles per gal. 16.2 and workspace on the ground floor. CoSTS, oVERAll & pER mIlE reserves 30 weekends exclusively for members who Silver and Annual with initiation fees ranging from Depreciation, 344 days $17,725 can also use the circuit during the week provided $35,000 to $2,000. The two top-level member- Gasoline 1440 gal. @ $3944 the facility has not been rented by private parties ships charge no monthly dues or daily use fees, Additional oil 4 quarts @ $28 Routine maintenance $7504 such as automobile dealers, police agencies or while the two lower memberships charge dues and Overall cost for 37,023 miles $29,201 professional racing teams. During the 22 restricted fees based on their level. Cost per mile $1.25 weekends, MSR Houston hosts about a half-dozen As part of its services, MSR Houston offers at SCCA and NASA club races, conducts driving various prices packages such as race car rides, REpAIRS & REplACEmENTS schools and hosts practice sessions for eccentric drives, and instruction using the track’s cars. Normal/routine: First service at 30k miles—oil, filter, air filter, events such as the 24 Hours of Lemons. Or, for $600, you can wring out your new front pads ($300 a pair) and rotors ($383 each), $2278 There are four tiers of own road car afer an orienta- total with labor. at 33,080 miles new tires mounted before the odyssey began (Pirelli P Zero 235/35ZR-19 and 295/30ZR- membership: Platinum, Gold, tion covering safety and car 19; ($1534 from the Tire Rack (not including tax or shipping) dynamics. About the track’s plus mounting and balance from allen Tire ($80). 35k service MSR Houston name: General Manager Al done at midpoint of the odyssey; new Pirelli tires ($1534) plus a technical track that blends fast, slow and medium Mitchell says it stands for mounting and balancing ($210) at Sewickley audi in Pa, new front brake pads, rear rotors ($336 each) and pads ($204 a speed elements marvelously. houston, the only Motor Sports Raceway pair) installed along with oil and filter, $1868 total with labor. problem is we don’t want to leave. Houston. Having seen this crown Total cost of maintenance $7504. 2.38 miles, 17 turns jewel country club racing facility, Repairs: at 25,881 miles, the key remote battery dies and the 1 track configuration I say it stands for Mighty Spectacular door lock cylinder fails at the same time. Remote battery is 36 miles from houston Racetrack. Near Houston. In Texas, where they replaced, remote is reprogrammed and the driver lock cylinder is 199 miles from austin build things big.—JR replaced. at 25,925 miles, the fuel door release lever malfunc- tions, leaving an editor stranded at a gas station. car is towed to dealership and fuel door release mechanism is repaired. at resurfaced to remedy this problem, but For our final cost per mile breakdown, 32,035 miles, front luggage latch binds, causing actuator to jam the dealer said our only option was to you’ll notice our figures are higher than sealing the trunk closed. Latches and actuator replaced. replace them. with other long-term wrapup tests. Our all parts and labor covered under warranty. R8 arrived with some Unforeseen events: at around 41,000 miles, the R8 sustained initial mileage on the road debris damage en route back to california from mSR odometer, which only houston in Texas. The driveshaf ($4233) and coolant pump slightly affected its ($1682) had to be replaced. additionally, the rear brake rotors were slightly warped afer the last track session and became a original as-tested fig- minor annoyance under braking. The R8’s rotors are too sof ure ($133,045). And to be resurfaced, so they had to be replaced. at 43,341 miles, due to the rare nature the R8 picked up a nail in a tire. Replaced both fronts with of the R8, Kelley Blue original set taken off before cross-country journey. Total cost for mounting and balancing ($40). Total cost of unforeseen Book was unable to events $5955. assess a trade-in val- ue for it, only a retail *Road & Track’s Fuel Economy Rating: price. Come to think  Less than 16 mpg of it, we couldn’t see   16 to 20 mpg ourselves trading the    21 to 25 mpg Audi R8 in for any-     26 to 30 mpg thing either!       more than 30 mpg

www.roadandtrack.com maRch 2010 81

www.storemags.com & www.fantamag.com change Tires and Go! F1 rules changes for this year ban in-race refueling By AdAm Cooper

Grand Prix racing will the weight of the fuel load first and last laps will be bigger balance change cumstances, as opposed have a fresh look this year, in the car, and the perfor- significant. Teams will than they have been used to those who only shine thanks to the ban on refu- mance of the tires over a have to compromise with to. That will benefit driv- when their car is just-so. eling during races. There short stint. Typically the setups, and drivers will ers who can adapt more The timing of the com- will still be pitstops for guys at the front of the have to cope with a much readily to changing cir- pulsory tire stop will be tires, because rules still field have been starting force drivers to use both races with 45–60 kg (ap- »With the ban on F1 prime and option com- proximately 100–130 lb.) refueling, it’s hoped that pounds during an event. of fuel on board. scary fires such as this But the way races unfold Now, once again, ev- will be a thing of the will be very different. eryone will start with past. This conflagration Since the modern era of the fuel load that will took place at Hocken- refueling began in 1994, carry them to the checker, heim in 1994, when Jos F1 has essentially been which equates to around Verstappen pitted his about sprints between 160–170 kg (350 to 375 Benetton B194-Ford. pitstops, with races usu- lb.), an amount that will As the refueling hose ally divided into three or vary by a small but crucial was removed from the four (and less frequently amount between engine car, its valve stuck open, two) segments. Race marques. causing fuel to spray strategy was all about the The difference in car everywhere and engulf photo by schlegelmilch photography schlegelmilch by photo

complex balance between behavior between the Paul Seaby in flames. photo steven by tee/lat

82 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com J.R. Hildebrand Hildebrand, the 21-year-old Indy Lights champion, recently tested a Force India F1 car at Jerez, Spain, an opportunity that could have landed him the team’s primary test driver role. Although his only run on sof tires was hampered by electronic problems, the Sausalito, California, resident nevertheless finished 10th quickest out of 16 driv- ers at the test. Here’s what this graduate of the Team USA Scholarship program has to say about the experience.—Andrew Bornhop We understand you earned this test stuff. Having said that, by doing well on Force India’s simulator the toughest thing for me in England. How close to reality is a was just adjusting to the attitude modern F1 simulator? of the car through the slower corners and the ap- I’d say that it’s as realistic as you can get without proach that it seemed to require. The bigger and feeling the g-forces of the car. It reacts and behaves sofer sidewall tires that most European formulas like a real car. The steering weight and feel are quite use makes for a much different feel and behavior good, and the visuals of the track and car are very through the corner than what I’ve gotten used to accurate. I would, however, say that the forces you in the States.

actually undergo in the car make the experience at sutton-images.com By photo the track a bit more intensive. Was this a real shot at the test driver role for Force India? You finished 10th out of 16 on the charts. I do believe it was. Everyone took it very seriously Are you satisfied with the results? and we went through a pretty realistic testing Satisfied with the time sheets? Not particularly. program when in the car. I’d have to say that I didn’t Satisfied with how things were really going? Ab- really look at it in a competitive way, but took it very solutely. On every run that I would have been able seriously as an opportunity to learn and be chal- to put in a competitive lap—so we’re talking lower lenged in a totally different way. I had never driven fuel, new tire runs—I was either in a conservative an F1 car, never been to the circuit before, and have engine setting by mistake or caught out by stop- only brief experience in similarly handling cars so pages on the circuit. So while it was frustrating that my learning curve was particularly steep and I knew the times weren’t there, it was quite apparent that that. Like I said before, I was pretty pumped that they weren’t representative of the speed we actu- we were actually really quick regardless of the fact ally had. I went into the test with a particular goal that it unfortunately didn’t show up on the sheets. of coming to grips with what the car was capable of at high speeds because I figured that that would In retrospect, what might totally flexible, as fuel is empty tanks, with fuel be a pretty limiting factor if I couldn’t. And that you have done differently in Jerez? not an issue—in theory no longer an issue on we could see stops any- Saturdays. The fact that became an area in which I was particularly strong Well, for one, I’d have made sure that I was in all where between the end the cars will always be a during the test, so I was really quite satisfied with it the right settings before going for the big times! In of the first and start of similar weight won’t help all. I had a great time working with the team; they hindsight, I think I could have tried some different the last laps. There will overtaking, but purists were incredibly helpful through everything. things to manage the way the car handled at corner be weekends where one are hoping that since compound is favored and drivers know that they entry, or maybe been more adamant about needing drivers will use up the can’t wait to leapfrog a What’s the toughest part of some changes because that was an area that was “problem” tire as soon rival at a stop, they will driving a modern Grand Prix car? limiting with how I wanted to drive the car. as they can, and others be forced to find their Initially, it’s just getting used to what the car is where they might want own way by. That’s the to put it on late, when the theory, anyway… actually capable of doing. It’s almost mind-bending fuel load is lighter and The change will also at first how deep you can go into the corners and there’s less stress on it. put a renewed focus on how little you have to slow for the high-speed Managing the tires when pit crews. Hitherto the the car is ultraheavy will driver has had to wait clearly be crucial. for the fuel hose—the One major plus? Quali- determining factor in stop fying goes back to days time. Now it’s going to be of pure speed on nearly change tires and go.  photo By sutton-images.com By photo

MARCH 2010 83

www.storemags.com & www.fantamag.com For more than 100 years, Michelin has used motorsport as its best proving ground

By Tim Considine phoTos By RiChaRd dole

84 Road & TRack

www.storemags.com & www.fantamag.com This is the second in a series of looks at the competition programs of major tire com- ing minutes for each of the many inevitable panies, why they have chosen the type of racing they support, the special challenges tire changes, this was a huge contribution they face, and their solutions. And how, ultimately, the lessons learned on the racetrack to Renault’s victory in the first Grand Prix. greatly influence the design of those four postcard-size patches of rubber on our own In 1946, Michelin pioneered radial tires, cars, whose effect on acceleration, braking and handling cannot be overestimated. and proving technology goes both ways, brought a competition version to Formula 1 There’s no question about Michelin’s largest or second largest in worldwide on the 1978 turbocharged Renaults. Radial nationality. Its official name is the Mi­ tire sales, just ahead of or behind Bridge­ tires are nearly ubiquitous now, both on the chelin Tire Manufacturing Company of stone. Its first patent, granted in 1891, road and in most forms of racing. France. Incorporated in 1888, Michelin was for a removable pneumatic tire. While Goodyear has the most Formula is among the oldest tire companies in Michelin brought game­changing innova­ 1 wins of any tire company, when Mi­ the world and remains, depending on the tion to motor racing as early as 1906, with chelin went head to head with them from month and method of measure, either the the introduction of detachable rims—sav­ 1978–1984, the French company won 59

www.roadandtrack.com MaRcH 2010 85

www.storemags.com & www.fantamag.com times versus Goodyear’s 48. And during »For a French company such as Michelin, Michelin’s most recent F1 term, 2001– the 24 Hours of Le Mans is especially 2006, Bridgestone did win more in the meaningful, a chance to show off its early years, but it must be said that this technical prowess in front of a home was due in great part to the one­for­the­ crowd. Matthieu Bonardel, right, over- ages combination of Michael Schumach­ sees the company’s car racing program, er, Ross Brawn and Ferrari. And regard­ which, among other things, supported less, in its final two years in F1, Michelin 41 of the 55 cars that raced at Le Mans outscored Bridgestone 27 victories to 10. in 2009, including the winning Peugeot “I think the fight we had in Formula 908 HDi of David Brabham, Marc Gene

1,” says Michelin’s Global Four­wheel and Alexander Wurz, below. photo the By author Competition Manager Matthieu Bonardel, “was one of the most exciting, not only for us but for the viewers. It pushed us and pushed Bridgestone to our limits. That’s what makes motorsport interesting. If you defeat a strong opponent, it’s excit­ ing. But it’s also so important to compare technologies.” Indeed, when the FIA announced that F1 would use a spec tire and encourage tire changes at pitstops for 2007, Michelin lost interest and declined to submit a bid. Similarly, the French company withdrew from World Rally when it became a one­ tire make series. In fact, today, Michelin is the only major tire company whose primary motor racing involvement is in a non­spec, open­competition environment. As it happens, that is at the pinnacle of sports­car endurance racing, the 24 Hours of Le Mans and the European and U.S. endurance series, the LMS and ALMS (American Le Mans Series), run to much the same rules. Why? Michelin is in racing. First, the technolog­ chelin’s motor racing involvement is inter­ “Because we want to be involved with ical image, showing the performance and nal; the people in the company take pride carmakers,” says Bonardel. “They brought endurance of their tires—and how that in their brand, their company. They follow us here in the past and again in the ’90s. impacts race results. Second, the close the racing, he says, and feel a part of it. And we realized that this was a sport relationships forged with manufacturers, “But the main reason we race,” Bo­ matching 100 percent of the values of our not the typical customer­supplier relation­ nardel admits, “is because we can’t stop product—performance, longevity, consis­ ship, but that of partners. The experience wanting to know how the tire works, the tency. Because it’s about being quick, but with Corvette is a perfect example. physics of the tire, how it works with dif­ for 24 hours, or 12 hours at Sebring, or One of the great teams in racing, Cor­ ferent cars’ suspensions, how to push the 10 hours at Petit Le Mans, or for 1000 vette had always struggled against Mi­ limits further, whether for consistency, km (621.4 miles) in the European races. chelin­equipped adversaries and mar­ mileage or grip. It’s a constant struggle to It’s about being the best, but not giving up veled at their ability to double­stint before learn about what we don’t know.” consistency or reliability. And that’s the changing tires. In 2004, Corvette switched At Le Mans, the most prestigious road same challenge we have for our tires. More and immediately the benefits were felt— race in the world, the opportunity to learn than any other kind of motorsport, that is and not just with longevity. on the extremely high­speed combination part of the Le Mans spirit. It perfectly fits “I can’t tell you what a difference of public roads and closed­course racetrack us from a technological point of view, from they’ve made,” enthused factory Corvette is immense. This year, Michelin supplied a marketing point of view and what we try driver Johnny O’Connell at Le Mans that tires for 41 of the 55 cars entered. That’s to do with our day­to­day products.” year, “we are so hooked up.” Teammate three different “Dry” solutions and two A big part of the challenge in sports car Jan Magnussen agreed, saying the Mi­ “Wet” solutions for each class (and differ­ racing is that there are multiple classes of chelins were worth 4 seconds a lap at Se­ ent sizes in GT), plus qualifying tires for cars that run at Le Mans and at LMS and bring. Corvette won their class at Le Mans the LMP1 prototypes. In all, at Le Mans, ALMS races, two classes of high­tech in ’04 and three of the next five years, and Michelin­shod cars racked up over 100,000 all­out racing machines—the spectacular the close “technical partnership” with Mi­ miles during the race. Audi, Peugeot, and Aston Martin LMP1 chelin thrives today. Lee Willard, the Mi­ “It’s like a fantastic lab. With great driv­ cars, and the smaller Porsche, Acura and chelin engineer embedded with Corvette ers, great cars and great teams, you are Mazda LMP2 prototypes—plus three Racing, not only did the tires for the ZR1­ able to produce a great result, a much classes of sports cars including Corvette, derived C6.R GT2 racer, but developed clearer and better result than a computer Viper, Saleen, Aston Martin, Porsche, the special OEM Michelin Pilot Sport PS2 or your own testing will tell you,” adds Ferrari and BMW GTs. ZP for the Corvette ZR1 road car. Bonardel. “The tires we make are pushed Bonardel reels off four reasons why Bonardel says the third reason for Mi­ to their extreme limits, to the edge. By

86 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com »When the Corvette team switched to Michelin in 2004, the drivers were able to lap faster, and double-stint when needed. A close relationship exists between Michelin and the Corvette team.

ingly, the inaugural Green X Challenge winners at Sebring were the overall race winner, Audi’s low­sulfur diesel­ powered R15 TDI (which set new distance and speed records), and Cor­ vette’s GT1 class­ winning cellulosic E85 ethanol­fueled C6.R, proving, as developing such extreme tires, we learn able mobility events, so it is particularly noted by Michelin Motorsports Manager what the key is to create grip and try to fitting that Michelin’s economical and Silvia Mammone, that fast and green are control the tradeoff. And when we are suc­ environmental initiatives now extend into not mutually exclusive. Great technology cessful, we then know how to do that for motor racing. An ambitious example is and innovation can produce both. road cars, from the lowest horsepower cars the Michelin Green X Challenge intro­ Advancements in tire technology, cer­ to Corvettes. Racing is the way we extend duced at Sebring this year and featured at tainly among the most dramatic and mean­ the potential of tires so we can make a every ALMS race. ingful in automotive progress, seldom get better compromise and include the major Created in partnership with the Environ­ the notice or appreciation they deserve. characteristics required in road car use, but mental Protection Agency, the Department The truth is, ultimately, all of us who drive not racing—noise, rolling resistance for of Energy, the Society of Automotive En­ are the beneficiaries of those advance­ mileage, wear and so on.” gineers and the American Le Mans Series, ments, many of which are derived from Success on the racetrack, of course, is the Michelin Green X Challenge is a race or tested in motor racing. And from com­ measured by results. At the most recent within a race that rewards teams accord­ petition among giant tire manufacturers Le Mans, five tiremakers took part. Mi­ ing to speed, distance covered, the amount like Michelin, Goodyear, Bridgestone and chelin won all four classes and scored of energy used, greenhouse gases (GHG) Pirelli and new challengers from Japan, their 12th consecutive overall victory. emitted, and petroleum displaced. Interest­ Korea and China. Let the races begin.  At both Sebring and Petit Le Mans, it was their 11th consecutive win, again The 2005 usgp: whaT happened sweeping all the classes. Michelin­shod With world-class egos and tens of safety. They pleaded with the FIA to be wear issue was the new pavement and cars won season championships in every millions of dollars at stake, all too ofen able to fly in a new tire spec, or to have a diamond-cut finishing done to the ALMS class as well. the pressure to win in Formula 1 results temporary chicane added to the track to track at Indy since the 2004 Grand Bonardel is equally proud of the com­ in some sort of mega scandal or fiasco. slow the cars, as has been done before. Prix there. And this gave Bridgestone pany’s efforts to cut waste and expense. In In 2005, it was the ill-starred non-race That way, the “show” could go on, even a huge advantage. 2008 at Le Mans, where Michelin normally at the U.S. Grand Prix. Stunned and if their teams would not be allowed to Al Speyer, Executive Director of brings some 8000 tires, he became alarmed outraged fans at Indianapolis and score points. “No deal,” said the FIA, in Motorsports at Bridgestone Firestone, at the number of tire changes by teams in around the world watched in disbelief its infinite wisdom. confirmed that Firestone Indycars had the hopes of gaining fractions of a second. as all 14 Michelin-shod cars retired to How could this happen? How could logged many hundreds of miles on the “It was just wrong in this time of sav­ the pits afer the formation lap, leaving Michelin, which had dominated every new surface even before that year’s ing tires and saving budgets. There was just six racers, all on Bridgestones, to race that season, possibly screw up 500 (well in advance of the USGP), and no point wasting the energy and the ma­ take the start and “race.” so badly? To its credit, Michelin of- quite naturally, had shared this data terials. And basically, we had this discus­ Afer two identical tire failures in fered no excuses, admitting they’d with parent company Bridgestone. So sion with ACO and other manufacturers.” practice in Turn 13 (Turn 1 of the oval) guessed wrong and been caught out it was a completely legal “unfair advan- The result was new pit rules at Le Mans —one of them a terrifying crash by by the surprising loads in Turn 13. tage” that helped Michael Schumacher, for 2009 that limited the number of crew Ralf Schumacher—Michelin advised What they did not say was this: A Ferrari and Bridgestone score their first members who could work on the cars and its teams not to race, in the interest of major contributing factor to the tire and only victory of 2005.—TC eliminated one air gun, thereby slowing tire changes and encouraging double­ and triple­ stinting and the use of fewer tires. It worked. On a per car basis, about 13 percent fewer tires were used than the previous year. Michelin’s annual Challenge Bibendum is one of the world’s most famous sustain­ photo By sutton-images.com By photo

87

www.storemags.com & www.fantamag.com From Aussie Supercars to NASCAR...

Who is Marcos ambrose? Some guy from Tasmania with F1, Champ Car and NASCAR veterans all in the mix. who has been lucky enough to make a living out of racing cars. I’ve driven a lot of different race cars around the world, high My dad, Ross, raced back in the day so there must have been downforce, low downforce, in the rain, on dirt…you name it. racing DNA in the gene pool. He went to England and started But high-speed stock-car racing is one of the toughest things you the Van Diemen racing company with Ralph Firman and had could do. I particularly enjoy the road races, which take me back quite a storied history in the open-wheel scene in England. to my old style of racing. [Ambrose finished 3rd at Infineon and I grew up with a fascination for go-karts and racing cars. It 2nd at Watkins Glen in the Sprint Cup, and won the Nationwide was a hobby and passion that carried throughout my life. After race at the Glen.—Ed.] racing Formula Fords in Australia in 1996 and 1997, I spent These Cup cars have nowhere near enough downforce, way too three years in Europe in Fords and Formula 3, winning the 1999 much power and not enough tire grip. Everything is maxed out. European Formula Ford championship. You need a lot of aggression to really get one around the racetrack. Then it was back to Australia where the V8 Supercars re- There’s no easy weekend and there’s nowhere to hide out on a big speedway. Every weekend you’ve got to run on the edge. If the car is comfortable, you’re too slow. It’s pos- sibly the only motorsport left in the world where drivers make a big differ- “Every weekend ence, because the cars just don’t han- dle. And these guys are unbelievable you’ve got drivers, willing to run on the edge with a rear end wagging around at 210 to run mph and still be aggressive. on There’s so much going on. The wind knocks you around in the draft, the edge. people bumping you and cars slipping If the car is around. You want to lift at every cor- ner, but you know you have to stay in comfortable, it. You’ve got to commit to yourself, to the car and to what you’re doing. You’ve really got to believe because you’re any doubt in your mind and another driver is going to pounce. There’s no too slow.” room out there for the weak of mind or the timid. launched my career. In a Stone Brothers Racing Ford Falcon I Beyond racing, I have two girls, 2 and 4 years old, and my won championships in 2003–2004 and had a lot of fun. But I wife, who are living in Charlotte, North Carolina. It’s a great viewed myself as an international driver who wanted to make it life, but at the same time I have to keep a balance so I try to get on the world stage, and the 2009 Sprint Cup season has been the them to Australia four months of the year so they can see their best of my racing career. family. I know racing isn’t going to last forever and I have a re- I came to America to experience NASCAR and didn’t really sponsibility to give them a good balanced upbringing. believe I would get to the Cup level. I came in from the bot- As for the U.S., I enjoy the West Coast because it’s close tom, not expecting any breaks, but to work my way through the to Australia, less distance to travel. I love the mountains, so categories step by step. Thankfully, I found Tad Geschickter and Colorado and anything west of that I find awesome. I also find the JTG Daugherty race team who looked after me the whole the East Coast incredible because I come from one of the dri- time…one year in trucks, two in Nationwide, now the Sprint est places in the world, so I’m lucky to be living in a place with Cup. It’s been a great journey. lakes, rivers and beautiful forests. It’s a great country, and so are In my opinion, NASCAR is the best, bigger than Formula 1. the people, who are very welcoming. 

The competition is fierce and the depth of talent is very high, It’s been a great experience. photogrAphic LAt By photos

88 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com Jim Hall’s Winged Wonder

Jim Hall’s Chaparrals were always ahead of their time, boldly play- ing with aerodydamics long before the science became so important in racing. And the 2F from 1967 is a great example, boasting a huge rear wing that was driver-adjustable! Phil Hill—who won the 500-mile race at Brands Hatch with Mike Spence—said that any time his right foot was on the 2F’s throttle, his left foot was on the wing pedal, lessening downforce. With a big-block Chevy V-8 the 2F was especially fast, but a fragile automatic transmission was its Interested in an 8 x 10 color photo of the historic downfall, limiting the car to that Chaparral 2F? It’s a great complement to the model. one historic win, which was Phil And yes, that is Phil Hill and Jim Hall. Hill’s last. CODE# RTPH2F...... $18.95 PLUS S/H If you’d like to remember this classic Chaparral, we’re offer- ing this exquisitely detailed 1/18-scale model—configured as it raced at Le Mans in 1967. It’s an amazingly accurate model, right down to the open- ing luggage lockers in the front fenders and the Texas license Intricate details, inside and out. plate that always graced Jim Hall’s Chaparrals.

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www.storemags.com & www.fantamag.com Defying Physics An active rear diff makes the Audi S4 carve, whereas the Bentley Supersports just plain works

2010 Audi S4 QuAttro 2010 Audi S4 2010 Bentley Continental Supersports The new Audi S4 is one of those cars List price $45,900 List price $267,000 where, after only a few minutes of driv- Price as tested $59,150 Price as tested $274,055 ing, you realize that it’s something spe- Curb weight 4005 lb Curb weight 4915 lb cial. With 333 bhp and 325 lb.-ft. of Engine, transmission 3.0-liter V-6s, 6-sp manual Engine, transmission 6.0-liter W-12tt, 6-sp auto. Horsepower, bhp @ rpm 333 @ 5500–7000 Horsepower, bhp @ rpm 621 @ 6000 torque on tap across a wide powerband, Torque, lb-f @ rpm 325 @ 2900–5300 Torque, lb-f @ rpm 590 @ 1700–5600 the S4 moves effortlessly at any speed. 0–60 mph 4.7 sec 0–60 mph 3.6 sec From a stoplight, it accelerates smooth- 0–100 mph 11.6 sec 0–100 mph 8.7 sec ly in seemingly endless fashion. On the 0–1320 f (¼ mile) 13.2 sec @ 106.8 mph 0–1320 f (¼ mile) 11.9 sec @ 117.4 mph highway, it takes a simple downshift—or Top speed 155 mph* Top speed 204 mph sometimes none at all—plus a quick tip Braking, 60–0 mph 117 f Braking, 60–0 mph 118 f of the throttle and the car gathers itself up Braking, 80–0 mph 206 f Braking, 80–0 mph 207 f immediately as though it already knows Lateral accel (200-f skidpad) 0.96g Lateral accel (200-f skidpad) 0.90g your next move. And all this is done while Speed thru 700-f slalom 68.5 mph Speed thru 700-f slalom 66.3 mph Our mileage, EPA city/highway est 19.0, 18/27 mpg Our mileage, EPA city/highway est 13.0, 12/19 mpg you are surrounded by an interior that’s * Electronically limited. both sporty and luxuriously appointed. stead, there’s a carpeted luggage area with The S4’s supercharged 3.0-liter direct- mission car, and $47,300 for the one with a cross-car carbon tube that Bentley calls injected V-6 can be mated to your choice 7-speed dual-clutch S tronic gearbox. And a “luggage retaining beam.” Sure looks of either a 6-speed manual or a 7-speed don’t worry about getting a pass from like a harness bar to us, as the Sparco dual-clutch gearbox. Audi Quattro all-wheel your loved ones to bring the S4 home; front seats (meticulously reupholstered drive is on duty to put the power down and they will be sure to enjoy it once they get in leather and Alcantara, of course) have splits the torque 40 percent front and 60 a ride around the block.—Patrick Hong slots for a 6-point belt’s shoulder straps. percent rear. A new active sports differ- The twin-turbo W-12 issues a snake ential—part of an option package that in- 2010 Bentley hiss at tip-in, indicating the turbos are cludes adaptive suspension damping and ContinentAl SuperSportS at attention. Power delivery is character- dynamic steering—aids cornering by send- Something this massive simply ized by continuous, unrelenting thrust, ing more power to the outside rear wheel, shouldn’t accelerate or corner this hard. like a 777 on takeoff roll. And curiously, and it does so with a natural feel. The stan- And what has dealt this unceremonious one of its sounds seems to be the muted dard 245/40R-18 tires are effectively braked slap to the face of physics? The Bent- gnash of roller chains and sprockets, as by 13.6-in. front and 13.0-in. rear discs. ley Continental Supersports, a 4915- the camshaft drives at the back of this A few specific design details that separate lb., 621-bhp all-wheel-drive rocket ship complex and compact engine nest near the S4 from the standard A4 include unique whose luxuriously pleated, stitched, car- the firewall. The torque-converter ZF 6- front and rear bumpers, grille, quad exhaust, bon-trimmed and leather-swathed interior speed is a willing cohort, with quick, integrated rear spoiler, LED taillights, and seems incongruent with acceleration in positive shifts either through internal log- badging on the steering wheel, door sills, the league of a Porsche 911 Turbo. It’s the ic, or summoned from column-mounted key fob and the instrument panel. As with most powerful, quickest and fastest road- paddles. Handling? There’s 0.90g of peak the A4, the S4 also comes with third-gen- legal Bentley ever. grip, modest understeer and—dare we eration Audi MMI (Multi-Media Interface) Lightweight carbon-ceramic brakes are say?—agility that belies the weight, like with improved graphics and functionality. standard, the fronts using every last mil- a lumbering circus bear that suddenly The S4 is on sale now with a list price limeter of space inside the 20-in. wheels. rears back and performs a jig from River- starting at $45,900 for the manual trans- What you won’t find is a back seat; in- dance.—Douglas Kott photos Brian By Blades

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www.storemags.com & www.fantamag.com www.storemags.com & www.fantamag.com by dennis simanaitis » engineering editor

Tech Star

astrologically, Mercedes’ tech star—no doubt a well as in coasting. And when I invoked both power sources three-pointed one—must be on its ascendency, because this compa- with a heavy foot on a dash up the Harbor Freeway, it certainly ny certainly showed me a lot of neat stuff recently, at venues rang- dug out like its V-8 sibling. ing from Monaco to Los Angeles to Untertürkheim (see elsewhere Note, the 2-mode ML450 is a full hybrid, in contrast to its also in this month’s “Ampersand” for this last especially breezy one). new S-Class hybrid sibling. Mercedes terms the latter a “mild” hybrid, though with no significant electric propulsion, just start/ On the MOnacO Grand Prix circuit in an eV SMart stop and regen, I’m calling this one merely a “microhybrid.” Curiously, this wasn’t the first time I drove an electric car Alas, I’m told as well that the 2-mode hardware won’t fit the around the Monaco Grand Prix circuit (see “An Electrifying Lap platform, so don’t expect a full-hybrid S-Class any time soon. of Monaco,” September 1993!). Then as now, Prince Albert of The ML450 Hybrid will initially be available on a lease-only Monaco has been keen on environmentalism and a driving force for clean mobility. For instance, the Principality offers tax relief of up to 9000 euros (more than $15,000) to EV owners. Even without the cash, I can report that I like the Smart a lot better in its electric-car form than as a less-than-slick-gearbox-hampered gasoline car. The Smart scoots as much as 85 miles on a single charge of its 16.5-kW-h lithium battery pack. The latter resides between the axles, beneath the pair of occupants. The aft-mounted 30-kW motor drives the rear wheels, its 88 lb.-ft. of torque available right now, albeit modestly. It’s reasonably spirited, provided you’re not trying to accelerate hard up the hill from St. Devote. And its tidiness is just the trick for Loews Hairpin (albeit the adjacent hotel no longer carries this name). At first, the Smart ForTwo electric drive will be leased or rented to select customers in Berlin, other European cities and here as well in selected urban centers. From 2012, it’ll be on sale for one and all.

My new hybrid Standard basis. A 36-month commitment comes at $659/month. A 60- Mercedes-Benz also offered me the keys to an ML450 Hybrid month (my choice…) would drop this to $549. for a most illuminating drive around downtown Los Angeles. That is, albeit at its lofty level, I find the ML450 Hybrid my This M-Class midsize SUV is fitted with a 3.5-liter Atkinson-cycle new standard against which to judge other hybrid hardware. V-6 teamed with full hybrid hardware, a Mercedes-refined version of the 2-mode effort among GM (its originator), BMW, Mercedes twO natiOnS, SeParated by cOMMOn MeaSureS and Chrysler, this last, part of Daimler-Benz at the time. I had some Tidbits fun a while back when I cited the European Like other hybridizations, this one promises big-engine kick Union allowing British pubs to keep their sacred pints, rather accompanied by small-engine fuel sipping. In fact, the ML450 than being forced to measure libations by the half-liter. Hybrid offers 47 percent better fuel economy than the V-8 In comparing the two, I mistakenly assumed the U.K. pint (which ML550’s and beats the V-6 ML350 non-hybrid’s by 29 percent. is actually 0.568 liter) equals the U.S. pint (which is only 0.473 li- What’s more, mixing it up in downtown Los Angeles traffic ter). Several readers, bless ’em, knew better. And one reminded me I learned how highly refined this 2-mode hybrid hardware has that the U.K. pint is fully 20 oz. whereas ours is only 16 oz. become. The ML450 Hybrid’s start-off and tip-in are seamlessly In looking into this matter, I stumbled on the fact that our integrated. The SUV cruises at gentle throttle in pure electric ounces are different as well. The Brit oz. is 0.0284 liter; ours is mode up to around 35 mph. It’s fairly easy to regain EV mode larger, at 0.0296 liter, but still not enough to make up for that after acceleration from a traffic light by simply lifting off once 20/16 difference. at this modest pace. Regeneration of energy comes in both brak- I’ll have a pint, please—the U.K. one—and have one yourself, ing—utterly seamless in transition from electric to friction—as landlord. 

94 Road & TRack www.roadandtrack.com

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* Based on testing of models equivalent to PH8A 3387A and 6607 under ISO 4548-12 for particles > 20 microns. Engine protection is the measure of a fi lter’s ability to not just trap dirt, but hold it for the life of the fi lter. TM © 2010 Honeywell International Inc. Printed in the U.S.A. THE DIRT STOPS HERE

www.storemags.com & www.fantamag.com By douglas Kott » Senior Feature editor

Fast Times at Road & Track High

all right, snap out of it. That headline probably has you thinking will be rubbered up with vulcanized R-compound goodness, the air about Phoebe cates in poolside slo-mo when instead you should be temps will be low to maximize power, and your transponder-verified ogling an item that’ll make your next race, autocross or open track personal best lap time will be there for the taking. So, what exactly, day all the more enjoyable. Spring is here, and soon the racing line Spicoli, are you waiting for?

VholdR ContouR hd1080p WeaRable CamCoRdeR

www.vholdr.com $329.95 What’s better than telling your buddies about your hero pass in Turn 2 or other on-track “moments”? Showing them in high-definition video, that’s what, and this self-contained camcorder is ideal for the job due its compact size (3.7 x 2.1 x 1.3 in.) and light weight (4.3 oz.). Helmet, goggle and windshield mounts are available, and the lens rotates 180 degrees for maxi- mum mounting flexibility. The lithium-ion battery is removable, as is the MicroSd memory card (2GB included; it can handle 16GB for up to 3 hours of recording). It’s fully configurable for exposure and frame rate (30 or 60 fps), and the included sofware will allow you to edit videos and post them on VholdR’s online community. The coolest thing? The twin laser beams that aid in aiming the camera. check out a short video that we made with the Hd1080p at roadandtrack.com/VholdR.

longaCRe RaCing aRai gp-6 (ped) helmet deluxe memoRy tiRe pyRometeR www.araiamericas.com www.longacreracing.com $1399.95 $369.00 You’ve heard the old expression: “Got a $10 head? Then buy a $10 helmet.” It follows, then, that if by Tire pyrometers are essential equipage some arcane formula you’ve determined your head is for the serious racer, to see how camber and worth exactly $1399.95, check out arai’s GP-6 (PEd). caster adjustments affect rubber tempera- This latest incarnation of the GP series has a stron- tures across the tread, and a probe type is ger shell, using the same shape as the usually preferred over an infrared unit. This F1 GP-6Rc models, that allows for top-line Longacre Racing pyrometer has the a sofer, more comfortable inner goods, including 120-temperature memory liner. Flow-through ventilation (10 sets of 12) for inboard, middle and out- ports are larger, the eye port board tread temps for all four tires. (If you is wider for better peripheral vintage-race a 6-wheel Tyrrell P34, well, vision, and the shield pivot you’re just out of luck.) It also has a built-in hardware is now more aerody- 4-car, 75-lap stopwatch system, lighted dis- namic. of course, it’s ready to plays and an aluminum carrying case. accept a HaNS device too.

96 Road & TRack

www.storemags.com & www.fantamag.com YOU ARE INVITED TO JOIN THE

lamin-x PANEL! pRoteCtiVe Films shoCk doCtoR Your friends and family consider you www.lamin-x.com poWeR dRy helmet dRyeR $34.95–$59.95 (headlights); to be their automotive expert, so $12.95–$17.95 (foglights) www.shockdoctor.com now we’re inviting you to share that It’s fair to say that a pitted, rock-chipped $129.99 knowledge with others. Join the headlight is an unhappy headlight (not to Putting on a sweat-soaked helmet is one of rac- ROAD & TRACK online panel and mention optically challenged). For years, ing’s least enjoyable rituals, especially in regions provide your opinions on a wide range racers have used protective films to fend where the humidity is high. The solution? This off stone damage to headlights and paint, helmet dryer that dries and deodorizes by pump- of automotive topics. We’ll reward and street-driven cars can profit from the ing ionized, ozone-rich air (heated or unheated) you with exclusive opportunities and same protection for those expensive poly- into one’s brain bucket to take the “perp” out of events, chances to win great prizes carbonate lenses. Lamin-X offers hundreds perspiration. It works off standard a/c current, and most importantly, to make your of applications for both headlights and fog- features independent heat and ozone controls voice heard. lights in adhesive-backed clear plastic, and has a digital count-down timer for auto shut- and tints including yellow and blue. off, which you can set for up to three hours. TO JOIN GO TO www.roadandtrack.com/panel makita 18V lxt CoRdless impaCt WRenCh, model btW450 www.makitatools.com $199 (wrench only, no battery); $399 (full kit) Be the envy of the paddock with this high- end, lightweight (7½ lb.) ½-in. cordless impact wrench, whose 325 lb.-f. of torque is enough to make even strong lug nuts tremble. Its 18-volt lithium-ion battery pack fully recharges in just 30 minutes, and the wrench features a built-in LEd for work- space illumination. of course, the bat- tery pack is interchangeable with more than 35 other Makita tools. The full kit is shown, which includes the carrying bag, two 3.0-ah battery packs, charger and tool-belt clip. piRelli p ZeRo tRoFeo www.us.pirelli.com Price varies with size and vendor Streetable track tires are the Holy Grail for occasional weekend track rats/autocrossers…especially lazy ones like me who don’t want to swap tires back and forth. Pirelli’s P Zero Trofeo fits that slot nicely, a 60-treadwear dry tire with a semi-slick tread pattern that can be driven—albeit very cautiously—in the rain. Pirelli claims these doT-legal tires will heat-cycle adequately in a 40-mile street drive. diameters range from 18 to 20 in., with section widths from 225 to 325 mm. cool trivia about their competition lineage: They’re manufactured alongside Pirelli’s Grand- am racing slicks in Izmit, Turkey. 

www.roadandtrack.com MaRcH 2010 97

www.storemags.com & www.fantamag.com By sam mitani » international editor

The Peculiarity of the 25 Hours of Thunderhill

Every december for the past seven years, amateur driven, was accused of being too loud by track officials. Let me and professional racers from all over the country assemble in a get this straight: We’re in the middle of the hills, with the nearest remote place called Willows, California, to participate in the lon- city 8 miles away, and our vehicle, whose powertrain is basically gest road race in North America. It’s called the 25 Hours of Thun- stock, is too loud? A closer inspection revealed that the race derhill, and, for the third time in the last five years, I participated. rules state that no car can generate more than 95 dB at night (a The competition kicked off at 11 a.m. on a Saturday and ended at stock Chevrolet Corvette ZR1 produces that much). I asked a noon the following day. The cars on the starting grid, which con- sisted of 66 entries this year, ranged from Norma M20 prototype racers to Honda Civics, so you can imagine the amount of pass- ing that went on. The race is organized by NASA (National Auto Sport Association) and Thunderhill Raceway Park. As for my experience at this year’s race, I chronicled it in a full- length feature at www.roadandtrack.com/racing/thunderhill. For the record, I made it to the finish line for the first time, thanks to our durable right-hand-drive Spoon Sports Honda Civic Type R. What interested me this year, apart from the racing, were the stories be- hind the scenes. Let me start with our team boss, Tatsuru Ichishima, the pres- ident and founder of Spoon Sports. His cars have been featured in R&T numerous times, but what we failed to

mention was that Ichishima is a certifi- photos miki by shinagawa and koki taro able race-aholic. This 58-year-old was »Clockwise from left: The competing in his 13th endurance race author gets strapped in for of the year, and was even at the Macau his stint. The parade lap Grand Prix in his Spoon Sports NSX before the start of the race. only a week earlier. He truly has the Fast and forever young, energy of a guy half his age, and is Spoon’s Tatsuru Ichishima still pretty quick around the track. strums a chord on his guitar There were also a couple of no- before the race. table teams in this year’s race, in- cluding one fielded by Mazda. It was called The 25 for 25, and it featured 25 total drivers that ranged track official the reason for this, from pros (Lyn St. James) and Mazda employees to journalists. and he said, “It’s part of an agree- The theory was that each driver got a one-hour stint behind the ment with our neighbors. I know it wheel of the Miata, meaning 25 driver changes. To be honest, I sounds a little crazy, but we had to anticipated this strategy would end in disaster, with mechanical put in some kind of limit.” trouble early in the race sending the majority of drivers home Those darned squirrels and rab- without ever getting near the car. But the team made it to the bits can get nasty without their checkered flag with all 25 drivers getting seat time. beauty sleep. At the other end of this spectrum was Steve Gorriaran, who Looking back, this is the kind also drove a Mazda Miata MX-5 to the finish…solo! He set a of stuff that makes the 25 Hours new record at Thunderhill, completing all 25 hours of the race of Thunderhill special. Sure, the racing is fun, especially with by himself. What surprised me, apart from him not falling driver changes in the middle of the night and the adrenaline that asleep behind the wheel, was that NASA doesn’t have a mini- comes from not sleeping. But as I take a step back and observe mum driver requirement for this race. Kudos to Steve for this ac- the other aspects surrounding the race—the people, the teams complishment, and don’t be surprised to see him backed by Red and some of the rules that don’t make sense—I realize there Bull or Starbucks next year. isn’t a race quite like the 25 Hours of Thunderhill anywhere else Another thing about the race that left me scratching my head in the world, and it draws me to the small town of Willows over was the rules. Our car, one of the quietest race cars I have ever and over again. 

98 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com By tom wilson

Horsepower (and a/c refrigerant) Losses horsepower and altitude he’s recharged several older air-conditioning I live at about 8700-f. elevation and systems with R134a and they are still work- through the years have stuck to blown en- ing well, with no apparent problems. gines to compensate for the lower oxygen What’s the real story here? content up here. However, with fuel injection John sullivan having replaced carburetion and modern CHICAGO, ILLINOIS engines automatically compensating some There are so many variables in the R12 to to balance combustion, do I still need to be R134a swap that the bottom line advice is to find concerned that naturally aspirated engines a reputable air-conditioning specialist and review will produce much less horsepower here than your situation with him. You may find that re- they are rated for at sea level? How much pairing an R12 system and recharging it with R12 loss per 1000 f. above sea level can I expect may be the most logical fix, especially with old from a naturally aspirated engine? a/c systems. These vintage systems ofen need Glen hanus so many hose and hardware changes that an FLORISSANT, COLORADO R134a conversion is quite expensive and the Naturally aspirated engines will still lose about reduced efficiency of R134a means the old com- the same amount of power whether they are pressor will run more and die sooner, plus the carbureted or injected. Briefly put and speaking finished job won’t blow quite so coldly as before. quite generally, air pressure drops approximately On the other hand, it is true that some cars 3 percent per 1000 f. of altitude. At your Colo- can move from R12 to R134a with almost no rado elevations that means a naturally aspirated hardware changes. These are typically 1988 to engine has lost approximately one-quarter of its 1993 vehicles. Assuming nothing else is broken sea-level horsepower. A typical turbocharged au- in the a/c system, these cars can ofen accept tomotive engine will have lost some power, too, R134a with no more than a good evacuation but more like 10 percent. That leaves the turbo job and the correct lubricating oil. Of course, system 15 percent ahead of the naturally aspi- something usually has gone belly up in the a/c rated model, which is a night-and-day difference. system—why else would anyone work on it? In So, yes, turbo engines enjoy a dramatic power that case the repair will reflect the cost of the advantage at your altitude. Just how much new compressor or whatever, but the conversion depends on the exact system and your personal is still pretty much a refill job. power requirements might vary from ours, but Even on such simple refrigerant changes, the generally we think you’ll still be happier with law requires 134a-specific fittings be installed. forced induction, whether that’s a turbocharger As for the smaller R134a molecules and leak- or supercharger. ing hoses, yes, R134a is “leakier” than R12 and yes, more tightly constructed “barrier” hoses are Cold to the idea necessary. But your friend may have been get- A buddy of mine told me that, contrary ting away without changing hoses because he’s to popular belief, older cars that use R12 been working on 1988 to 1993 cars with barrier refrigerant (Freon) in their air-conditioning hoses already in place, or the old hoses were so systems can be recharged with R134a, with oil-soaked they were pretty gas-tight in the first no ill effects. I’ve always heard that the seals place. And leaky R134a requires non-Viton seals would need to be replaced, and that R134a, (typically found in the compressor), so some with its smaller molecules, will seep out of hardware changes may be necessary to get the the rubber hoses if they are not replaced with correct seals in place. new ones. My friend insists R134a works just Our research indicates there are plenty of fine in an older R12 system, and says that shady a/c shops out there. 

Do you have a technical question? Send it to [email protected], or Technical Correspondence, Road & Track, 1499 Monrovia Ave., Newport Beach, Calif. 92663. Be sure to include your first and last name, hometown and state.

www.roadandtrack.com MARCH 2010 99

www.storemags.com & www.fantamag.com R&T SPEED Radio has hit the airwaves! 4 3 Make & Model Make Issue as Tested Price Engine Type Horsepower lb.-f. Torque, lb. Curb Weight, 0–60 mph, sec. 0–100 mph, sec. @ mph ¼ mile, sec. Speed, mph Top 60 mph, f. from Braking 80 mph, f. from Braking g Skidpad, Slalom, mph Mileage, mpg Our Fuel Acura RL1 5-0910 $54,860 V-6 300 271 4085 6.2 15.3 14.7 @ 97.8 1305 126 226 0.86 67.3 17.04 TL SH-AWD1, 2 7-09 $43,995 V-6 305 275 3955 5.9 14.7 14.4 @ 99.1 1285 114 198 0.93 68.0 17.2 TSX V-61 9-0910 $38,760 V-6 280 254 3630 5.9 14.6 14.4 @ 99.3 1305 133 241 0.85 64.1 19.04 Alfa Romeo 8C Competizione 1-08 $253,750 V-8 450 354 34954 4.2 9.3 12.4 @ 115.4 181 105 196 1.02 na 14.04 R&T SPEED Radio speaks to the enthusiast Aston Martin DBS1 3-0910 $276,140 V-12 510 420 3940 4.1 9.2 12.4 @ 114.9 191 111 193 0.95 71.4 na 11 who wants to take his car to the next level with V8 Vantage 1-08 $127,200 V-8 380 302 3605 5.3 12.6 13.7 @ 104.4 175 119 212 0.91 69.4 13.9 Ameritech McLaren F1 12-97 $1,131,120 V-12 627 479 2840 3.4 7.7 11.6 @ 125.0 231 127 215 0.86 64.5 11.5 performance upgrades, cool electronics and Audi A4 3.2 Quattro1, 2 5-09 $49,975 V-6 265 243 3810 5.9 15.3 14.4 @ 97.5 1305 125 224 0.86 66.2 18.3 aftermarket go-fast parts. Listeners can call in A5 3.2 7-0810 $48,565 V-6 265 243 3765 5.5 13.8 14.0 @ 100.6 1305 114 201 0.91 67.1 19.04 and get instant feedback on their questions from A6 3.0 Quattro1 6-0910 $56,025 V-6s 300 310 4125 5.5 13.8 14.0 @ 100.8 1305 126 227 0.85 64.1 19.04 R8 4.2 1-0811 $133,045 V-8 420 317 3650 4.3 11.0 12.9 @ 109.8 1875 112 196 0.98 71.1 14.0 editors, engineers and manufacturer guests. Get R8 5.2 2-0910 $172,250 V-10 525 391 3745 3.3 7.6 11.5 @ 123.1 1965 118 210 0.99 73.2 14.04 the latest news and reviews from the world’s most TTS2 11-09 $52,075 I-4t 265 258 3235 4.6 11.8 13.2 @ 105.2 1555 115 202 0.98 72.0 19.9 comprehensive ROAD & TRACK editorial, and Bentley Continental GT Speed15-0810 $226,555 W-12tt 600 533 5170 4.0 9.9 12.5 @ 113.4 2025 116 199 0.90 66.2 11.0 BMW M3 Coupe DCT 12-0810 $65,000 V-8 414 295 3670 4.3 10.0 12.7 @ 112.4 1555 116 205 0.93 71.1 13.1 a full hour of motorsports every week! X6 xDrive50i1 7-08 $73,925 V-8tt 400 450 52704 4.8 12.5 13.4 @ 102.8 1555 116 208 0.90 64.9 14.04 Winner 2007 Motor Press Guild Dean Batchelor X6 M1 2-0910 $95,025 V-8tt 547 502 5095 4.2 10.5 12.7 @ 110.5 1555 120 218 0.90 65.7 12.7 Best Of The Year Award Z4 sDrive35i 7-09 $57,500 I-6tt 300 300 3460 4.8 11.7 13.3 @ 106.7 1505 116 206 0.89 66.2 21.6 135i2 11-09 $38,175 I-6tt 300 300 3375 4.7 11.7 13.3 @ 105.3 1505 117 209 0.92 71.0 19.7 335d1, 2 5-09 $50,895 I-6td 265 425 3960 5.3 13.4 13.8 @ 101.4 1495 116 208 0.92 70.5 25.5 Host Ed Justice 750Li1 8-09 $110,170 V-8tt 400 450 4735 4.9 11.8 13.4 @ 106.0 1505 120 207 0.87 68.7 15.9 @ 4 Jr., BugattiVeyron 16.4 2-07 $1,482,700 W-16qt 1001 922 4470 2.6 5.5 10.2 142.9 253 111 199 0.94 68.0 9.0 automotive on-air Cadillac CTS-V2 8-09 $66,835 V-8s 556 551 4130 4.1 8.8 12.3 @ 118.8 191 114 198 0.90 70.1 15.6 personality and photogra- Chevrolet Camaro RS V-61 6-0910 $29,400 V-6 304 273 3785 6.1 15.2 14.5 @ 97.5 1555 121 212 0.86 66.5 19.04 pher, brings a wealth of Camaro SS2 10-09 $32,390 V-8 426 420 3875 4.6 10.5 12.9 @ 110.2 1555 121 212 0.89 66.4 20.8 10 @ 5 4 information to our show. Corvette Grand Sport 2-09 $68,365 V-8 436 428 3360 4.1 9.2 12.4 116.5 190 112 197 0.96 70.7 17.0 Corvette Z062 5-08 $79,595 V-8 505 470 3190 3.4 8.0 11.7 @ 123.7 193 111 189 0.99 70.6 17.5 As President and CEO of Corvette ZR1 2-09 $117,000 V-8s 638 604 33254 3.3 7.4 11.4 @ 125.5 205 106 183 1.10 73.4 12.2 Justice Brothers Inc., Ed Dodge Challenger R/T2 10-09 $38,170 V-8 376 410 4135 5.8 13.8 14.1 @ 101.2 1425 136 246 0.83 62.7 20.3 1, 2 @ 5 works with the biggest Charger SRT8 3-09 $46,125 V-8 425 420 4185 4.9 11.4 13.2 108.8 165 124 220 0.88 65.8 18.5 Viper SRT10 4-0810 $92,535 V-10 600 560 3445 3.4 8.2 11.7 @ 122.8 2029 116 198 1.01 70.2 14.04 names in the auto and Viper SRT10 ACR 4-0810 $98,110 V-10 600 560 3430 3.4 8.0 11.6 @ 122.6 1779 109 187 1.12 73.4 na racing fields. Ferrari California 2-09 $200,822 V-8 453 358 3925 3.5 8.6 11.9 @ 116.9 193 106 188 0.96 69.2 14.04 Enzo 7-03 $652,830 V-12 650 485 3230 3.3 6.6 11.1 @ 133.0 218 109 188 1.01 73.0 13.3 F430 1-0811 $248,903 V-8 483 343 3195 3.8 8.8 12.0 @ 119.6 196 114 194 0.94 71.9 12.2 R&T SPEED Radio can be heard Saturdays: 599 GTB Fiorano F1 5-07 $319,408 V-12 611 448 3865 3.2 7.0 11.2 @ 129.3 205 109 186 0.97 71.2 10.04 Ford GT 12-03 $150,525 V-8s 500 500 33904 3.8 8.8 12.2 @ 121.6 190 117 199 0.99 69.5 15.04 4pm-5pm EST Mustang GT2 10-09 $34,130 V-8 315 325 3585 5.3 12.7 13.8 @ 104.0 1455 115 202 0.93 69.1 23.4 Product reviews including the best in Shelby GT500KR 10-0810 $83,300 V-8s 540 510 3885 4.7 10.2 12.9 @ 116.0 1555 121 211 0.93 66.8 13.04 aftermarket and in-car electronics. Taurus SHO1,2 12-09 $42,985 V-6tt 365 350 4285 5.2 12.8 13.6 @ 103.2 1315 122 216 0.88 64.8 17.5 5pm-6pm EST Honda FCX Clarity1 5-09 $600/mo. FC 134 189 3575 8.6 27.3 16.8 @ 84.3 1005 129 241 0.82 64.1 na S2000 CR 12-07 $37,000 I-4 237 162 2790 5.3 13.7 13.8 @ 100.8 1505 109 204 0.99 71.7 23.44 A full hour of motorsports with an Hyundai Genesis 4.6L V8 5-091 $42,000 V-8 375 333 4015 5.5 13.0 13.9 @ 103.8 1495 120 218 0.86 63.8 18.04 in-depth look at the racing world. Genesis Coupe 2.0T 6-0910 $27,500 I-4t 210 223 3390 7.2 18.7 15.4 @ 90.8 1375 124 214 0.85 67.6 22.04 Genesis Coupe Track2 6-09 $30,345 V-6 306 266 3470 5.7 14.7 14.4 @ 99.1 1495 118 211 0.90 69.3 18.04 Currently the program can be heard Infiniti G37 Coupe Journey1,2 6-09 $45,045 V-6 330 270 3700 5.4 13.0 13.8 @ 103.2 1555 118 206 0.89 68.4 19.04 in many markets via: G37 S Sport1 3-0910 $39,8154 V-6 328 269 3670 5.2 13.1 13.8 @ 103.0 1555 118 212 0.92 69.1 na • Radio America Network Jaguar XFR1,2 8-09 $80,000 V-8s 510 461 4405 4.3 9.6 12.6 @ 115.3 1555 117 206 0.88 66.1 16.7 • Cable Radio Network XKR Coupe1,2 8-08 $98,525 V-8s 420 413 3880 4.2 10.1 12.6 @ 111.9 1555 121 209 0.90 69.4 17.2 • Weekly Podcast Lamborghini Gallardo Balboni11-09 $255,295 V-10 5506 398 32104 3.5 7.5 11.5 @ 126.7 199 115 200 0.95 72.5 13.04 • Streamed Live Gallardo LP560-4 11-08 $251,260 V-10 552 398 3595 3.2 6.9 11.2 @ 129.5 2025 112 192 1.00 72.1 10.04 Murciélago LP670-4 SV 11-09 $480,325 V-12 6706 487 36604 2.8 6.8 10.9 @ 129.4 209 114 193 0.97 70.0 10.04 The show is also available live worldwide online at: Lexus HS 250h1 11-0910 $39,150 I-4/Elec 187 138 3690 8.2 na 16.2 @ 88.6 1125 126 226 0.77 63.7 28.3 1,2 5 www.radioamerica.org IS F 6-08 $64,205 V-8 416 371 3825 4.2 9.9 12.6 @ 113.8 170 116 201 0.93 70.9 13.9 IS 350C1 12-0910 $49,415 V-6 306 277 3895 5.5 13.9 14.0 @ 100.7 1415 133 236 0.81 64.5 19.04 Lincoln MKS EcoBoost1 10-0910 $56,625 V-6tt 355 350 44404 5.0 12.4 13.6 @ 103.8 1315 123 214 0.90 62.6 21.4 Lotus Exige S 260 Sport 10-0910 $79,420 I-4s 257 174 2005 4.1 10.4 12.6 @ 110.1 150 112 196 0.97 74.5 21.04 Maserati GranTurismo1,2 8-08 $118,525 V-8 405 339 4350 4.7 11.7 13.3 @ 106.2 1775 112 194 0.95 71.0 16.6 10 @ 5 4 The Offi cial Fuel Partner of Road & Track Mazda Mazda3 s 5-09 $22,130 I-4 167 168 3035 7.5 20.0 15.7 89.3 130 132 230 0.86 66.8 22.0 Mazdaspeed3 2-0910 $25,090 I-4t 263 280 3250 6.1 14.5 14.4 @ 99.6 1555 126 219 0.90 68.8 17.0 Mazda6 s Grand Touring1 1-09 $32,790 V-6 272 269 3555 6.2 15.5 14.7 @ 97.5 1315 131 232 0.83 64.2 22.5 RX-8 R3 12-0810 $32,580 R-2 232 159 3110 6.3 16.4 14.8 @ 95.2 1485 122 218 0.90 70.8 16.6

100 Road & TRack

www.storemags.com & www.fantamag.com 4 3 Make & Model Make Issue as Tested Price Engine Type Horsepower lb.-f. Torque, lb. Curb Weight, 0–60 mph, sec. 0–100 mph, sec. @ mph ¼ mile, sec. Speed, mph Top 60 mph, f. from Braking 80 mph, f. from Braking g Skidpad, Slalom, mph Mileage, mpg Our Fuel Mercedes-Benz C63 AMG1,2 6-08 $63,930 V-8 451 443 3920 4.1 9.7 12.5 @ 114.4 1555 113 201 0.93 69.3 15.1 C350 Sport1 9-07 $44,500 V-6 268 258 3630 5.8 14.8 14.3 @ 98.2 1305 135 241 0.81 63.8 21.04 CL6001,2 8-07 $148,775 V-12tt 507 612 4810 4.1 9.6 12.4 @ 114.8 1555 119 211 0.86 62.6 13.0 CLK63 AMG Black Series1,2 8-07 $138,300 V-8 507 464 3810 4.1 9.6 12.4 @ 115.0 1865 115 199 0.98 70.6 13.9 E63 AMG Wagon1 7-07 $93,660 V-8 507 465 4510 4.1 9.5 12.4 @ 114.8 1555 118 210 0.84 64.5 14.2 E320 Bluetec1 7-0710 $59,375 V-6td 208 388 3860 6.7 17.2 15.0 @ 93.2 1305 129 232 0.83 62.0 24.0 E550 Coupe1 9-09 $67,225 V-8 382 391 3810 4.7 11.1 13.1 @ 108.9 1305 137 252 0.84 63.2 15.7 SL63 AMG1 8-0810 $159,750 V-8 518 465 4420 4.0 9.5 12.4 @ 115.3 1865 120 211 0.89 66.6 10.0 SL65 AMG1 2-09 $198,175 V-12tt 604 738 45554 3.7 8.1 11.8 @ 121.6 1555 115 202 0.89 67.4 13.4 SL65 AMG Black Series1 3-09 $304,350 V-12tt 661 738 4215 3.9 7.9 11.8 @ 126.3 1995 112 192 0.99 70.3 14.2 SLR McLaren1 7-05 $455,750 V-8s 617 575 3860 3.5 7.5 11.5 @ 126.1 207 107 186 0.97 69.6 18.04 Mini Cooper 10-0710 $25,650 I-4 118 114 2545 9.1 na 16.9 @ 82.2 126 121 212 0.86 68.1 31.0 Cooper S Clubman 7-0810 $29,100 I-4t 172 177 2845 6.8 18.2 15.3 @ 92.1 1395 120 213 0.89 67.2 27.0 4 Cooper S2 11-07 $28,850 I-4t 172 177 2665 6.4 17.7 15.0 @ 92.6 1395 122 214 0.85 67.9 29.8 John Cooper Works 2-09 $31,450 I-4t 208 192 2655 6.0 14.8 14.4 @ 98.9 1475 121 210 0.91 71.3 27.0 4 Mitsubishi Eclipse GT2 8-07 $27,694 V-6 263 260 3570 5.9 14.7 14.5 @ 99.3 148 121 217 0.84 63.9 19.6 Lancer Evolution GSR2 3-08 $33,625 I-4t 291 300 3555 4.9 13.3 13.6 @ 100.9 1625 124 217 0.97 71.7 15.04 Lancer Evolution MR Touring2 12-09 $44,234 I-4t 291 300 3690 4.6 12.1 13.2 @ 103.6 1625 120 211 0.92 69.2 18.1 Lancer GTS1 7-0710 $21,990 I-4 152 146 3110 8.5 24.1 16.5 @ 86.0 1255 126 226 0.82 64.7 23.04 Lancer Ralliart2 11-08 $29,915 I-4t 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3-08 $20,330 I-4 138 125 2820 8.6 na 16.6 @ 84.4 1295 120 213 0.87 67.0 23.04 Aura XR1 5-0710 $26,269 V-6 252 251 3660 5.9 15.3 14.5 @ 97.7 1155 132 241 0.77 61.9 19.04 Shelby GT500 Super Snake 12-07 $70,670 V-8s 605 590 3915 4.4 9.1 12.5 @ 119.9 1505 118 204 0.93 68.4 15.6 Smart ForTwo passion coupe 3-08 $15,625 I-3 70 68 1825 13.3 na 19.2 @ 70.5 905 130 230 0.72 57.6 32.04 Spyker C8 Spyder 3-07 $296,785 V-8 400 354 2985 4.4 10.3 12.7 @ 112.0 160 120 204 0.92 67.1 18.0 Subaru Impreza 2.5i 12-0710 $17,640 F-4 170 170 30554 8.2 22.9 16.1 @ 85.6 1205 138 249 0.79 64.2 21.04 Impreza WRX2 11-08 $28,660 F-4t 265 244 3230 5.1 13.5 13.8 @ 101.0 1405 124 221 0.87 67.0 22.2 Impreza WRX STI2 3-08 $39,440 F-4t 305 290 3360 5.0 14.1 13.6 @ 98.2 155 119 209 0.90 69.8 16.04 Legacy 3.6R Limited1 12-0910 $32,383 F-6 256 247 3555 6.5 16.7 14.9 @ 95.6 1495 129 232 0.81 63.8 19.2 Tesla Roadster1 2-09 $118,400 Elec 248 276 2750 4.0 11.1 12.7 @ 105.3 121 119 210 0.92 68.6 132/chg4 Toyota Prius1 5-0610 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This is the amount of difference that is meaningful. WEIGHT of a car is generally accurate to within 1 percent. ACCELERATION numbers are obtained using drop-clutch starts and lif-throttle shifs. Significant difference: 0–60 mph, 0.3 sec.; ¼ mile, 0.5 sec. TOP SPEED is typically as reported by the manufacturer, but occasionally we measure it on a closed test track. Significant difference: 5.0 mph. BRAKING distances are initiated when the pedal is touched, and just enough effort is used to avoid wheel locking; on cars equipped with anti-lock braking systems, the ABS is fully invoked. Significant difference: 60–0 mph, 10 ft.; 80–0 mph, 15 ft. HANDLING is quantified two ways: The skidpad measures steady-speed cornering grip around a 200-ft.-diameter circle (run in both directions). The slalom, run through eight cones spaced at 100-ft. intervals, samples both controllability and grip during transient handling. Significant difference: Skidpad, 0.02g; slalom, 1.0 mph. OUR FUEL MILEAGE is measured largely during urban driving and basically falls between EPA’s city and highway estimates. Significant difference: 0.5 mpg.

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www.storemags.com & www.fantamag.com By frank ansley & joe troise

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112 Road & TRack www.roadandtrack.com

www.storemags.com & www.fantamag.com WE GAVE IT MORE IDEAS PER SQUARE INCH. BECAUSE MORE IS WHAT WE DO.

Standard Rear- Vision Camera System displays what’s behind MultiFlex your vehicle. seat creates more rear leg room or Available cargo space. power liftgate programmable Available to stop at chrome accents selected height. and many bold GMC design highlights.

EPA-estimated 32 hwy mpg, better than any hybrid SUV or crossover.

It’s equipped with the StabiliTrak stability enhancement system and has a four-wheel independent suspension. It has a refined interior and seating for five adults. And it has an efficient 2.4L direct-injection engine.* In fact, it does everything bigger SUVs can do, and one thing they can’t: offer an EPA-estimated 32 hwy mpg. We gave it more ideas per square inch. Because more is what we do. INTRODUCING THE ALL-NEW TERRAIN. THE SMALLER SUV, FROM GMC. WE ARE PROFESSIONAL GRADE.

*EPA-estimated mpg (FWD) 22 city/32 hwy. ©2010 General Motors. All rights reserved. GMC® GMC logo® MultiFlex® StabiliTrak® TerrainTM WE ARE PROFESSIONAL GRADE®

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