SPORT/UTILITY OF THE YEAR: SHOCK WINNER! MOTOR TREND DECEMBER 2005>>>>>>>MOTORTREND.COM FULL TRACK TESTS CORVETTE Z06 vs. FORD GT vs. DODGE VIPER COUPE FLAT OUT IN THREE 500-HP AMERICAN SUPERCARS

■ CHARGER SRT8 vs. PONTIAC GTO ■ MIATA vs. SOLSTICE ■ EVO VS. WRX STI

THE★ RIGHT

USA $3.99 CANADA $4.99 STUFF IT DOESN’T GET BETTER THAN THIS (contents) december 2005 (contents) 90

144 104 48

62 70 ■ Cover Story ■ Features 48 The Right Stuff 90 Made in America Ford GT/Dodge Viper Coupe/Corvette Z06 Interview: Lapo Elkann Frank Markus Gavin Green ■ Road Tests & First Drives 138 A Trip Down Memory Lane… Steven Cole Smith 62 Roadster Glory Miata MX-5 vs. Pontiac Solstice Matt Stone ■ Motor Trend’s 2006 Sport/Utility of the Year 70 Power Trip Charger SRT8 vs. Pontiac GTO Ron Kiino 104 The Dirty Dozen Which contenders will come through 80 Once More…with Feeling our toughest challenge to date with mud on their Impreza WRX STI vs. Mitsubishi Evo IX MR faces and which will emerge unscathed? Chris Walton Angus MacKenzie 96 A Star Is Reborn 106 The Process Mercedes-Benz S500 The criteria, the courses, and the judges. Arthur St. Antoine Angus MacKenzie 144 Family Values 108 The Contenders Ford Fusion SEL vs. Honda Accord EX ■ Ford Explorer ■ Hummer H3 vs. Hyundai Sonata GLS vs. Toyota Camry LE ■ Hyundai Tucson ■ Jeep Commander Kim Reynolds ■ Kia Sportage ■ Mercedes-Benz M-Class ■ Mercury Mountaineer ■ Nissan Xterra ■ Newcomer ■ Pontiac Torrent ■ Range Rover Sport ■ Subaru B9 Tribeca ■ Suzuki Grand Vitara 166 Special Delivery 2006 Mazda5 130 The Winner Bob Nagy No fair peeking at the last page. Allyson Harwood

MOTOR TREND ■ Cover Photograph Evan Klein continued on page 8 > (contents) december 2005 < continued from page 5

45 20 168

40 192 ■ this month @ motortrend.com Departments 12 The Big Picture ■ Exclusive Auto Show Coverage Diesel do nicely. Join our editors this November for up-to-the-minute Angus MacKenzie information and photography direct from the Tokyo Motor Show and Specialty Equipment Market Association 20 Trend (SEMA) show floors. Check it out at News/opinion/gossip/stuff. motortrend.com/autoshows/coverage/. 32 Your Say ■ Sport/Utility of the Year What do you think? Go behind the scenes with Motor Trend editors in their quest to find the best sport/utility vehicle. Wallpaper, 40 The Asphalt Jungle photo galleries, and video round out the online collection. Cold play. Arthur St. Antoine ■ Polls, Polls, Polls, and more Polls Which would you rather drive? Miata or Solstice? Z06, 45 Technologue SRT10, or GT? Evo 9 or WRX STI? Charger SRT8 or GTO? Kars by Katrina. Check it out at motortrend.com/multimedia/polls/. Frank Markus

■ High-Performance e-Newsletter 168 Tuners Here’s your chance to win one of a dozen prize packages 2005 Mopar Dodge SRT-4. from Microsoft featuring its new “2006 Streets & Trips John Kiewicz GPS” software, just by signing up for our High- Performance e-Newsletter during the month of 192 Archive November. Get more information at motortrend.com/ Yeah, we got Hemis. subscribe/. Matt Stone

■ Buyer’s Guide If you’re in the market for a new or used vehicle, our online buyer’s guide offers facts and figures for every mainstream make, model, and trim currently available as well as info on pre-owned models from the last two decades. The IntelliChoice-powered buyer’s guide also offers info on the latest incentives to help consumers get the best deal on a new car, truck, SUV, or van. MOTOR TREND

8 DECEMBER 2005 MOTOR TREND.COM (the big picture) angus mackenzie

to 4700 rpm before it makes its peak of 428 pound-feet. On the freeway, my A8 simply surfed that monster swell of midrange mumbo.When you needed to plug a gap in the fast-moving traffic, diesel does it you just wiggled your big toe, and the A8 lunged forward. No waiting, no delay, no America needs a better weapon transmission dropping back two gears to spool up the engine, as happens with the W-12. And, to fight rising fuel prices around town, it even gave better mileage than the six-cylinder 730d. Like Mike Tyson sorting out a barroom brawl, it had so much muscle HERE IN AMERICA, diesels power spend 10 minutes standing on a freezing-cold that it barely seemed to break a sweat.The Audi Peterbilts. In Europe, they’re a way of life. In fuel island pumping $120 worth of gas into the had paddles for manual operation of its six- some countries, diesel-engined cars account for tank every second day. speed automatic transmission. I never used more than 60 percent of sales. If you don’t have The 730d would easily go 650 miles on a them—it always seemed to be in the right gear. a four-cylinder turbodiesel among your single tank of fuel—more than twice as far as The BMW was the better-handling car of the powertrain options, then you simply ain’t a the Range Rover—while cruising at 80 to 90 two, with more communicative steering and a mainstream player in the European market. And mph. On one trip, I got almost 35 mpg at an more coherent ride than the brittle-feeling diesels are now de rigueur in the automotive average speed of 76.8 mph.That’s U.S. gallons, Audi. But on tight, nip-and-tuck backroads the smart set, too: more than half the Mercedes- too, not the supersized Brit ones. Not bad for a A8 punched harder out of the turns and reeled Benz S-Class models currently sold in Europe luxury car weighing in at more than 4300 in the straights with an elastic surge of are diesel-powered, for example, and high- pounds and powered by a 3.0-liter straight-six. acceleration, the engine singing as the tach performance turbodiesel V-6 and V-8 engines With satellite nav, hands-free phone, six-disc CD needle swung around to the redline. Okay, it are now a must-have for any self-respecting changer, and radar cruise control, the 730d was wasn’t quite Pavarotti hitting that note in European luxury carmaker. the perfect transcontinental express. “Nessun Dorma”—more like Tom Waits gargling When you’re paying the equivalent of six The fuel economy’s nice, but it’s the torque Irish Cream. But it was music to my ears. dollars a gallon for gas, a fuel-efficient diesel that’s the fun part of driving a diesel.The Both DaimlerChrysler and BMW are reportedly makes sense, no matter how much money you 4.0-liter twin-turbo V-8 diesel in my Audi had considering offering diesel engines in cars in spend on a car. But that’s not the whole story. almost 60 horsepower less than the 4.2-liter gas the U.S., providing they can overcome tough Diesels are also great to drive. V-8, the base engine for the car here in the U.S., 100,000-mile emissions-durability targets. I I learned this in the year I spent with a BMW and almost 180 horses less than the 6.0-liter hope they succeed, because American drivers 730d and then an Audi A8 4.0 TDI back in W-12. But it’s the engine I’d choose above the could quickly learn to love the diesel. It’s not England. My commute was 120 miles each way. other two every time.Why? 479 pound-feet of just the fuel-consumption thing. It’s the fact The most immediate benefit in switching to the weapons-grade torque at 1800 rpm, that’s why. that when you flex your right foot, you get a BMW from the Range Rover Vogue I was By contrast, the 4.2 V-8 has just 317 pound-feet wallop of good old-fashioned torque. running at the time was that I didn’t have to at 3500 rpm, while the W-12 needs to be zinged Just like Detroit used to make. ■ what we’ve been up to... EVAN KLEIN EVAN JOHN KIEWICZ

12 DECEMBER 2005 MOTOR TREND.COM (the team) What Will MOTOR TREND You Do For editorial primedia consumer automotive group EDITOR-IN-CHIEF Angus MacKenzie PRESIDENT Steven Parr Love This GROUP PUBLISHER Steven, J. Rousseau EXECUTIVE EDITOR Matt Stone VICE PRESIDENT MARKETING Peter Cavrell EDITOR AT LARGE Arthur St. Antoine GROUP CREATIVE SERVICES DIRECTOR Peter Cooper Christmas? DETROIT EDITOR Todd Lassa MARKETING & PROMOTIONS MANAGER Shawn Higgins EUROPEAN EDITOR Paul Horrell MARKETING COORDINATOR Melsha Winchester SENIOR FEATURE EDITOR/ RESEARCH DIRECTOR Susan Waldman SENIOR PHOTOGRAPHER John Kiewicz SENIOR FINANCE DIRECTOR Tyler Schulze ••• SENIOR EDITOR Ron Kiino ASSISTANTS TO THE PRESIDENT ASSOCIATE EDITOR/COPY Allyson Harwood Betty Solomon (Los Angeles), MaryJo Lanik (New York) ASSOCIATE EDITOR/PHOTOGRAPHER Brian Vance ASSISTANT TO THE GROUP PUBLISHER Carol DeLaura EDITORIAL ASSISTANT Scott Mortara Christmas is a time PHOTOGRAPHIC INTERN Evan Wollenberg primedia inc. CHAIRMAN Dean Nelson to celebrate your love. PRESIDENT & CEO Kelly Conlin technical VICE CHAIRMAN Beverly C. Chell What is the most romantic thing TECHNICAL DIRECTOR Frank Markus that you have ever done for love? TECHNICAL EDITOR Kim Reynolds primedia enthusiast media SENIOR ROAD TEST EDITOR Chris Walton CHIEF CREATIVE OFFICER ROAD TEST EDITOR Neil G. Chirico Craig Reiss PRESIDENT OF CONSUMER MARKETING Visit adiamondisforever.com to art Steve Aster CREATIVE DIRECTOR Andy Foster SENIOR VICE PRESIDENT, submit your most romantic story ASSISTANT ART DIRECTOR Danny King CHIEF FINANCIAL OFFICER and you could win the ART INTERN Anthony L. Scott Kevin Neary SENIOR VICE PRESIDENT, MANUFACTURING, diamond three stone necklace production PRODUCTION, AND DISTRIBUTION MANAGING EDITOR Jacqueline Manfredi Kevin Mullan of her dreams. COPY EDITOR James Dryden SENIOR VICE PRESIDENT/ ADVERTISING COORDINATOR Laura Lopez Bender CHIEF INFORMATION OFFICER Debra C. Robinson contributors CORRESPONDENTS Mike Connor, Gavin Green, Steven Cole Smith PHOTOGRAPHERS Mark Bramley, Lionel Deluy, Evan Klein, Wayne Maser, Jeff Wight Subscription information: Send address changes to ARTISTS Nigel Buchanan, Lionel Portier MOTOR TREND, P.O. Box 420235, Palm Coast, FL 32142- 0235. Subscription rates in the U.S. and possessions: motor trend online 12 issues for $18. Canada $31 (price includes surface mail ONLINE EDITORIAL DIRECTOR Jeff Bartlett postage to Canada and GST tax). All other countries $33 PROJECT MANAGER Brandy A. Schaffels in U.S. funds. ASSISTANT ART DIRECTOR Melissa Spiering Occasionally, our subscriber list is made available to truck trend reputable firms offering goods and services we believe EDITOR Mark Williams would be of interest to our readers. If you prefer to be ART DIRECTOR Thomas Voehringer excluded, please send your current address label and note requesting to be excluded from these promotions motor trend television to PRIMEDIA, Inc., 745 Fifth Avenue, New York, NY 10151 SENIOR PRODUCER/ Attn.: Privacy Coordinator. HOST FEATURE EDITOR John Matthius ASSOCIATE VIDEO EDITOR Jim Gleason For subscription assistance: MOTOR TREND, P.O. Box 420235, Palm Coast, motor trend radio FL 32142-0235, 800/800-6848; PRODUCER/HOST Bob Long [email protected]. Back-issue orders: motor trend auto shows January 2003 to present, VP, GENERAL MANAGER John F. Marriott Client Logic, (toll-free) 866/601-5199; VP, EXECUTIVE PRODUCER Steve Freeman (e-mail) [email protected]; 1993 to December 2002, editorial offices, 323/782-2220. advertising sales CHICAGO Copyright © 2005 by PRIMEDIA Specialty Group, Inc. 500 N. Dearborn, Suite 1100, Chicago, IL 60610 ALL RIGHTS RESERVED/PRINTED IN THE USA The diamond three stone necklace pictured 312/396-0609 Bert Peterson may vary from the actual prize. DETROIT 333 West Fort Street Bldg., Suite 1350, Contest is subject to Official Rules which along with Detroit, MI 48226 313/964-6680 Ken Glowacki, contest details and how-to-enter instructions are available at Dave Irvine, Eric Schwab www.adiamondisforever.com. LOS ANGELES NO PURCHASE NECESSARY TO ENTER OR WIN. 6420 Wilshire Blvd.,Los Angeles, CA 90048-5515 Entry allowed only via www.adiamondisforever.com. Contest 323/782-2000 Arthur Bartholomew, valid in the 50 United States only (void where prohibited/ Mark Han, Alan Reed, restricted). Must be age 18 or older as of 11/14/05 to enter AFTERMARKET SALES DIRECTOR Bernice Sanders or win. Contest begins at 12:01am Eastern Time ("ET") on 11/14/05 and ends at 11:59pm ET on 1/2/06. NEW YORK 260 Madison Ave., Eighth Floor, New York, NY 10016 212/726-4300 Janet Catallo, Robert D. Eisenhardt III (trend)

NEWS/OPINION/GOSSIP/STUFF GM’s do or die SUVs A big improvement. But is that enough?

GM MUST be hoping history doesn’t repeat with Fit-and-finish is excellent, with small, even panel gaps and the launch of its do-or-die GMT-900 sport/utilities.When Gas one-piece front fascias that eliminate the big, gaping open- Crisis I sucker-punched the Big Three in 1973, GM’s U.S. market ings endemic to GM.The new interiors are improved, with share was more than 43 percent, most of it based on big gas- GM’s new chrome-ringed dials and quality switchgear, good guzzling cars. Now it’s in the mid-20s. Some 33 years later, leathers, and no more mouse-fur headliners.The Cadillacs, at General Motors says big SUVs sell nearly 750,000 units annually, least, and probably the GMC Denalis, should have real-wood with 6.5 million owners total, and that it owns 62 percent of accents (like Mercedes, BMW, and Audi) beyond the real- the segment. But the GMT-900s, rushed to market six months wood steering-wheel details, but mostly, the interiors are the early, arrive just as Hurricane Katrina has walloped our oil equal of their competitions’.A power-operated flip-and-fold supply and driven gas prices up to $3.50 per gallon and to second row is optional, and power hideaway runningboards the top of mind among anxious consumers. will be available a couple months after launch. Against this background, even the most optimistic GM And their styling is smart and modern, with steeply raked insiders must be concerned that the troubled giant’s future windshields, taut sheetmetal over widened front and rear hinges largely on the success of the big Chevrolet Tahoe, tracks, and a claimed drag coefficient of 0.36.The Cadillacs Suburban and Avalanche, GMC Yukon/ Denali and Yukon/ feature Sixteen-concept-inspired noses and rectangular Denali XL, and Cadillac Escalade/ ESV/EXT in 2006.The ventiports in the front fenders.The GMCs have bulbous- 116-inch-wheelbase Tahoe,Yukon/ Yukon Denali, and looking grilles and bugeye-like rectangular headlamps that Escalade launch within weeks of each other in the first work less successfully.The 2007 GMC pickup trucks will have quarter; the others, the larger 130-inch-wheelbase models, more differentiation from the SUVs, including stronger launch in the second quarter. grilles, when they launch next fall.The Chevy Tahoe and The good news is the GMT-900s are vast improvements over Suburban styling is most successful and will remind old- the aging 800s. Precise, responsive rack-and-pinion steering timers of the organic-styled 1973 Chevy trucks. with the best feel and feedback in the segment, plus pushrod Which brings us back to the near future.Will the GMT-900s V-8s with variable-valve timing and fuel-saving displacement- do well? Without doubt—they’re the new state-of-the-art for on-demand cylinder shutoff, distinguish the GM models over large sport/utilities.They’ll likely increase GM’s market share other big SUVs.The automaker expects combined EPA fuel in the segment. But will the segment retain its size in light of mileage of 20.5 mpg for its 5.3-liter rear-drive models, 20.1 all the changing external forces? After all, 62 percent of mpg for 4x4s. A two-phase hybrid will be available in 2007. nothing is…well, nothing. ■ todd lassa GMT–900 in detail ENGINES WHEELS ■ 6.2-liter aluminum block, VVT, ■ 17-inch standard, except: 400 horsepower (Cadillac only); ■ 18-inch standard, Escalade and Denali 380 horsepower (GMC Denali only) ■ 20-inch optional on Chevy and GMC ■ 6.0-liter aluminum block with ■ 22-inch optional on Escalade Displacement on Demand, VVT, (avoid if you’re trading in a DeVille) 355 horsepower ■ 6.0-liter iron block heavy-duty with VVT, OTHER NEW 350 horsepower FEATURES ■ 5.3-liter aluminum block with DOD and E85 ■ More interior space capability, 320 horsepower ■ Fully boxed frame with ■ 5.3-liter iron block with DOD, hydroformed front section 320 horsepower ■ Coil-over shocks, front ■ 4.8-liter iron block, ■ Rack-and-pinion steering 290 horsepower ■ Larger four-wheel disc brakes TRANSMISSIONS ■ Side curtain bags for all ■ Hydra-Matic 6L80 six-speed with two overdrive three rows gears, tap-up/tap-down capability, 6.2-liter V-8 ■ Standard StabiliTrak with ■ Improved 4L60E four-speed automatic, all rollover mitigation other engines ■ Optional rear-camera system

20 DECEMBER 2005 MOTOR TREND.COM (trend) words motor trend editors

MOTOR TREND.COM DECEMBER 2005 21 (trend)

NEWS/OPINION/GOSSIP/STUFF Jaguar XK convertible ready for Detroit LOW WEIGHT

POUND FOR POUND: HOW THE NEW XK MEASURES UP JAGUAR XK CONVERTIBLE 300 horsepower 3604 pounds (12.0 pounds/horsepower) CADILLAC XLR 320 horsepower 3643 pounds (11.9 pounds/horsepower) MERCEDES-BENZ SL500 302 horsepower 4065 pounds (13.5 pounds/horsepower) BMW 645Ci CONVERTIBLE 325 horsepower 4189 pounds (12.9 pounds/horsepower) (manufacturers’ curb weights; BMW 645Ci with optional SMG transmission) Will Ford ever get Jaguar right? ANALYSTS ESTIMATE

2008: New XJ

2007: New S-Type

22 DECEMBER 2005 MOTOR TREND.COM (trend) (trend) NEWS/OPINION/GOSSIP/STUFF ● MT CONFIDENTIAL ● MIKE CONNOR

CAN MARK FIELDS

(✱spycam✱)

■ Got gossip? E-mail [email protected] JAGUAR S-TYPE Disc Drive RELIVE FOUR 2010: X-Type dies Beyond 2010: F-Type

■ todd lassa/paul horrell ■

MOTOR TREND.COM DECEMBER 2005 23 (trend)

NEWS/OPINION/GOSSIP/STUFF (✱spycam✱)

LAUNCH: MID-2006, MODEL-YEAR 2007 ENGINE: 215-HORSEPOWER, 3.0-LITER I-6 BOTTOM LINE: BANGLEISM HAS FINALLY FOUND ITS CAR

AND THERE’S AN M-VERSION Bangle belts one COMING, TOO out of the ballpark DESIGN CHIEF

■ todd lassa Traveller reveals Mini facelift

MINI’S TRAVELLER concept stands out for its “barn doors” at the rear, with a large Mini emblem. But the concept’s other styling cues hide the facelifted 2007 Mini in plain sight.The headlamps and interior show what BMW plans for the next car. Headlamps are more swept back and aero-looking, and the center speedometer is part of a “free-hovering” side and maximum movement to the front for dashboard. In the concept, at least, the seats easier ingress/egress. Its two split side also hover:They’re connected to the center windows at the rear merge with the side console by load-bearing extensions.These windows at the front, and the front section elegant details could help mask the fact that moves electrically beneath the rear section the next Mini is all about decontenting to when opened.The luggage area is called the make it a more profitable small car. Cargobox, with a floor that can be pulled out to The two-door, wagonlike Traveller will share the rear to help load heavy bags.The Cargobox its extended wheelbase with an all-new five- also swivels up to section off the passenger door version of the Mini.The three-door and compartment from the luggage area. convertible models will be upgraded and BMW will ditch the current inline-four continued. engine for a new in-house-designed, direct- respectively, with a 15-percent improvement The doors on the Traveller concept are on injection 1.6-liter powerplant.This engine will in fuel economy. Rumors from Munich suggest kinematic parallelogram hinges and pivot to be turbocharged for Cooper and Cooper S the top of the range Cooper Works version swing open with minimum movement to the models, developing about 140 and 170 horses, could be good for 230 horsepower. ■

24 DECEMBER 2005 MOTOR TREND.COM (trend) NEWS/OPINION/GOSSIP/STUFF

Nissan GT-R Closer to the real thing

NISSAN’S next-generation GT-R Nissan insiders confirm the 4.5-liter V-8 from R32: supercar continues its painful evolution. It’s the Infiniti M45 will fit under the hood; the taken two years for Nissan to move from the question is whether it can be tuned to deliver GT-R concept shown at the 2003 Tokyo Show, the performance needed t0 keep the GT-R to this, the GT-R Proto, yet another concept for legend alive in Japan. the long-awaited R35 version of Japan’s most iconic high-performance coupe.This one, SKYLINE GT-R: R33: however, is closer to the real thing. A BRIEF HISTORY Blame Nissan chief Carlos Ghosn, who insisted The Skyline name dates back to Nissan’s from the outset the new GT-R be a profitable acquisition of the Prince Motor Company in 1966. project.That meant engineering the R35 GT-R Prince engineers influenced the development of for world markets, including the United States the P510 and 240Z, and Prince models such as (previous Skyline GT-Rs have been Japan-only the Gloria and Skyline became Nissan models. R34: models, with limited numbers exported to Although the Prince had built performance Australia and the United Kingdom). versions of the Skyline since the early 1960s, Japan wanted a twin-turbo six under the the first Skyline GT-R was launched in 1969, hood, but the U.S. reportedly insisted on a V-8. powered by a 16-horse twin-cam inline-six. ■ New RAV4 breaks cover AS DOES FJ CRUISER

■

STRETCH THIS

26 DECEMBER 2005 MOTOR TREND.COM (trend)

NEWS/OPINION/GOSSIP/STUFF NUMBER CRUNCHING 50,000 AMOUNT IN DOLLARS THE SOUTHERN FORD DEALERSHIP OF HOUSTON, TEXAS, IS OFFERING TO ANY FULL-TIME TV OR RADIO PERSONALITY WHO’LL LEGALLY CHANGE HIS OR HER NAME TO “SOUTHERN ’07 Explorer FORD” AND THEN USE IT ON AIR. HOW ABOUT $25K Sport Trac bows FOR “HARRISON FORD”? FORD PIONEERED Explorer, and the 2007 is more than five V-8 enough to ensure that the new the sport/utility pickup truck in the inches longer and nearly two inches Sport Trac doesn’t get lost in the woods, 2001-model year with its Explorer Sport wider than the Sport Trac it replaces. like the Ridgeline or the 2001 model? Trac, a V-6-only version based on the The new model’s wheelbase is 16.7 We’ll know some time after it goes on 1.24 now-defunct two-door Explorer. It inches longer than its donor platform sale next spring. ■ looked like Ford had trumped Nissan, Explorer. It has a 4.5-foot sheet-molded MILLION which showed its SUT concept first. But composite cargo box with a molded-in, ENGINES/TRANSMISSIONS PRICE IN DOLLARS perhaps not.The Sport Trac didn’t exactly black inner liner and tie-down anchors, ■ OF THE 987- take the market by storm. Now, with the plus three cargo bins with removable HORSEPOWER Honda Ridgeline floundering in the drain plugs. The interior features rubber ■ BUGATTI VEYRON marketplace, Ford thinks it has a better floor covering, optional two-tone SUPERCAR, idea: Offer a V-8.Thus, the 2007 Explorer leather seats and a heated windshield. DRIVE SYSTEMS WHICH IS Sport Trac. Standard audio includes a CD-player ■ EXPECTED TO This time, it’s based on the popular with MP3 capability. Safety features ■ REACH OUR full-size Explorer and includes its include AdvanceTrac with Roll Stability PAYLOAD SHORES SOMETIME independent rear suspension and Control and four-wheel disc brakes with ■ IN 2006. optional V-8 engine. All the sheetmetal ABS and EBD and optional Safety TOWING CAPACITY forward of the B-pillar is from the Canopy side air curtains. Is an optional ■ 10,000 ESTIMATED ✱ ✱ NUMBER OF AUTO ( spycam ) Ford’s Edge JOURNALISTS WHO ATTENDED THIS IS SEPTEMBER’S FRANKFURT MOTOR SHOW. 10,000 ESTIMATED NUMBER OF AUTO JOURNALISTS AT SEPTEMBER’S FRANKFURT MOTOR SHOW WITH SORE FEET. ■

28 DECEMBER 2005 MOTOR TREND.COM (trend) wewe hear NEWS/OPINION/GOSSIP/STUFF

Volkswagen EOS Five easy pieces THIS LARGER, more upscale VW Cabriolet replacement uses Golf and Passat components, but it’s the smallest of the three here, with a 101.5-inch wheelbase and 173.5-inch overall length. It also has the most elaborate top mechanism. It folds in just two pieces, but also has a built-in sunroof for a total of five folding panels.The launch engine is VW’s excellent 200-horsepower, 2.0-liter turbo FSI four, but, in the U.S., the optional engine will be a 250-horse, 3.2-liter FSI VR6. About 15,000 per year are bound for the U.S. at an expected base price of about $30,000 when it goes on sale in May. ■

Six Shooters YOU’LL FIND

■ ■ When a turbo or blower just isn’t enough TURBOCHARGING

■

30 DECEMBER 2005 MOTOR TREND.COM (your say) (your say)

letter shameless plug of the month

sweet memories I was intrigued by the reference to a 1949 Riley sedan (“The Big Picture,” September 2005). In 1962, a Riley Saloon was my first car, and I never expected to read about one in a U.S. magazine —Ode to Z06— (I’m a Brit who’s been living in the USA for just Flowing contours please the eye over four years). Mine was a 1.5-liter, What a way to fly distinguished by dark-blue enamel in the Speed without motion badge. I still look back on that car with good Renewed America’s pride feelings—it wasn’t the getting there that Power with grace counted but the manner of the going.Thanks Gives Italians chase for the nostalgia. Ponies run in fear Smacks you in the face Fresh in every way Legacy will stay shameless plug Beautiful as ever Is Dodge insane? Shouldn’t the Dodge Bow-tie rules the day Challenger concept be the next Charger (“Trends”)? The only things remotely resembling a Charger on the new Charger are the Coke-bottle flares at the rear end. Is it all write us at just a shameless capitalization on good names?

e-mail us from upon close examination Your super sleuths missed the mark on the Z06 (“Trends”).That isn’t a standard-issue Z06— ■ letter of the month wins! that’s the Blue Devil, a supercharged version of the Z06 not yet approved for production.Two of your competitors (who shall remain nameless) note the unmistakable sound of the supercharger, and your lap times surely must have told you this car was more than a 505- horse Z06.Whoever reported on this should get on his knees and beg for forgiveness. Love your magazine, love the new look, but you’d probably better own up to the fact that you missed big time on this one.

You may be putting your faith in the wrong sources, Gary.The car is, in fact, a blue Z06 and not the Blue Devil, which looks to be on hold as GM will have to install the engine in a Cadillac (the CTS-v-plus) as well to make the numbers work.—Ed. (your say) FEBRUARY IN DAYTONA BEACH ONLY MEANS ONE THING

little monster

a revealing concept bumper. But on page 47, the left rear quarter Damn! Someone beat me to it. I’ve been telling of the car is shown, and the exhaust tip is my wife for years that I’d pay extra to have a sticking out on the lower left side of the scantily clad girl cut my hair or towel off the bumper. Neither photo shows the car to have a car at the car wash—and she thinks I’m crazy dual exhaust setup. Are my eyes playing tricks (“Asphalt Jungle”).Yeah, crazy like Mr. on me? Saltzman, who invents California Girls Valet and becomes an overnight success. What a stroke of genius. Beautiful women and No, but we are.You lose an exhaust tip in photo cars…and it could’ve been me! I’ve got to go editing once in a while. Sorry about that.—Ed. JACK lie down now. I was about to congratulate you for not calling the MX-5 a sports car—until I turned to the back page.The defining feature of a sports car IS BACK! little monster is that it outperforms ordinary cars. Half of the I’ve always loved the Miata and still miss my sedans (yes, sedans!) on the market today will 1999 that I sold a while back (“The Song blow the doors off any Miata, new or old. Don’t Win a trip to Daytona Beach Remains the Same”). I’m impartial about the tell me about “fun to drive.”The greatest fun to new nose, though; it’ll take some time to grow be had in an automobile short of sex is going and the Jack Daniel’s Racing on me. A bit of confusion: a tight rear-quarter faster than anyone else. shot shown on page 45. The exhaust tip is Kickoff Party. sticking out on the right side of the lower Visit readers on location www.jack-is-back.com where do you read motor trend? to enter. Motor Trend Motor Trend

Pace yourself. Drink responsibly.

No Purchase Necessary. Sweepstakes ends 12/30/05 and open to legal residents of the 48 contiguous United States who are at least 21 years old at the time of entry. Void in CA and where prohibited. See Official Rules at www.jack-is-back.com.

JACK DANIEL'S and OLD NO. 7 are registered trademarks. All trademarks used with permission of their respective owners. ©2005 Jack Daniel's. Come visit us at www.jackdaniels.com Tennessee Whiskey Alcohol 40% by Volume (80 proof). Distilled and Bottled by JACK DANIEL DISTILLERY, Lynchburg (POP. 361), Tennessee. (your say)

flying toasters

At first, the Miata’s new fender lines disturbed in the face with a silver 2x4. Clipping on plastic and wouldn’t trade it for a truckload of HHRs. me, but that changed upon noting the biceps and calling it retro isn’t going to turn Frank Beamon improvements made under the skin of this the frog into a prince. Greensboro, North Carolina icon. Screw those guys in the big SUVs—they Had the all-new Chevy and the revised- can run me over, but I’ll still have a smile on my for-2006 PT been out even a month longer, we face when they pry my corpse from the new could’ve spec’d out testers more equally equipped Miata.To quote my four-foot-11-inch mother, 1.Why not compare performance of the 180- and priced.The goal here was to offer a look at “Dynamite comes in small packages.” horse PT Cruiser since the HHR had 172 each car’s overall packaging and position in the horses? marketplace.—Ed. 2. Maybe your writer was too tall, too short, or just too wide since a comfortable seating inner space flying toasters position was hard to find. Reading the “Space Shuttles” story reminded I’m holding onto the hope that the HHR looks 3.Why does the HHR look like it came from the me of growing up driving my mom’s 1974 better in real life than it does in the pictures next Disney movie,“Honey, I shrunk the (pea-soup green with fake woodgrain side (“Appliance Appeal”). I’ll give Chevy some Suburban?” panels) Chevy Caprice Estate wagon with a 454 credit, though. At least it didn’t whack the HHR I’ve had my PT for 48,000 trouble-free miles underhood and loaded with all the options. It had the third seat in the back so I could haul performance category.Throw in all-wheel for 20 years and have enjoyed just about every eight of my friends to the drive-in. After two drive, reliability, and a hefty price advantage, issue. But the last two month’s issues have years of out-dragging surprised Camaro and you have a no-brainer for the enthusiast. been, hands down, the best publications in owners between stoplights, the Estate’s rear But maybe BMW does know the enthusiast years. I had to have them next to me as I end sagged about two inches because I’d market better. Rather than waste its time watched TV; at every commercial break, I had twisted the heck out of the rear leaf springs. I chasing performance, it offers plenty of must- to look at them. I may have to be medicated. was going to trade my PT Cruiser in for a new have accessories like iPod cases. It’s a shame They’re both stuffed full of everything turbo model, but I now have to admit a severe that open-knuckle driving gloves have fallen powerful, fast, big, awesome and precise about bloodlust for the Magnum. out of style. everything automotive. Great work and congratulations on the new format. I can’t wait for next month. No pressure. But I will continue in my addiction to Motor Trend. If I could afford to spend that much money on Congratulations, I guess, on crowning the BMW a car, I’d take the Dodge Magnum SRT8 and 330i the victor in your sport-sedan challenge. send it and the extra $53,530 saved from not But BMW has priced itself out of this market, ■ buying the Benz to John Hennessey. I’m sure costing $11,000 more than the runner-up he could produce something in the 650- Infiniti G35, a fact barely mentioned in the All correspondence must include an address and a to-750-horse range, refined suspension, weight article (and, of all things, you compare base daytime telephone number. Any material accepted is reduction, and…well you get the picture. prices, as if a base-priced BMW existed subject to such revision as is necessary at our sole somewhere on this planet). For $11K, you could discretion to meet the requirements of this publication. load up a G35 with a supercharger and still All materials sent to the editors become property of have coin leftover for a cachet of NISMO parts. Motor Trend magazine and cannot be returned. matchless performance Poor 3 Series owners would choke on their Unsolicited materials will not be accepted and will not If the BMW is to be praised for its more propellers trying to keep up. be returned. This magazine assumes no responsibility engaging ride and performance, then maybe for loss or damage thereto. The act of mailing a you’re comparing it with the wrong sport manuscript and/or material shall constitute an express sedans (“3’s Company”). A better matchup Sport Z Magazine warranty by the contributor that it is original and in no might be between the Bimmer and a Subaru Thanks for the unbiased opinion.—Ed. way an infringement upon the rights of others. Due to STi. Subaru has remained truer to the ideal the volume of mail received, we can reply only to than the Bavarians have by distilling a more addicted to love letters selected for publication. visceral ride that’ll annihilate the 330 in every I can no longer hold it in—I’ve read your mag (the asphalt jungle) arthur st. antoine

impending arrival as formally as a wedding invite: the abrupt chill in the air, the Crayola 64 foliage, the profusion of antifreeze commercials during TV football games.Those were the cold play autumnal go-aheads to commence with the rites of winter. As in: digging out the three snow tires in the corner of the garage—and cutting L.A. drivers don’t have to deal with the sting of down the fourth one hanging from a tree as a swing.Treating yourself to a brand-new ice winter. They don’t know what they’re missing. scraper and admiring its still-undamaged red bristles. Lugging those dusty barbell plates up from the basement and tossing them into the ■ illustration lionel portier ■ photograph lionel deluy trunk as a sort of Neanderthal traction control. Fortifying the roadside emergency kit with a cool new gadget, such as a reflective-silver safety blanket capable of protecting an astronaut from the Van Allen Belt. Overkill? Hardly.Winter driving in Michigan is a lot like WINTER IS just around the corner. I know patio heater. My memories of driving through an Everest expedition—except in Nepal the key this because, well, it says “December” on the more than a dozen Michigan winters are so never freezes in the door of your yak. cover of this magazine. Also, the other day I saw vivid, even now it’s difficult to imagine life Ah, driving in winter. Unlike friends who’ve Santa Claus sunning himself on the without sleet. Perhaps that explains always lived in sunny, temperate L.A., at least I beach. Or maybe that was the exchange that occurred a know the giddy thrills of holidays on ice. In Billy Bob Thornton. few years ago as I arrived SoCal, people actually pay to slide go-karts Southern California at a SoCal barbeque around purpose-built slick tracks. In Michigan, can be confusing. and a friend helped zero-grip, opposite-lock thrills are yours free of I’ve been a me unload the charge at every winter intersection—bring the resident of trunk. minivan and the whole family can play! Why, it’s Munchkinland “Art, why do time people appreciated this no-traction action for well over a you have a for what it is: a full-on adventure sport, every bit decade now, giant bag of as invigorating as skydiving or a big-bucks enough time road salt in whitewater rafting trip.What’s more, winter’s to realize here?” heady challenges breed a level of driving skill that a North “It’s January. all but unobtainable in areas where the roads Face You know, are consistently drier than James Bond’s Himalayan ‘Be martinis. In Michigan, I’ve personally witnessed Parka looks Prepared.’” a grandmother powersliding a school bus full silly with board “Dude, it’s 86 of screaming kids through an icy entrance shorts and flip- degrees ramp with all the finesse of Tony Kanaan flops. But a part of outside.We could tracing the line through Turn One at Indy. me still can’t accept cook our steaks on Contrast that with streets of Los Angeles, where that there’s no the pavement.” even a light sprinkling of rain turns the city into winter here— “Did you say road a giant pachinko machine with two-ton balls. although the salt? Uh, no—that’s So to all of you facing yet another winter- weather can for the margaritas.” driving season—the spinning tires, the four- get so The truth is, I wheel snow drifts, the adrenaline-filled skating intolerable miss the late-fall performances lurking around every frozen you can’t ritual of gearing turn—as you think of us who drive in clement enjoy your up for cold-weather climes, droning along on our monotonously arugula driving.Winter would benign byways, I ask just one small favor:Try burger without a always announce its not to gloat. ■

40 DECEMBER 2005 MOTOR TREND.COM frank markus (technologue)

HURRICANE KATRINA exposed a major weakness in our energy production and distribution infrastructure and efforts to reinforce it are sure to keep costs high for way longer than it’ll take to re-anchor the drilling rigs and patch up the refineries. kars by katrina Katrina will be remembered as the OPEC oil embargo is, and we can probably expect her to Can a hurricane reshape alter the vehicle choices we face five years from now just as OPEC did.The original Corporate the automotive landscape? Average Fuel Economy law was passed in 1975 with the aim of improving the gas mileage of ■ illustration nigel buchanan ■ photograph lionel deluy our cars so we wouldn’t be crippled by another oil embargo.The legislation resulted in shrunken, boxy sedans, a brief proliferation of diesel cars, annually are made, like moonshine, from corn burning biodiesel) to overcome their emissions and a newfound interest in the trucks CAFE kernels—the cobs and stalks are tossed. But challenges and pervade the truck segment, ignored. researchers are busy developing designer powering anything expected to tow a trailer. In case you missed it, a seemingly prescient enzymes and microorganisms that can liberate Tax-incentivized flex-fuel (gas/ethanol) vehicles Bush administration rolled out a new light- distillable sugars from those stalks, from other seem obvious, and these will either have truck CAFE proposal six days before Katrina woody plant materials, and even from waste enlarged fuel tanks or slightly reduced driving blew ashore. It’s a modest proposal that divides paper. A Department of Agriculture study range.The hurricane’s long-term economic the truck market into six segments based on projects that we could replace a quarter of our strain will likely broaden the availability of the square footage of a vehicle’s footprint (track oil imports with biofuels today while meeting no-frills cars and stifle demand for Rubicon- times wheelbase), with a mandate to bump up current agricultural demands, and that crossing hardware among suburbanites who fuel economy in each segment.This allows full- production of ethanol and biodiesel could never venture off-road. line manufacturers to sell big, profitable trucks reach eight billion gallons by 2012. Increased energy independence and reduced without having to give away small ones just to So what will our vehicle choices look like in CO2 production could be a huge silver lining to boost the fleet average. Between 2008 and 2010? The hybrid market is already exploding, a mighty black cloud, but don’t expect anyone 2011, the smallest trucks must improve from but I also expect diesel engines (capable of to thank Katrina. ■ 26.8 to 28.4 mpg, the largest from 20.4 to 21.3. Environmentalists lashed out immediately, calculating that the total fleet average would only improve by about 1.8 mpg, saving the nation a month’s worth of gas over the life of the new vehicles. But in the wake of Katrina, I expect demand to swing toward the smaller, more efficient designs, rendering these complaints moot. Addressing this disaster requires more than just improved fuel consumption. We must reduce our dependence on oil received and refined in the Gulf. New state-of-the-art refineries should be built in less volatile areas. And we need to rely less on foreign sources of energy. Toward that end, I sincerely hope Katrina bumps Senate Bill S. 1210, the National Security and Bioenergy Investment Act of 2005, onto a fast track.This little-known legislation would increase funding to accelerate development of plant-based fuels and chemical products. Most of the 4.4 billion gallons of ethanol produced

MOTOR TREND.COM DECEMBER 2005 45 (cover story) PHOTO LOCATION COURTESY OF WILLOW RUN AIRPORT AND THE YANKEE AIR MUSEUM AND THE YANKEE RUN AIRPORT OF WILLOW COURTESY LOCATION PHOTO

48 DECEMBER 2005 MOTOR TREND.COM FORD GT MEETS DODGE VIPER SRT10 MEETS CHEVROLET CORVETTE Z06

IN SEARCH OF THE FAST AMERICAN HERO

THE ★ RIGHT STUFF ■ words frank markus ■ photographs evan klein

MOTOR TREND.COM DECEMBER 2005 49 (cover story)

AMERICA IS going through a aluminum and magnesium). No foreigner battle on public roads, not in international tough patch. Our forces are taking relent- can touch this Vette’s 6.3-pound/horse- endurance races. That Ford managed to less flak in Iraq, and the best place in the power rating for under $100 grand. The rework the original GT40’s pre-wind-tunnel country for jazz music has been flattened Z06’s price premium over the Z51 is under styling to produce significant aerodynamic by a bitch of a storm. Our beloved auto $20,000—half the surcharge commanded downforce and enlarge it for comfort with- industry also is in big trouble. Too few Big- by Chevy’s first exotic, the Corvette ZR-1 out compromising the proportions of that Three models have the sizzle to sell well (in today’s dollars). And the Z06 earns original American icon is astonishing. That without epic discounts, and high gas bonus points for delivering exoticar such a windmill-tilting 550-horse fantasy prices paint a bleak future for the jumbo performance in a Clark Kent wrapper with car ever found its way down a production guzzler pickups and SUVs about to make the visibility and useful trunk space of a line at Ford is yet another marvel. But most their debuts. As a result, GM and Ford now daily-driver—and without incurring a gas- miraculous of all is the fact that this Ford is enjoy junk-bond investment status, while guzzler tax. still, in its third model year, finding buyers DaimlerChrysler clings to the next rung Dodge transformed a torquaholic V-10 willing to pay almost double its enormous up the debt-rating ladder. Layoffs have truck engine into a light, 510-horse sticker price. been announced, bankruptcies rumored. aluminum race-car mill that’s earned the “Hold the phone!” you sticklers for auto- Isn’t there any good news out there? Viper a long résumé of motorsport credits motive parity protest. “The Chevy and Why, yes! Look up at yon hilltop, where and successfully challenged the Corvette’s Dodge start at $65,800 and $86,995, while the morning’s first rays of sunshine are decades-old status as “America’s Sports the Ford’s base price equals the sum of backlighting three American supercars, Car.” Its 535-pound-foot torque rating easily those two plus $550. No fair!” Well, lower poised to perform heroic acts of derring- out-twists any foreign production car with a your voices and listen carefully: Our secret do, providing just the sort of ego-boosting, five-digit price tag. Its cartoonish school- mission here is to first determine a pride-swelling distraction our weary boy study-hall styling still looks as conclusive winner in the long-promised nation could use right about now. powerful, confident, and outrageous as Chevy/Dodge face-off and then press on to The Chevy Corvette Z06 manages to anything ever built in Sant’Agata, Italy. And determine—informed by the full weight of generate 505 ultraconservative horse- the fact that this outrageous shape doesn’t hard scientific evidence and soft hormonal power (see “Dyno Might” sidebar) from a take to the skies like Superman at 180-plus excretions—whether the GT is indeed pushrod two-valve small-block V-8 with no mph is truly a miracle of aerodynamic twice as fabulous as the winner. It won’t be high-falutin’ blowers and no fancy engineering. easy—but a battered nation is counting on variable-valve gimcrackery. It weighs 100 Ford’s GT has rekindled Hank the us, so let’s take to the wild blue yonder and pounds less than its next-best-performing Deuce’s Ferrari feud, taking on the F430 give ’em hell. Z51 sibling, thanks to extensive use of with arguably similar results, though the Our first theater of operations is the exotic materials (the structure underlying wins and losses are harder to score this DaimlerChrysler Proving Ground near the carbon fiber and fiberglass skin is all time around because this GT only does Chelsea, Michigan, and our opening sortie

50 DECEMBER 2005 MOTOR TREND.COM THREE AMERICAN HEROES, AN UNLIMITED GAS ALLOWANCE, AND FIVE DAYS OF DRIVING ON TEST TRACKS, RACETRACKS, BACKROADS AND DYNO-ROLLS TO PICK A FAVORITE BRIGHT-RED CALIPERS ON ALL THREE CARS SQUEEZE HARD ENOUGH ON THEIR PIZZA PANS TO DETACH THE DRIVER’S RETINAS (cover story)

gigantic Michelin Pilots hook up. From then on, it’s foot-to-floorboard in between shifts. Tester Chirico found the Viper’s shifter easier to hustle than the Corvette’s (they share internal gearsets), thanks to its roomier gates. Get it all just right, and she’ll lay down a 4.0-second blast to 60 mph, en route to a 12.0-second, 121.9- mph quarter-mile run. That’s better than last month’s car ran, but still a tick or two off the pace of our quickest Viper roadster. The Z06 is a different animal. Its traction and stability-control systems work wonders in dynamic handling situations, but not on the dragstrip. Coincidently,each car delivers about 1600 pounds of force to the contact patches at 2000 revs (based on the gearing, tire sizes, and rear-wheel dyno horsepow- involves a three-hour strafing run on a er data). Since the Corvette has the least deserted 1.6-mile concrete straight. These amount of weight pressing down on those torque-monsters are all tricky to launch tires, the driver’s ankle must roll onto the hard. Without deft footwork, each will throttle with extreme care as the tires easily stand in the starting box smoking its begin to hook up, or they’ll still be slipping rear tires right down to the air inside them. at the top of first gear. The Corvette The Viper proved least difficult. Dial up just compensates for its 12-percent-rated enough revs to break traction (just under torque deficiency relative to the Viper with 2000 or so), then feed in the power as the overall gearing that’s 15 percent shorter, dyno might

RUMORS have been flying for the numbers may trail those generated on output of its hero motor: These last few months, alleging that the less sophisticated dynos). According figures show the Viper’s V-10 also was pilot-build Z06s driven and tested in to program manager Dan Sienkiewicz, good for 530 horses, and the GT’s conjunction with the car’s the typical drivetrain losses for a car supercharged V-8 was pumping out at Nürburgring launch were juiced to with a manual transmission and least 600 ponies. well beyond their SAE certified 505- independent suspension fall within 14 As for those initial Corvettes, the horsepower ratings. So we ran all to 15 percent of crankshaft horse- 0.3-second difference in 0-to-60- three test cars on a new, state-of-the- power. Heavier rotating components mph times between the original pilot- art 200-mph Mustang eddy-current (wheels, tires, axles, joints) increase build test car and this regular dynamometer, courtesy of Wheel-to- losses, as do heftier gears, high production car is largely attributable Wheel Powertrain, LLC in Madison viscosity lubricants, etc. to launch conditions at two different Heights, Michigan. This dyno Based on these expectations, the test tracks, while the one-tenth- simulates actual road and aero- dyno printouts suggest our Z06 was second, half-mph difference in the dynamic loads to provide more realistic producing more like 530 horses. But quarter mile suggests the cars are results (hence the rear-wheel-output Chevy isn’t alone underestimating the equally strong.

chevrolet corvette Z06 dodge viper srt10 ford gt 500 500 600 500 400 hp 400 hp hp 400 300 300 ft-lb ft-lb 300 ft-lb 200 200 200 100 100 100 0 0 0 2800 3190 3580 3970 43604750 5140 5530 5920 6310 6700 28003140 3480 3820 41604500 4840 5180 5520 5860 6200 28003190 3580 3970 43604750 5140 5530 5920 6310 6700 speed (rpm) speed (rpm) speed (rpm)

SAE BRAKE HORSEPOWER SAE TORQUE factory claim dynamometer* loss factory claim dynamometer* loss Chevrolet Corvette Z06 505 453 10.3% 470 411 12.6% Dodge Viper SRT10 510 447 12.4% 535 431 19.4% Ford GT 550 535 2.7% 500 460 8.0% *Average of three runs in fourth gear (1.00:1 Corvette and Viper) or third gear (1.23:1, GT)

MOTOR TREND.COM DECEMBER 2005 53 (cover story)

DODGE VIPER SRT10 but by spinning the engine to just a hair beyond the 7000-rpm redline, the Corvette can carry first gear through 60 mph, elimi- nating the 0.2-second a shift requires. The Viper hits its 6000-rev redline at 58 mph. Traction on our concrete track limited launch performance somewhat, but, by the quarter mile, each car’s true power-to- weight shines through, and here the Corvette scores a victory,besting the Viper by four-tenths and 4.7 mph (11.6 seconds at 126.6 mph versus 12.0 at 121.9). With almost 2000 of its 3497 pounds pressing down on the rear wheels (even more when weight transfers aft at launch), the GT produced Heaven’s own hole-shot, as easy as dialing up 2000 revs and rolling off the clutch. Taller ratios take first gear to 62 mph, with the mile-a-minute falling in 3.5 seconds. The quarter flashes by in 11.5 seconds at 128.7 mph in third gear (the others require a shift into fourth). Bright-red calipers on all three cars squeeze hard enough on their pizza pans to detach the driver’s retinas, and our main competitors stopped on the same dime— 100 feet from 60 mph (from 100 mph, the Viper halted three feet shorter, at 280 feet). The GT trailed with stops in 114 and 321 feet, which we suspect was tire-traction limited. Each provided superb balance, control, and pedal feel, though the Viper’s anti-lock system seemed less refined. Then it was off to storm the black lake for figure-eight testing. Once again, the Chevy and Dodge posted nearly identical performances, so it fell to our ace pilot to differentiate them subjectively.“The Viper’s steering turn-in feel and superior Michelin Pilot Sport tires allow you to push the car with confidence right up to the limits of the tires’ grip,” he notes. “The Z06 is a more demanding car. It was the hardest to control in the transition from the fast straights into the corners, but it also felt the most capable. The GT was easiest to manage in the transition between trail braking and getting back on the gas through the arc of the figure eight. It’s easy to push this car to its limits—it can make a zero feel like a hero.” The GT’s slightly slower performance is attributable to too- tall gearing for this short course. We ended our Chelsea operations on a 1.6-mile handling circuit consisting mostly of smooth, flat, medium to high-speed turns with a few slow kinks thrown in for good measure. Dodge provides no electronic safety net, but, despite having the highest torque-to-rear-axle-weight rating of the three, the Viper seldom threatened to break loose its 345/35R19

54 DECEMBER 2005 MOTOR TREND.COM (cover story) FORD GT rear tires and wag its tail. High cornering grip (peaking at 1.27 g) compensated for noticeably less urgent acceleration on the straights to bring the Viper in just 1.3 seconds slower than the Corvette, but the tight footwell, confining cockpit, and a steering wheel location too far aft made this a difficult car to feel comfortable going fast in. There’s also a peculiar sensation of sitting way back on the rear axle and swinging the nose from side to side in turns. It’s not a bad thing, just odd. Your humble scribe, who’s never held a pro-racing license, found the Corvette the easiest to drive fast on a largely unfamiliar track, by running all timed laps with StabiliTrak set to the “competition mode.” The system meters out as much thrust to each rear wheel as surface conditions will permit, allowing a bit of oversteer to point the car, without ever dousing the fire. That’s not to say you can flat-foot the go-pedal and just steer around the course—this front-engine car will push if thrown at a curve clumsily. But given the least amount of finesse, the Corvette generates big numbers with ease: highest top speed (133.6 mph), hardest acceleration (0.71 g), and peak braking and cornering within 10 percent of the GT’s and Viper’s. Score a decisive victory for team bow-tie. The GT’s mid-engine layout makes it behave much more like a textbook race car. Brake too late for a corner or too hard with the front wheels turned, and the rear end—which wears the smallest tires in this test—will come unstuck. Braking performance on the track was stellar, with the GT decelerating 0.1 to 0.2 g harder than the others. Of course, that may be because a major tail-wag on lap one (the GT employs no safety nannies, either) may have prompted extra driver caution on corner entries. The supercharger can easily over- whelm the rear-wheel traction on corner exits as well, but once hooked up it builds speed quickly,reaching within just 1.4 mph of the Corvette’s top speed. During the first lap with our initial Ford GT test car, a couple of over-torqued half- shaft companion-flange bolts failed, sending the open differential into freewheeling mode. The replacement car that laid down these lap times was an engineering car with 40,000 hard miles on it. It dyno’d 21 horsepower down on the original. Those extra ponies, and perhaps more bravado at the entrance to the corners, might well have put the GT ahead of the Corvette (or possibly wadded it into a ball). The Viper feels bred of big-boned, working-class stock—honest, brutal, in

56 DECEMBER 2005 MOTOR TREND.COM (cover story)

CHEVROLET CORVETTE Z06 your face. Nevertheless, its ladder-frame chassis offers a more compliant ride with better bump isolation and lower overall noise levels. Its suspension copes with bumpy turns better than the Chevy’s. But the cramped, claustrophobic cockpit, and the offset footwell (the accelerator lines up under the steering wheel) would be hard to live with long-term. The Corvette is a featherweight that’s had all the right vitamins and adhered to an extreme workout regimen in order to take on the big bruisers. It’s technical. Agile. Adroit. Its cockpit is the roomiest and most accommodating. It provides the best rear- ward visibility, and it’s the only one that’ll accommodate serious luggage, so it’s the best choice for a 1000-mile run, though the road, tire, and suspension noises sneaking in past the minimal sound-deadening can be fatiguing. The Z06 is also the only car that doesn’t need contortions to get in and out of. The Viper requires a broad-jump over wide, piping-hot door sills, and the GT’s guillotine door tops command immense respect after the first emergency- room visit for cranial trauma. Verdict? The Chevy-versus-Dodge competition was close, but the Vette edged out the Viper in most objective tests at lower cost and with better fuel economy.Its 7000-rev scream and visceral control feel kept our juices boiling and redlined our subjectivometers, so the big giant brass- tone trophy goes to Chevy and America can sleep soundly, knowing our national pride is well defended against the German 911s, English V8 Vantages, and anything Japan can currently throw at us. How does the Ford GT stack up? Personality-wise it’s the Ivy-League old- money fraternity president and rugby- team captain, a product of impeccable breeding. While the Viper and Vette are busy defending America’s honor against the upper-middle-class competition, the GT packs the power, poise, and panache to parry and thrust with the blue-blooded Ferrari and Porsche flagships. Is it better than the other cars put together? The raw numbers may not make the case, but its emotional appeal is extraordinary. Sure, it’s hard to wriggle into, it’s tight fitting, there’s no place to put anything, and the ventilation is so-so. The same can be said about Superman’s Lycra costume, but if it could make you fly,what would you pay to own it? ■

58 DECEMBER 2005 MOTOR TREND.COM 2006 CHEVROLET CORVETTE Z06 2006 DODGE VIPER SRT10 2006 FORD GT POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, RWD Front engine, RWD Mid-engine, RWD ENGINE TYPE 90° V-8, aluminum 90° V-10, aluminum Supercharged 90° V-8, block/heads block/heads aluminum block/heads VALVETRAIN OHV, 2 valves/cyl OHV, 2 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 427.6 cu in / 7011 cc 505.6 cu in / 8285 cc 330.1 cu in / 5409 cc COMPRESSION RATIO 11.0:1 9.6:1 8.4:1 POWER (SAE NET) 505 hp† @ 6300 rpm 510 hp @ 5600 rpm 550 hp @ 6500 rpm TORQUE (SAE NET) 470 lb-ft† @ 5800 rpm 535 lb-ft @ 4200 rpm 500 hp @ 3750 rpm REDLINE 7000 rpm 6000 rpm 6500 rpm WEIGHT TO POWER 6.3 lb/hp 6.8 lb/hp 6.4 lb/hp TRANSMISSION 6-speed manual 6-speed manual 6-speed manual AXLE/FINAL-DRIVE RATIOS 3.42:1 / 1.71:1 3.07:1 / 1.54:1 3.36:1 / 2.12:1 SUSPENSION, FRONT; REAR Control arms, transverse leaf Control arms, coil springs, Control arms, coil springs, spring, anti-roll bar; control anti-roll bar; control arms, anti-roll bar; control arms, arms, transverse leaf spring, coil springs, anti-roll bar coil springs, anti-roll bar anti-roll bar STEERING RATIO 16.1:1 16.7:1 17.0:1 TURNS LOCK-TO-LOCK 2.9 2.4 2.7 BRAKES, F;R 14.0-in vented, drilled disc; 14.0-in vented disc; 14.0-in vented, drilled disc; 13.4-in vented, drilled disc, ABS 14.0-in vented disc, ABS 13.2-in vented, drilled disc, ABS WHEELS, F;R 18 x 9.5; 19 x 12.0 in, 18 x 10.0; 19 x 13.0 in, 18 x 9.0; 19 x 11.5 in, cast aluminum forged aluminum forged aluminum TIRES, F;R 275/35ZR18 87Y; 325/30ZR19 94Y 275/35ZR18 87Y; 345/30ZR19 98Y 235/45ZR18 88Y; 315/40ZR19 103Y Goodyear Eagle F1 Supercar EMT Michelin Pilot Sport ZP Goodyear Eagle F1 Supercar DIMENSIONS WHEELBASE 105.7 in 98.8 in 106.7 in TRACK, F/R 63.5 / 62.1 in 61.6 / 60.9 in 63.0 / 63.7 in LENGTH x WIDTH x HEIGHT 175.6 x 75.9 x 49.0 in 175.6 x 75.2 x 48.6 in 182.8 x 76.9 x 44.3 in TURNING CIRCLE 39.0 ft 40.5 ft 40.0 ft CURB WEIGHT 3169 lb 3445 lb 3497 lb WEIGHT DISTRIBUTION, F/R 50.4 / 49.6 % 48.7 / 51.3 % 42.9 / 57.1 % SEATING CAPACITY 22 2 HEADROOM 37.9 in 36.5 in 35.4 in LEGROOM 43.0 in 42.4 in 44.6 in SHOULDER ROOM 55.0 in 54.1 in 57.8 in CARGO VOLUME 22.4 cu ft 6.4 cu ft 1.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.8 sec 1.6 sec 0-40 2.3 2.5 2.2 0-50 2.9 3.1 2.7 0-60 3.8 4.0 3.4 0-70 4.4 4.8 4.3 0-80 5.3 5.8 5.2 0-90 6.4 7.0 6.0 0-100 7.6 8.4 7.5 PASSING 45-65 MPH 1.5 sec 1.5 sec 1.4 sec QUARTER MILE 11.6 sec @ 126.6 mph 12.0 sec @ 121.9 mph 11.5 sec @ 128.7 mph BRAKING, 100-0 MPH 283 ft 280 ft 321 ft BRAKING, 60-0 MPH 100 ft 100 ft 114 ft LATERAL ACCELERATION 1.01 g avg 1.01 g avg 0.96 g avg MT FIGURE EIGHT 24.4 sec @ 0.83 g avg 24.3 sec @ 0.83 g avg 24.6 sec @ 0.82 g avg 1.6-MILE ROAD-COURSE LAP 75.4 sec 76.7 sec 79.6 sec TOP-GEAR REVS @ 60 MPH 1350 rpm 1150 rpm 1550 rpm CONSUMER INFO BASE PRICE $65,800 $86,995 $153,345 PRICE AS TESTED $68,700 $87,695 $166,195 STABILITY/TRACTION CONTROL Yes/yes No / no No / no AIRBAGS Dual front, front side Dual front Dual front BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles FUEL CAPACITY 18.0 gal 18.5 gal 17.5 gal EPA CITY/HWY ECON 16 / 26 mpg 12 / 20 mpg 13 / 21 mpg RECOMMENDED FUEL Premium unleaded Premium unleaded Premium unleaded † SAE Certified

MOTOR TREND.COM DECEMBER 2005 59 (xxxx xxxxx)

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62 DECEMBER 2005 MOTOR TREND.COM mazda mx-5 vs. pontiac solstice (head to head) ROA D S TER GLORY Who builds America’s hottest affordable sports car?

■ words matt stone ■ photographs jeff wight

MOTOR TREND.COM DECEMBER 2005 63 ENGLAND invented it. America knew enough not to mess with a winning driving personas. The objective numbers has attempted it. The Japanese perfected formula, yet changed every nut, bolt, and are close; the subjective differences it. “It” being the moderately priced, front- grommet to arrive at this third-generation between them greater. engine roadster. How the tables have MX-5. It’s two inches longer and 1.6 inches The Solstice is just a tenth slower (6.7 turned over the years. In little more than a wider than the car it replaces, yet overall seconds versus 6.6) to 60 mph than the decade, the Mazda Miata became the weight is about the same, depending upon MX-5. A seven-horsepower advantage isn’t world’s best-selling sports car. The prides options. The wheelbase has increased by enough to erase a 400-pound weight of Britain—Triumph and MG—are long 2.5 inches, opening up the cabin and differential. But the Solstice has 26 more gone. And America has never really been giving the car a beefier stance. Too many pound-feet of torque: 166 compared with in the game. American males branded the Miata a chick 140. And the Mazda’s close-ratio six-speed The balance changes with the arrival of car, so a more macho look was requires a shift to third to reach 60, where- the Pontiac Solstice, with its fraternal twin, important—and achieved. A fresh 2.0-liter as the Pontiac gets there in second. The the Saturn Sky, not far behind. By now, you four makes 170 horsepower over a wider MX-5’s slim lead widens a bit in the quarter- know the new General Motors entries will powerband than the previous car’s 1.8. A mile times. The MX-5 clears 1320 feet in run headlong into a new-from-scratch 15.1 seconds at 91.2 mph, with the Solstice Miata—sorry, MX-5. The Miata name has still close at 15.3 seconds at 89.6 mph. been dumpstered for 2006, tossing away Both machines have strong, four-wheel immeasurable brand equity for reasons disc brakes, so this area proved a virtual nobody understands. draw,the MX-5 stopping from 60 in 113 feet The Solstice rides on GM’s new to the Solstice’s 117. The Mazda cleared “Kappa” rear-drive chassis architecture our slalom course at 66.5 mph, just nipping and is powered by a 2.4-liter, 177-horse- the Pontiac’s 66.1-mph performance. How power version of the Ecotec I-4 found in ★ they got there, however, felt way different. everything from Cobalts to Euro-market ★ The Pontiac turns in sharply and has good Opel minivans. A five-speed manual front-end bite, staying neutral until the limit is approached, then it fades to mild under- steer. “The chassis works well and is predictable,” notes test-driver Chris Walton, “but it feels like it’s getting away with more because the tires are so wide.” The MX-5 is more knife-edged and pre- cise, staying neutral longer. It’s also more easily provoked into oversteer. “It reminds me of a junior version of the Lotus Elise,” says Walton. “There’s a fair amount of body roll, but it sticks well, with communication, and is so precise that I could make mid- corner adjustments.” Even though the MX-5 has less torque, the close-ratio six-speed helps keep the engine on boil. It makes a lusty combination of intake, mechanical, and exhaust noises and always feels ready to go play. The Solstice’s Ecotec four isn’t the smoothest lump ever born, yet it has a pleasant exhaust note and isn’t too thrashy.It’s not as eager to rev as the Miata motor and gets the job done with midrange torque instead transmission is standard, and an optional five-speed manual is standard, a six-speed of top-end power. There’s considerable five-speed automatic will be phased in as stick is available, and the optional automatic rpm falloff on the 2-3 shift; a six-speed production ramps up. Suspension is via also has six ratios. The chassis is stiffer, would make a serious difference. upper/lower control arms front and rear, the convertible top design has been Both cars ride well considering their and four-wheel disc brakes and 18-inch simplified, and safety and standard equip- handling-biased mission. The Solstice’s alloy wheels are standard. The styling is ment levels have increased. wider track, longer wheelbase, greater like nothing else, the hood opens The biggest number to crunch is 402— weight, and milder springing give it the clamshell style, and the folding cloth top as in how many pounds heavier the advantage here. Mid-corner bumps more recesses beneath the rear deck. The Solstice is than the MX-5, at least based on easily upset the MX-5, while the Solstice Solstice is GM product chieftain Bob Lutz’s these two test cars. Mazda’s made a lot of stays planted with no side stepping, for the personal baby, and he promised it would noise about how lightness has been same reasons noted above. Both have well- base at less than $20 grand. Which it does, “engineered in” to the MX-5, but it’s legit. weighted, communicative steering, and by a five-spot. It’s this weight differential that sets the tone their structures feel solid and structurally In spite of the dumb name thing, Mazda for this pair’s relative performance and sound.

64 DECEMBER 2005 MOTOR TREND.COM mazda mx-5 vs. pontiac solstice (head to head)

The Solstice is a real sports car and not the topless poseur enthusiasts feared

MOTOR TREND.COM DECEMBER 2005 65 (head to head) mazda mx-5 vs. pontiac solstice

Inside, the Solstice’s wraparound IP is all top talk about the driver. It’s got more legroom than the MX-5 and feels wider, too. Tops up, the MAZDA AND PONTIAC out the use of a tonneau cover. It’s Pontiac has more headroom by several take decidedly different approaches effective, although there are still inches. There are, however, several to going topless. The Solstice’s small cavities at the sides of the top. ergonomic flaws. There’s no easily decklid is hinged at the rear and The MX-5’s 5.3 cubic feet of trunk reachable center-console storage and no opens via the remote fob. The top space is unaffected by the top’s door pockets, although some are at the unlocks via one latch on the wind- position and much easier to access front of the seats. The cupholders spring shield header and folds into the than the Solstice’s oddly shaped out of the rear bulkhead, making them cargo area. It swallows much of the cargo bay, which also asks that you tough to reach. And the window switches trunk’s 3.8-cubic-foot capacity in snap home the folding buttresses are mounted too far aft on the door panels, doing so, but it looks smooth when each time★ you close the deck. forcing you to reach back to operate them. the rear deck is closed: The top is★Both cars have glass rear windows These are curious design mistakes on a fully hidden, no tonneau is with defrosters. The MX-5 has a flip- new platform planned from scratch as a required, and those bulbous down windbocker, while the Solstice two-seater. fairings are among the Solstice’s has none. Pontiac gives you a cloth The MX5’s cabin isn’t as swoopy looking, most interesting design touches. top standard, while a vinyl top is but is easy to live with. The window switches The MX-5’s top and trunk designs standard on base and Sport MX-5s; are mounted just behind the shifter. The are more conventional, but★ easier to cloth is reserved for the upmarket center cupholders are easy to reach, too, manage. Unlatch the top from the Grand Touring level. While the but the pair in the doors will bang your single latch on★ the header, and you ★Solstice scores style points for the shins. (Why, by the way, are four cup- can practically throw it over your neat looking rear deck, the MX-5’s holders required in a two-seater car—how shoulder at a stoplight. It clicks into design is ★easier to raise and lower many lattes should one juggle while place and was designed to look and doesn’t eat up the trunk in the driving?) The more complete gauge cluster finished in the folded position with- process. Advantage, Mazda. is easy to read. Plastics and other materials are of good quality, a smidge ahead of the Solstice’s. The MX-5’s longer wheelbase improves cabin room compared with the previous Miata, although it’s still snug for over-six-footers. Tie game in terms of seats; both have chairs bolstered well enough to keep you in place when corner carving, yet comfy enough for everyday use and long hauls. A word about pricing and equipment 1ST PLACE ■ ■ ■ ■ ■ 2ND PLACE ■■ ■■ ■ levels. As noted, the Solstice bases at MAZDA MX-5 PONTIAC SOLSTICE $19,995, including destination charges; our The driving enthusiast’s winner, Credit Pontiac for a legit, tester had the Power, Convenience, and and still champion, is the new MX-5. value-priced, hot-looking entry. Premium equipment packages, plus air-

66 DECEMBER 2005 MOTOR TREND.COM 2006 MAZDA 2006 PONTIAC MX-5 GRAND TOURING SOLSTICE conditioning, ABS, and a few other options POWERTRAIN/CHASSIS that brought the total to $23,785. Our MX-5 DRIVETRAIN LAYOUT Front engine, RWD Front engine, RWD was a Grand Touring model, which ENGINE TYPE I-4, alum block/head I-4, alum block/head includes a lot of normally optional hard- VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl ware in its $24,995 base price. If our DISPLACEMENT 122.4 cu in/1998 cc 145.8 cu in/2384 cc Solstice were equipped with the top audio COMPRESSION RATIO 10.8:1 10.4:1 combo (Monsoon sound/CD6/MP3) at REDLINE 7000 rpm 6800 rpm $890, roughly equaling the MX-5 Grand POWER (SAE NET) Touring’s premium Bose system, the price 170 hp @ 6700 rpm 177 hp @ 6600 rpm TORQUE (SAE NET) difference would be less than a grand in 140 lb-ft @ 5000 rpm 166 lb-ft @ 4800 rpm WEIGHT TO POWER the Pontiac’s favor. 14.6 lb/hp 16.3 lb/hp General Motors can take pride in what TRANSMISSION 6-speed manual 5-speed manual it’s accomplished. The Solstice is a real AXLE/FINAL-DRIVE RATIOS 4.10:1 / 3.41:1 3.91:1 / 2.85:1 sports car and not the topless poseur SUSPENSION, FRONT; REAR Control arms, coil springs, Control arms, coil springs, enthusiasts feared. It’ll sell on looks and anti-roll bar; multilink, anti-roll bar; control arms, coil springs, anti-roll bar coil springs, anti-roll bar value alone. But if the Solstice is a solid STEERING RATIO 15.0:1 16.4:1 runner, the MX-5 is a fleet-footed sprinter, TURNS LOCK-TO-LOCK 2.6 2.7 delivering a more athletic, lithe drive in BRAKES, F;R most every respect. 11.4-in vented disc; 11.7-in vented disc; 10.0-in vented disc, ABS 10.9-in vented disc The MX-5’s engine is smoother and WHEELS 17 x 7.0, cast aluminum 18 x 8.0, cast aluminum happier to rev than the Solstice’s. The TIRES 205/45R17 245/45R18 MX-5 has a more communicative chassis, Michelin Pilot Preceda Goodyear Eagle RS-A and it feels every one of those 400 pounds DIMENSIONS lighter and more responsive than the WHEELBASE 91.7 in 95.1 in Pontiac. This Grand Touring model, as TRACK 58.7 / 58.9 in 60.7 / 61.4 in equipped with the optional Sport Suspension LENGTH x WIDTH x HEIGHT 157.3 x 67.7 x 49.0 in 157.2 x 71.3 x 50.1 in package (revised anti-roll bars, Bilstein TURNING CIRCLE 30.8 ft 35.1 ft shocks, limited-slip diff), won every CURB WEIGHT 2476 lb 2878 lb performance contest, although the WEIGHT DISTRIBUTION 52 / 48 % 53 / 47 % margins were small. The Solstice’s top SEATING CAPACITY design is fussier than it needs to be; the 2 2 HEADROOM MX-5’s couldn’t be simpler. The Mazda’s 37.4 in 38.5 in LEGROOM interior is of higher quality and beautifully 43.1 in 42.7 in packaged. While the Solstice’s cabin is SHOULDER ROOM 53.1 in 52.4 in comfy and racy looking, it suffers from a CARGO VOLUME 5.3 cu ft 3.8 cu ft dearth of storage, a few ergonomic TEST DATA hiccups, and cheapoplasticity. ACCELERATION TO MPH All things considered, Mazda is still the 0-30 2.2 sec 2.3 sec established master of the compact, 0-40 3.4 3.5 affordable roadster game. ■ 0-50 4.8 5.0 0-60 6.6 6.7 0-70 8.6 9.3 0-80 11.4 12.2 0-90 14.7 15.7 0-100 18.9 NA QUARTER MILE 15.1 sec @ 91.2 mph 15.3 sec @ 89.6 mph BRAKING, 60-0 MPH 113 ft 117 ft 600-FT SLALOM 66.5 mph avg 66.1 mph avg TOP-GEAR REVS @ 60 MPH 2950 rpm 2250 rpm CONSUMER INFO BASE PRICE $24,995 $19,995 PRICE AS TESTED $25,495 $23,785 STABILITY/TRACTION CONTROL None None AIRBAGS Dual front Dual front, front sides BASIC WARRANTY 4 yrs/50,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 3 yrs/36,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles 3 yrs/36,000 miles FUEL CAPACITY 12.7 gal 13.8 gal EPA CITY/HWY ECON 24 / 30 mpg 20 / 28 mpg MT FUEL ECON 20.6 mpg 19.6 mpg RECOMMENDED FUEL Unleaded premium Unleaded premium

MOTOR TREND.COM DECEMBER 2005 67 (head to head) dodge charger srt8 vs. pontiac gto

70 DECEMBER 2005 MOTOR TREND.COM PO BEHOLD THE PORSCHE 911’S GREATEST THREAT: ITS OWN, BRAND–NEW BROTHER TWO TYPE-AW ARCHRIVALSER IN A MEGAWATT BATTLE CRANK IT UP TO RULE THE NEW

MUSCLECAR GENERATION ● TRIP words ● photographsron kiino

evan klein

MOTOR TREND.COM DECEMBER 2005 71 (head to head) dodge charger srt8 vs. pontiac gto

the creation of this phenomenal Western metropolis than Ezra Frederick Scatter- good.” Knowledge may be power, but knowledge of power can be just as, um, powerful. Seeing we possess an endless know- ledge of power—horsepower, that is—we thought it only fitting to bring the burly, all- new Dodge Charger SRT8 and its arch- rival, the Pontiac GTO, together for a rendezvous of force at nearby Scattergood Generating Station in Playa Del Rey. For four decades, these two nemeses have not only been giving the automotive world lessons in power, they’ve also been duking it out, toe to toe, with many a face-off going EZRA SCATTERGOOD municipal utility of its kind. Under Scatter- down right in Scattergood’s backyard of knew a thing or two about high voltage. good’s reign, the City of Angels exploded SoCal. Consider our little soiree an Known as Los Angeles’s “father of power,” into one of the most influential and vital homage to good ol’ Ezra. Scattergood led L.A.’s Department of Water metropolitan areas in the world. As The rules were simple and the stakes and Power for 31 years, growing it from a Cosmopolitan magazine wrote in 1947, high: Bring your most potent ponycar to the one-employee institute into the largest “Probably nobody has contributed more to party, leave all excuses at the door, and

72 DECEMBER 2005 MOTOR TREND.COM THE GOAT CAN GO, BUT IS IT QUICK ENOUGH TO BEAT THE CHARGER? fight for the right to be crowned king musclecar. The General versus the Goat in the ring at Scattergood’s house. Let the power trip begin… Although the Charger SRT8 is the fresh face in this fight, we’ve seen its formula before. Under its four-door “coupe” styling, replete with flying-buttress C-pillars echoing its 1960s ancestors, the new Charger is for all intents and purposes a Chrysler 300 SRT8, sharing its platform, powertrain, gym emphatically ripped compared with color cross-hair grille, and a deeper air chassis, and numerous dimensions. But its softer, 5.7-liter sibling. Accordingly, it dam with brake ducts the size of while the two appear nearly identical in packs a 6.1-liter, 425-horsepower Hemi cantaloupes. See a Charger SRT8 loom size, the Charger’s bodywork has been V-8; a heavy-duty five-speed AutoStick large in your rearview mirror, and it looks pumped to add 3.3 inches of length, 0.4 teamed with upgraded axles and differential; like you’re about to be run down by an inch more width, and 0.3 inch extra height. SRT-tuned dampers, springs, bushings, and angry, hungry lion. That the musclecar maniacs in anti-roll bars; a half-inch-lower ride height; Speaking of animals, how about the DaimlerChrysler’s Street and Racing and four-piston Brembo brakes peeking Charger’s bait in this shootout, the Goat? Technology (SRT) group subjected the through 20-inch forged wheels wrapped in Now in its third year, the GTO enters 2006 Charger to essentially the same rigorous Goodyear summer tires. Appropriately, the with just one significant change—available workout as the 300C SRT8 means the Charger gets a more menacing face that 18-inch wheels. Unfortunately, the timing of testosterone-infused Dodge leaves the features an integrated hood scoop, a body- our test dictated that Pontiac could only

MOTOR TREND.COM DECEMBER 2005 73 lend us a 2005 for evaluation. Nonetheless, sourced five-speed automatic unleashing through sweepers in concert with inputs we forged ahead with the not-as-fresh the Hemi’s 425 ponies so fluidly that stomping from your right foot and hands. It’s less Goat, especially since it still boasted the the throttle delivers a seamless rush of precise than the Charger, rolling more, necessary attributes to meet the Charger acceleration that could easily double as feeling less integrated and a bit sloppier, a head on: a 6.0-liter, 400-horsepower LS2 mental therapy. Moreover, the Charger sensation not helped by the mud-and-snow V-8 pulled from the C6 Corvette; an optional emits an intoxicating, raspy rumble tires that left it trailing the big Dodge in 60- Tremec six-speed manual transmission; befitting its size and strength, while the to-0 braking (138 feet versus 124), on the four-wheel independent suspension; a GTO sounds friendlier, as if comparing a skidpad (0.83 g versus 0.87), and through limited-slip differential; and variable-ratio Rottweiler’s growl to a bloodhound’s. the figure eight (26.8 seconds versus 26.3). power steering. This Goat can go, but is it Perhaps it’s the GTO’s way of signaling that The Charger exhibits more understeer quick enough to beat the Charger? it has a tighter rein on its 400 horses, due in than the tail-happy GTO, but its mammoth Objectively,yes. The GTO outgunned the large part to the balky, long-throw Tremec Goodyears provide enough grip to allow SRT8 from 0 to 60 (4.7 seconds versus 5.0), shifter that makes harnessing all that horse- the chassis to promptly convert the under- 0 to 100 (11.7 versus 11.9), and in the quarter power a chore. Like an omelet pan, the six- steer into neutral behavior that can safely mile (13.3 seconds at 105.9 mph versus speed needs to get intimate with Teflon. be stimulated with the throttle. The steering 13.5 at 106.3). Chalk it up to a better Hustled through a long stretch of twisty is light and precise, the brakes tenacious weight-to-power ratio (9.4 pounds/horse- roads, the GTO is arguably more fun, but and fade-free, and the chassis well- power versus 10.0) and, at least for the it’s the Charger that’s more impressive. The conceived, like the front and rear ends 0-to-60 blast, the advantage of launching GTO, at 189.8 inches and 3777 pounds, reside on the same page. If there’s a nit to with a manual transmission. Subjectively, feels small, agile, and tossable compared pick with the SRT8, it’s the unyielding ride however, the advantage didn’t register on with the 200.1-inch, 4266-pound SRT8. The that can bounce your booty over bumpy the seat-of-the-pants meter, a sensation GTO initially understeers mildly before roads, as if you were trudging along on backed up by the closeness of the gradually switching to mid-turn oversteer, horseback. Conversely, the Goat coddles numbers. If anything, driving the two back at which point the driving experience its occupants with a much more compliant to back leaves the impression that the becomes an entertaining throttle-and-steer ride—one of the few benefits to hoofing it Charger is the friskier beast, its Mercedes- shuffle, the Goat dancing and sliding with 17-inch wheels.

74 DECEMBER 2005 MOTOR TREND.COM the musclecar is back! And it’s here to stay

DON’T BELIEVE for a mph in under six seconds. Now moment the rekindling of America’s Mercedes is Europe’s musclecar love affair with powerful rear-drive king, offering AMG-tuned versions of V-8 sedans and coupes is a flash in almost every model it makes, some the pan. This stuff is visceral, deeply with more than 600 horsepower. ingrained in the psyche of the Now both Australia and Germany American driver: The explosion in are helping Detroit build musclecars pickup-truck sales during the 1980s again. Okay, the current GTO (a and 1990s was probably driven less Holden with Pontiac makeup) hasn’t by the need to haul stuff than a sold in the numbers GM expected, desire to recapture the fundamental but that’s largely because the Aussie spirit of the American automobile, car’s restrained styling didn’t match lost when Detroit switched whole- U.S. consumers’ expectations of sale to producing ho-hum, what a 21st-century Goat should appliance-like front-drive cars look like. That problem should be powered by asthmatic V-6s. Trucks solved with the 2008 GTO, which are rear-drive, mostly have V-8s, and will share its underpinnings and don’t look like jellybeans. Or powertrain with the next-generation Camrys. Commodore, but clothed in much Curiously, it’s the Australians and more aggressive, uniquely styled the Germans who’ve kept alive the sheetmetal for America. HUSTLED spirit of the American musclecar. Chrysler’s rear-drive LX platform THROUGH Both countries have shown muscle- was developed using a lot of hard- A LONG STRETCH cars can survive high gas prices ware and know-how from the W210 OF TWISTY ROADS, (they pay $4 to $6 a gallon) and E-Class, and the SRT versions of the THE GTO IS steep insurance costs. In Australia, Chrysler 300C, Dodge Magnum, and where GM, Ford, and Chrysler all Dodge Charger are eerily similar in ARGUABLY MORE made bijou versions of American concept and execution to the AMG- FUN, BUT IT’S THE musclecars in the late 1960s and badged Benzes. Chrysler will CHARGER THAT’S early 1970s, GM’s Holden subsidiary present a concept coupe built on a MORE IMPRESSIVE has built V-8-performance versions shortened LX platform at the next of its best-selling Commodore for 25 Detroit show. The car will carry an years. iconic name, Dodge Challenger, and Before we can give you the bottom line, Mercedes-Benz (with a little help our sources say the production let’s first examine the bottom line. The from Porsche) shoehorned a 5.0-liter version will be the first Chrysler to Charger SRT8, at $38,095 to start, is V-8 under the hood of a W124 E- come off the new LY platform as a considerably pricier than the $33,690 GTO, Class in the early 1990s to create 2010 model. And, yes, it’ll be rear but the premium isn’t unwarranted, the 500E, a musclecar so subtle that drive. With a V-8. considering it comes with stability control, only the slightly ■ angus mackenzie side airbags, Brembo brakes, and forged pumped front wheels with summer tires, not to mention a fenders, lower roomier cabin for five. And keep in mind ride height, that the Charger is slapped with a $2100 and16-inch gas-guzzler tax, which the GTO is alloy wheels burdened with only when equipped with gave you a clue the standard automatic, although for the that this some- Pontiac, the tax is a less-invasive $1300. what staid-looking Furthermore, the Dodge’s tasteful interior, sedan could nail 60 which can be outfitted with features unavailable in the GTO—e.g., a navigation system, adjustable pedals, curtain airbags, a sunroof, and a rear-seat video system— feels fittingly modern, stuffed with the kind of accoutrements that buyers want. The Goat, evidenced by its obvious lack of options, not to mention standard features, comes across as somewhat dated in the Charger’s company. In the end, “out of place” is how we

MOTOR TREND.COM DECEMBER 2005 75 2006 DODGE 2005 PONTIAC CHARGER SRT8 GTO

POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, RWD Front engine, RWD ENGINE TYPE 90° V-8 iron block/alum heads 90° V-8 alum block/heads VALVETRAIN OHV, 2 valves/cyl OHV, 2 valves/cyl DISPLACEMENT 369.8 cu in / 6059 cc 364.1 cu in / 5967 cc COMPRESSION RATIO 10.3:1 10.9:1 REDLINE 6400 rpm 6500 rpm POWER (SAE NET) 425 hp @ 6200 rpm 400 hp @ 5200 rpm TORQUE (SAE NET) 420 lb-ft @ 4800 rpm 400 lb-ft @ 4000 rpm WEIGHT TO POWER 10.0 lb/hp 9.4 lb/hp TRANSMISSION 5-speed automatic 6-speed manual AXLE/FINAL-DRIVE RATIOS 3.06 / 2.54 3.46 / 1.97 SUSPENSION, FRONT; REAR Control arms, coil springs, Struts, coil springs, anti-roll bar; multilink, coil anti-roll bar; semi-trailing arms, springs, anti-roll bar coil springs, anti-roll bar STEERING RATIO 16.1:1 11.8:1-17.2:1 TURNS LOCK-TO-LOCK 2.8 3.0 BRAKES, F;R 14.2-in vented disc; 11.7-in vented disc; 13.8-in vented disc, ABS 11.3-in vented disc, ABS WHEELS 20 x 9.0, forged aluminum 17 x 8.0, cast aluminum TIRES 245/45ZR20 99Y; 245/45ZR17 95W M+S; 255/45ZR20 101Y 245/45ZR17 95W M+S Goodyear Eagle F1 Supercar BFGoodrich g-Force T/A KDWS DIMENSIONS WHEELBASE 120.0 in 109.8 in TRACK 63.0 / 63.1 in 61.8 / 61.8 in LENGTH x WIDTH x HEIGHT 200.1 x 74.5 x 58.2 in 189.8 x 72.5 x 54.9 in TURNING CIRCLE 38.9 ft 36.1 ft CURB WEIGHT 4266 lb 3777 lb WEIGHT DISTRIBUTION 54 / 46 % 54 / 46 % SEATING CAPACITY 55 HEADROOM 38.7 / 36.2 in 37.3 / 37.3 in LEGROOM 41.8 / 40.2 in 42.2 / 37.1 in SHOULDER ROOM 59.3 / 57.6 in 59.7 / 51.7 in CARGO VOLUME 16.2 cu ft 9.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.1 sec 1.8 sec 1ST PLACE ● ● ● ● ● 0-40 2.9 2.6 DODGE CHARGER SRT8 0-50 3.8 3.7 A deft execution of power and 0-60 5.0 4.7 poise. Menacing manifestation, 0-70 6.2 6.2 to boot. 0-80 7.8 7.8 2ND PLACE ● ● ●● ● 0-90 9.8 9.6 PONTIAC GTO 0-100 11.9 11.7 The Goat’s still got strong legs, PASSING, 45-65 MPH 2.4 2.4 but it’s beginning to show its age. QUARTER MILE 13.5 sec @ 106.3 mph 13.3 sec @ 105.9 mph BRAKING, 60-0 MPH 124 ft 138 ft 600-FT SLALOM 65.2 mph avg 62.4 mph avg viewed the GTO in context with the MT FIGURE EIGHT 26.3 sec @ 0.68 g avg 26.8 sec @ 0.66 g avg Charger. While quicker than the Dodge, LATERAL ACCELERATION 0.87 g avg 0.83 g avg the Pontiac felt less refined, less civilized, TOP-GEAR REVS @ 60 MPH 2250 rpm 1550 rpm and less inviting than the Charger. Given CONSUMER INFO the option to drive one, whether on a short BASE PRICE $38,095 $33,690 stint or a long haul, the Charger is the obvi- PRICE AS TESTED $43,805 $33,690 ous choice—the best musclecar for the STABILITY/TRACTION CONTROL Yes/yes No/yes job. Not only does it look the part—no AIRBAGS Dual front, f/r curtain Dual front other V-8-powered American sedan BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles appears as ominous—but it plays the part POWERTRAIN WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles with an involving driving experience, be it ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles sensationally, aesthetically, or acoustically. FUEL CAPACITY 19.0 gal 18.5 gal That’s a powerful argument—one we’re EPA CITY/HWY ECON 14 / 20 mpg 17 / 25 mpg sure Ezra Scattergood would appreciate. ■ RECOMMENDED FUEL Unleaded premium Unleaded premium once more... with feeling THIS 4WD RALLY-ROCKET BATTLE SHOWS NO SIGN OF SLOWING

■ words chris walton ■ photographs jeff wight 0.0-60 impreza wrx sti vs. evo ix mr (head to head)

0.39 sec

OUR MISSION: Wring out these two rally- displacement. Of course, the racing versions of both are bred machines at the dragstrip, on the handling course, tuned, lightened, and upgraded within the rules to and at the racetrack, and pick a winner—a dream withstand the rigors of racing in a wide variety of assignment if these two cars weren’t so damned evenly environments. Other than that, what’s built into the matched. foundations of these street cars (especially bodywork If you’re one of those who skips to the spec chart to above the bumpers) is what’s required on the race cars. see who won, let’s save you the paper cuts.You’ll find the For those keeping track, here’s a short list of mechanical following differences: 0.0 second to 60 mph, 0.3 second changes since this duo was last featured in “Hatfields to 100 mph; 0.3 second and 0.1 mph at the quarter mile, and McCoys” (October 2004). The Evolution MR has 1.0 mph in the slalom, 0.01 g on the skidpad, and 0.39 gained variable timing (MIVEC) on its intake valves, second a lap on the racetrack. There. Go ahead. Pick a producing a more generous throttle response at a lower winner. rpm—and it’s readily apparent from 3500 rpm and up. It’s clear the Mitsubishi Lancer Evolution IX MR and The difference isn’t as easy as looking at a 2005 versus Subaru Impreza WRX STI (that’s now a capital “I” for 2006 MR dyno chart, which shows only marginal 2006) are optimized to the same formula specified by changes to the curve. the WRC rally racing series in which they participate. Combined with a revised, freer-flowing turbo housing Almost. The U.S. version of Subaru STI deviates from the and new exhaust system, horsepower has increased to maximum 2.0-liter rule by adding a half-liter of engine 286. Incidentally, that new exhaust system sounds much 0.3-100

MOTOR TREND.COM DECEMBER 2005 81 (head to head) impreza wrx sti vs. evo ix mr

1.0 mph better. The previous Evo sounded like a (neither of which was on our tester) slipperier and more efficient, which vacuum that’s sucked up a sock. The new include a front air-dam extender and a rear- allowed a smaller hood scoop to be fitted. one has a much throatier rasp akin to a dog wing wicker bill that claim to reduce lift A new STI-specific roof vane spoiler expelling kibble. Adding MIVEC meant and drag. Rooftop vortex generators borrows the Evo MR trick of pulling the revising the cylinder-head casting and remain standard but are now body colored. airflow down against the rear glass to allow gasket. The new casting, along with longer- In the Subaru camp, mechanical clean air to act on the rear wing, thus threaded spark plugs, better resists heat. changes are fewer and less evident. The increasing its effect. No word on how much Stronger alloy pistons and new rings are open planetary center differential is now extra downforce is made, but we assume said to reduce oil consumption by about 10 controlled electromechanically, and its it’s up from the previous 2005 STi’s 50 percent. There’s also a new bell housing default front/rear distribution ratio has pounds at 100 mph. Tucked under the rear cover designed to reduce interior noise. been changed from 35:65 to 41:59. A bumper, the new diffuser actually helped To feed the higher-output motor, the fuel torque-sensing mechanical limited-slip us vacuum our slalom course, producing a pump is able to deliver a seven-percent- device replaces the previously hydraulically dusty roostertail as it flew past. capacity increase over the previous one. controlled unit to speed reaction of the Have all the hours Mitsubishi and Subaru Shifting six gears got easier and more torque distribution. The Tribeca’s steering- engineers spent tweaking and fiddling with precise due to Teflon-lined shift cables and angle sensor has been added to the array these cars made a difference? a better shift-stroke stopper. The clutch has of electronics that direct the operation of Not really. received a wide-angle damper to quell the STI’s center differential. In manual Racing teams will appreciate the help vibration noise. Aerodynamically, there are mode, the diff can still be progressively where WRC Championship points are won subtle revisions. A new front fascia resulted locked in any of six positions up to a 50/50 and lost within tenths of a second. In the in the deletion of the triangular grille distribution. Carbon-reinforced synch- real world, however, both the MR and the splitter and more cooling for the ronizers smooth shifts into forth, fifth, and STI are still supremely capable and intercooler below. The carbon-fiber rear sixth gears. entertaining and only fractionally more so wing is now hollow to reduce upper body Aero tweaks come at the expense of this time around. We’d still bet money on weight, and the uprights that support it are looks—or is that vice versa? The new either one against a Lamborghini or Ferrari body colored. Dealer-installed options airplane-inspired front fascia is said to be on the right track.Yes, those hard-core Evo

82 DECEMBER 2005 MOTOR TREND.COM (head to head) impreza wrx sti vs. evo ix mr

0.01 g or STI fans who spend hours in their last year’s to this, improved to a greater differences become evident. Analysis respective online forums might feel a degree compared with the two Evos. The shows the Subaru slightly more nuance here and there, but neither one has speed trace for nearly the entire lap for the “chuckable” than the Mitsubishi, exhibiting leapfrogged the other. In fact, the Evo and 2006 STI is higher than last year’s car. a number of higher g-load spikes than the STI perform closer than ever before. The result is a 1.6-second-quicker lap Evo, which shows smoother curves. This is Overlaying this year’s best lap onto last time and a 2.8-mph-higher top speed. The further supported by a particular set of year’s, the 2006 Evo MR’s lap time improvement in corner exit speeds, where esses where the STI enters at a higher improved by 0.63 second. The gain the new center differential may have shown speed and spikes the g-load prior to the appears to come from that 10-horse an advantage, couldn’t be measured. Last exit. The driver reported more confidence increase over last year’s. The graph of each year’s car was more apt to rotate into a tail- throwing the STI because he knew it would of the acceleration zones shows a slightly out counter-steering slide. This year, reward him with a lurid slide. steeper incline with the 2006 MR. The new though that technique is still possible, it The Evo, on the other hand, did what it car’s top speed on the back straight requires more effort and commitment to was designed to do—remain neutral. In increased to 99.6 mph, where the old MR make it happen. The former STi trait of fact, when it’s pushed beyond what the tires achieved 96.9 mph. Analyzing the lateral nosing into a corner when the throttle is can maintain, the Evo merely goes wide of and braking g-loads each car produced is lifted (and drifting out when the gas pedal the intended path, all four tires giving up an exercise in subtlety. A node here and a is mashed) seems to have gone away with simultaneously. Whatever’s attempted— blip there differentiate old from new, but all the old center diff. Too bad, because it was lifting or matting the gas pedal, tugging at in, they’re indistinguishable from one one of the things to point to as a divergent the steering wheel, over-committing to a another. trait between Evo and STi. The new STI is corner—the Evo just sticks and goes. Do Last year, our early build-2005 STi tester just a hair more neutral than its predecessor. the same in the STI, and there’s always felt slow compared with other examples As with the Evos, the STi versus STI g-loads oversteer in reserve. The only time the Evo previously tested. With over 1600 miles on are only slightly different and can’t be oversteered on command was in the slalom this year’s STI, it had been broken in viewed as conclusively better or worse. where the center differential’s “Gravel” properly and produced all the power it Only after combining the best laps of the setting proved more useful (and quicker) should. As a result, the lap time, comparing 2006 Evo and 2006 STI do marked to rotate the car for each successive cone.

84 DECEMBER 2005 MOTOR TREND.COM On the racetrack, it was less useful than the 2006 MITSUBISHI LANCER 2006 SUBARU IMPREZA “Tarmac” setting. In the end, the Evo IX MR EVOLUTION IX MR WRX STI was 0.39 second quicker around the POWERTRAIN/CHASSIS racetrack than the Impreza WRX STI. DRIVETRAIN LAYOUT Front engine, AWD Front engine, AWD Ready for that winner thing? ENGINE TYPE Turbocharged I-4, iron block, Turbocharged flat-4, alum block, aluminum head aluminum heads No doubt, the Mitsubishi is a dedicated, VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl well-sorted track machine—and so is the BORE X STROKE 3.35 x 3.46 in / 85.0 x 88.0 mm 3.92 x 3.11 in / 99.5 x 79.0 mm Subaru. Which is more fun is a different DISPLACEMENT 121.9 cu in / 1997 cc 149.9 cu in / 2457 cc story. With performances so close, it boils COMPRESSION RATIO 8.8:1 8.2:1 down to brand preference, aesthetics, REDLINE 7000 rpm 7000 rpm price, and personality. POWER (SAE NET) 286 hp @ 6500 rpm 300 hp @ 6000 rpm It’s impossible to pick one over the other TORQUE (SAE NET) 289 lb-ft @ 3500 rpm 300 lb-ft @ 4000 rpm based solely on the test numbers. WEIGHT TO POWER 11.5 lb/hp 11.1 lb/hp Evolutionists will always be so, and TRANSMISSION 6-speed manual 6-speed manual Subaristas will remain loyal, as well. While AXLE/FINAL-DRIVE RATIOS 4.58:1 / 3.18:1 3.90:1 / 2.95:1 it’s certain neither one of these cars will SUSPENSION, FRONT; REAR Struts, coil springs, Struts, coil springs, anti-roll bar; multilink, anti-roll bar; struts, wind up on display at the Guggenheim, the coil springs, anti-roll bar coil springs, anti-roll bar Subaru just looks weirder this time around. STEERING RATIO 13.0:1 15.2:1 The new, more feminine grille, even in its TURNS LOCK-TO-LOCK 2.1 2.7 smaller-than-Tribeca scale, doesn’t do the BRAKES, F;R 12.6-in vented disc; 12.7-in vented disc; STI justice. 11.8-in vented disc, ABS 12.3-in vented disc, ABS WHEELS The Evo, while looking like a car that 17 x 8.0, forged aluminum 17 x 8.0, forged aluminum TIRES 235/45R17 93W 225/45R17 90W could change shape into a 15-foot robot at Yokohama Advan A-406 Bridgestone Potenza RE070 the push of a button, does have a purposeful DIMENSIONS honesty to it. The beauty lies in what it WHEELBASE 103.3 in 100.0 in does: finely crafted sharp-edged fins, TRACK, F/R 59.6 / 59.6 in 58.7 / 58.9 in vents, wings, and things that exploit the LENGTH x WIDTH x HEIGHT 178.5 x 69.7 x 57.1 in 175.8 x 68.5 x 56.3 in wind, cool the engine, and look the part. TURNING CIRCLE 38.7 ft 35.4 ft They all seem appropriate to the car and CURB WEIGHT 3283 lb 3315 lb what it’s meant to do. WEIGHT DISTRIBUTION 61 / 39 % 58 / 42 % Not so with the STI, which has a more SEATING CAPACITY 55 HEADROOM, F/R malleable nature. You can grab it by the 39.9 / 36.7 in 38.6 / 36.7 in LEGROOM, F/R scruff of its neck and throw it around, and 43.0 / 36.6 in 42.9 / 33.0 in SHOULDER ROOM, F/R 54.1 / 53.3 in 52.7 / 52.9 in it’ll reward you with heroic deeds. From the CARGO VOLUME 10.2 cu ft 11.0 cu ft way you can launch it from 6000 rpm with TEST DATA all wheels spinning to the way you can ACCELERATION TO MPH drive it slideways around a corner, it lets 0-30 1.5 sec 1.3 sec you have more fun than the Evo does. (Yes, 0-40 2.3 2.2 there’s still a software-regulated hardware- 0-50 3.3 3.1 protecting 5000-rpm rev-limiter from a 0-60 4.5 4.5 standstill that won’t allow the Evo IX to 0-70 6.1 5.7 unleash enough power to bark the tires on 0-80 7.8 7.6 dry-pavement launches.) 0-90 10.0 9.5 Then there’s price. Last time around, the 0-100 12.4 12.1 PASSING 45-65 MPH Evo MR was about $1200 costlier. This 2.5 sec 2.5 sec QUARTER MILE time, that difference has jumped to almost 13.3 sec @ 103.4 mph 13.0 sec @ 103.5 mph BRAKING, 60-0 MPH 107 ft 108 ft $3000. Most of us—although not the entire BRAKING, 100-0 MPH 306 ft 320 ft staff, it must be said—feel okay saving that 600-FT SLALOM 69.8 mph avg 68.8 mph avg much money for the added driving MT FIGURE EIGHT 25.4 sec @ 0.72 g avg 25.5 sec @ 0.72 g avg pleasure in an uglier car. LATERAL ACCELERATION 0.92 g avg 0.91 g avg Okay, we picked a winner—but do we 1.56-MILE ROAD-COURSE LAP 93.8 sec 94.2 sec now have two hairs where there was once TOP-GEAR REVS @ 60 MPH 2550 rpm 2500 rpm one? ■ CONSUMER INFO BASE PRICE $35,764 $33,620 PRICE AS TESTED $36,564 $33,620 1ST PLACE ■ ■ ■ ■ ■ STABILITY/TRACTION CONTROL No/yes No/yes SUBARU IMPREZA WRX STI AIRBAGS Dual front Dual front, front sides More fun than the Evo; tossable BASIC WARRANTY 5 yrs/60,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY and a more rewarding drive 10 yrs/100,000 miles 5 yrs/60,000 miles 2ND PLACE ■ ■ ■ ■ ■ ROADSIDE ASSISTANCE 5 yrs/unlimited miles 3 yrs/36,000 miles FUEL CAPACITY EVO IX MR 14.0 gal 15.9 gal EPA CITY/HWY ECON 18 / 24 mpg (est) 18 / 24 mpg Dedicated machine; cool looks— MT FUEL ECON 20.6 mpg 19.6 mpg but more expensive than its rival RECOMMENDED FUEL Unleaded premium Unleaded premium

86 DECEMBER 2005 MOTOR TREND.COM (interview) lapo elkann

■ words gavin green ■ photographs wayne maser

{MADE IN AMERICA}

One of the most unlikely guys to shape Italy’s automotive dynasty is young, frenetic, a snazzy dresser— and an admirer of Henry Kissinger and Chairman Mao }}

}}AFTER ITS BRIEF and ill-fated marriage with General Motors ended earlier this year—and after pocketing $2 billion in alimony—Fiat celebrated its return to full Italian ownership with large, flag-waving ads in major Italian newspapers. Forza Fiat! Forza Italia! It’s ironic, then, that the two young men who will ultimately guide Italy’s biggest company to success or failure—and rational thinkers put the odds at no better than 50/50—are both American-born. Their surname, Elkann, sounds no more Latin than Ford or Lutz. And when you meet the younger Elkann, the curiously named Lapo, he looks like an all-American boy: slim, fair-skinned, freckled, blue- eyed, and with college-cropped brown hair. But Lapo, like his elder brother John, is a true Italian blue blood. His grandfather, you see, was an Agnelli. And in Italy,surnames don’t get much more royal than that.

90 DECEMBER 2005 MOTOR TREND.COM MOTOR TREND.COM DECEMBER 2005 91 (interview) lapo elkann

Grandpa Gianni Agnelli, former boss and largest share- is the most common description of Lapo. And everybody calls holder of Fiat before dying in January 2003, aged 81, was called him Lapo, including his two run-off-their-feet secretaries. “the uncrowned king of Italy,” the richest and most influential We meet in his office in Fiat’s Mirafiori building in Turin. And person in the country.More than 100,000 people lined up to see what an office! The walls are bright Mediterranean blue. There his body as it lay in state at Fiat’s head office. The Italian president are model cars dangling from the ceiling, football team shirts and prime minister attended the funeral (and were booed by draped over chairs and framed on walls, a Ferrari-designed the huge crowd for arriving in an Audi rather than a Fiat). surfboard propped against a wall. A pair of Michael No single company has the influence in America that Fiat has Schumacher’s race overalls is framed near his desk. A large historically enjoyed orange Jamaican in Italy. Fiat controls hammock swings almost every major from the ceiling. A Italian brand, bobsled, as used by including Ferrari, the Jamaican national Maserati, Alfa team, is parked on Romeo, and Lancia. the floor carpet. Fiat Only Lamborghini, sponsors them. Why? owned by Volks- “They’re fun,” says wagen, is outside Lapo. “They make the family. Not only people smile. So Italy’s biggest should Fiat cars.” automaker, Fiat has There are photo- also, at various graphs on the walls times, been a major of Winston Churchill, player in trucks, “my all-time favorite trains, robotics, politician,” and Mao. construction, and “His color was red, the media. Born at just like the ultimate the beginning of symbol of capitalism, Italy’s industrializa- Ferrari. That strikes tion at the end of the me as interesting.” 19th century, Fiat There are big pho- has dominated the tographs of New business scene York. “I’ve lived in there ever since. London, Paris, Rio de And the Agnelli Janeiro, New York, family, Fiat’s most and Turin. But New significant investor York is my favorite from the beginning, city. It has so much enjoys a dynastic energy, so much reputation in Italy toughness.” bigger than the He moved back Rockefellers, the there on September Kennedys, or the 13, 2001, to work for Bushes. Henry Kissinger, a John and Lapo, friend of his grand- sons of Gianni’s father’s. He became daughter Kissinger’s personal Margherita and assistant. “He has writer Alain Elkann, huge drive and are now Fiat’s knows and under- largest shareholders. They’re also now senior managers: John stands the world. He became one of my mentors. I don’t have an as deputy chairman, Lapo as head of brand promotions. One MBA, and I didn’t go to Yale. I’m not an academic person and day, if all goes to plan, John, now 29, will assume the top job. wasn’t a good student. Instead, I’ve been taught by some of the Lapo, 27, will be by his side. most inspiring people in the world.” They’re very different men. John is quiet and shies from From Kissinger, he learned to “always be informed. ‘Never media interviews. Lapo is more animated, more extroverted. give in’ was one of Churchill’s expressions, but it was also one of He made it onto Vanity Fair’s International Best-Dressed List this Kissinger’s mantras.” Another Churchill exhortation—“Let us go year and has a celebrity girlfriend, Martina Stella, who played forward together”—is framed large on Lapo’s wall. in “Ocean’s Twelve.” He loves big Italian motorcycles (he rides From his grandfather, of whom there are a number of photos an MV Agusta Brutale), chain-smokes Marlboros, drinks thick (including one with his eldest son and intended heir, Edoardo, and strong espressos like most of us drink water, and, say who committed suicide), Lapo learned “a passion for life. He friends and acquaintances, works far too hard. “A ball of energy” taught me to grasp and grab inspiration from everyone you meet

92 DECEMBER 2005 MOTOR TREND.COM (interview) lapo elkann and from everything you do. He taught me to watch, to listen, to The name Rossi is significant, for motorcycle racer Valentino be curious. You can learn from everyone, the president or the Rossi is one of Lapo’s best friends. “I love Rossi. Rossi is a hero. cleaner.You need teachers in life, but they’re not always school What a fantastic ambassador for Italy.” A signed Rossi cap teachers or professors. You learn from ordinary people. You hangs behind Lapo’s desk. Renzo Rosso, founder of Diesel learn from travel, from just walking down the street.” clothing, is another hero, friend, and mentor. “His creations are Is he like his granddad? “Physically, yes. That’s why I can part of youth culture worldwide,” says Lapo. wear his old hand-made Italian or English suits.”Today, Lapo is For all the talk of famous people—and as an Agnelli, Lapo wearing one of his own pinstripes, tie mixes with some of the most well fashionably loose, collar partly known—he says his best friend, and upturned. ■ ■ ■ closest mentor, is his brother John. “But is there any other similarity? I I’m not an Together, says Lapo, the Elkanns want don’t know. I think not. My grandfather “ to help make Fiat, and subsidiary was a great man. I’m just starting my life. academic…instead, companies Alfa Romeo, Lancia, and I haven’t done anything yet.You need a Maserati, great again. They’ll do that lifetime to properly judge anyone.” I’ve been taught by partly by being more Italian. “Italy’s Lapo went to the University of some of the most assets are her style, her beauty, her London for three-and-a-half years, creativity, her passion, her energy, studying international relations—but inspiring people her technology; and these will be says he learned more from his core brand values of all our cars. compulsory Italian military training in the world. ” “Fiat as a company has a long way that followed. “There’s a fantastic ■ ■ ■ to go and a steep road ahead. But cross section of people doing military I think this company has great service, and yet you’re all the same. management now, a renewed passion You see all of your country,every region. It took 10 months, and for success, and a fantastic future. I honestly believe that. And I I loved every minute of it.” will give all my efforts to make that happen.” As an Agnelli heir, he also did his stint “undercover.” Every Talking to Lapo, it’s clear his passion for Fiat goes far beyond Agnelli earmarked for a career in Fiat must do a blue-collar job any natural business challenge. It’s his destiny, handed to him, under a false identity. Lapo worked in the Piaggio factory, and to John, by his grandfather, a hard-working, hard-playing making motor scooters, and used the name Lapo Rossi. Piaggio man who, say observers, shared much in common with Lapo. was then run by Lapo’s cousin, Giovanni Alberto Agnelli, son of Like heirs to the throne, they were born to do their duty, to take Gianni’s brother Umberto Agnelli and, at the time, heir apparent Italy’s greatest company to prosperity and greatness once of Fiat. He died in 1997. again. Just as Agnelli ordained. ■ the agnellis cursed as the kennedys?

FLEDGLING AUTOMAKER Fabbrica Italiana man, Gianni Agnelli rapidly expanded the Fiat empire to Automobili Torino (FIAT) was founded on July 11, 1899, the point where it controlled one quarter of the Milan in Turin, Italy. Among the board members was former stock exchange through its network of 596 subsidiaries army officer Giovanni Agnelli, who paid $400 for his and 190 associated companies. At one point, Fiat share of the company. Within three years, he was companies accounted for about five percent of Italy’s managing director. Fiat flourished under Agnelli’s GDP and employed three percent of its workforce. leadership, becoming Italy’s third largest industrial By any measure, the Agnellis, who still own about 30 company by the time he was made chairman in 1920. percent of Fiat (and have about 150 family members Multiple stock purchases meant the Agnelli family working for the company) have been one of the world’s owned about 70 percent of Fiat by the time Giovanni most successful auto-business dynasties, second only, died in 1945. perhaps, to the Ford family, which still controls 40 Giovanni’s grandson, Gianni Agnelli took control of percent of the Detroit automaker. But there’s been a the company in 1966. A clever and shrewd business- dark side to the family’s glittering success.

1935: EDOARDO AGNELLI, Giovanni’s son, is killed, hit by the propeller of his seaplane when it capsizes. He leaves a wife, Virginia, and six children, including sons Gianni and Umberto. 1945: VIRGINIA AGNELLI dies instantly near Pisa when her car hits the back of a stationary truck. Giovanni Agnelli dies the same year. Control of Fiat passes to Vittorio Valletta, his right-hand man since 1921. 1997: Umberto Agnelli’s son, GIOVANNI ALBERTO, acknowledged by Gianni as the future head of Fiat, dies of a rare form of stomach cancer at age 33. 2000: Gianni Agnelli’s son, EDOARDO, jumps to his death from a bridge near Turin. To Gianni’s dismay, Edoardo had shown little interest in the family business, at one stage studying religion at Princeton. 2003: GIANNI AGNELLI dies, aged 83. His 68-year-old brother Umberto is named Fiat chairman. 2004: UMBERTO AGNELLI dies of cancer. Ferrari chief Luca di Montezemolo is appointed chairman of Fiat.

94 DECEMBER 2005 MOTOR TREND.COM (first drive) mercedes-benz S500 a star is reborn* THINK BUILDING A LUXURY CAR IS NERVE-WRACKING? IMAGINE HOW MUCH PEPTO-BISMOL YOU’D BE SWILLING IF YOU WERE FIDDLING WITH A LUXURY-CAR ICON.

■ words arthur st. antoine ■ photographs mark bramley

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96 DECEMBER 2005 MOTOR TREND.COM MOTOR TREND.COM DECEMBER 2005 97 (first drive) mercedes-benz S500

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IN VARIOUS GUISES, world’s premier luxury brands—and the The new S is appreciably bigger than the the Mercedes-Benz S-Class has been in star power of one of the auto kingdom’s outgoing W220. Wheelbase on the long- production since America was listening to most renowned status symbols. wheelbase version has grown by more than Ike—that’s Eisenhower, not Turner. The Immediately following the S-Class’s three inches over the long W220 (unlike the current version, code-named W220 and world debut at September’s Frankfurt previous model, Mercedes will sell only introduced in 1998, has sold nearly Motor Show, we climbed behind the wheel long-wheelbase versions of the new S-Class 500,000 copies worldwide, making it the of the new car for first-hand evaluations on in the U.S.), overall length is up nearly two best-selling premium sedan of all time.Yet the highways and mountain roads of northern inches, and width has increased nearly an of late the W220’s three-pointed star has Italy and Switzerland. First impression: The inch. Interior room has expanded in almost begun to flicker. In the first eight months of new S is a staggeringly advanced auto- every dimension, most notably rear-seat 2005, BMW’s 7 Series outsold the S-Class mobile, boasting some of the most legroom and cargo capacity. According to in the U.S.—11,564 cars to 10,280. Then innovative and useful safety features in Mercedes figures, curb weight also has there’s the issue of Mercedes-Benz quality, recent memory. Second impression: climbed—by more than 200 pounds, which in recent years has seemed more Mercedes has been studying the BMW 7 despite the use of aluminum for the hood, Swatch than Rolex. Pass the Pepto, please. Series under an electron microscope. doors, front fenders, and trunklid. Now for the really queasy part: In Mercedes execs deny this, of course, The look is dramatically new. Like the 7 February, Mercedes-Benz will begin arguing that any similarities to the work of Series, the new S is an overtly “styled” car, shipping an all-new 2007 S-Class to our their Bavarian rivals is due simply to natural with more curves and “surface excitement” shores. Will America’s buying public product evolution. But the parallels than the clean, simple S-Classes of yore. swoon? It had better. At stake is nothing between the two cars are too conspicuous Compared with the outgoing model, less than the reputation of one of the to ignore (see sidebar). Mercedes has expanded the new car’s

98 DECEMBER 2005 MOTOR TREND.COM * HANG ON TO YOUR SCHNITZEL: MERCEDES CLAIMS A 0-TO-60-MPH TIME OF JUST 5.5 SECONDS FOR THE NEW CAR *

Most obvious, though, is the iDrive-like the V-12 continues with a five-speed auto. COMAND (“Cockpit Management and Four-wheel-drive S-Classes arrive by fall. Data System”) controller on the center The 2007 S carries a bounty of cool safety console. Ask whether iDrive inspired gear. The optional Brake Assist Plus uses COMAND, and Mercedes suits turn blue forward-mounted radar to calculate the gap with indignation, but with both BMW and to vehicles ahead; if the system determines Audi (the MMI system) now offering that the gap is too small or the closing speed mouselike controllers, Mercedes clearly too high, it alerts the driver. If BAS Plus wasn’t about to be left out. Our initial determines a collision is imminent, it impressions suggest that COMAND is automatically calculates the amount of more intuitive than iDrive (the Mercedes needed braking force and, the instant the display screens are excellent), but not driver touches the pedal, immediately necessarily a huge leap over MMI. brakes at the required level—even if the Happily, Mercedes has designed driver pushes the pedal too lightly. An grille and diminished its headlamps. Bold COMAND so that most functions can be updated PRE-SAFE system, if it calculates wheel arches add “shoulders” to the front controlled via hard buttons on the dash or that deceleration will exceed a certain level, and reappear in back. And…isn’t that a 7 via the optional Linguatronic voice- automatically pretensions the front belts and Series bustle on the rear deck? recognition system. inflates cushions in the front and rear seats The cabin is beautiful—simple, modern, Next year, Mercedes will sell three to support the car’s occupants optimally. airy.The look grew out of concept sketches versions of the S-Class in the United States. Also optional is a new Distronic Plus produced at a Mercedes design studio on First to arrive will be the S500, powered by radar-guided cruise-control system that’s the shores of Italy’s Lake Como; the a new, 32-valve, 5.5-liter V-8 that makes 80 capable of braking the vehicle to a full stop cockpit’s Italian flair is unmistakable. horsepower more than the old, three-valve- and then accelerating back to a preset Highly polished wood trim floats across the per-cylinder, 5.0-liter unit. Hang on to your speed once the vehicle ahead begins dash, swelling around a central grouping of schnitzel: Mercedes claims a 0-to-60-mph moving. The new S-Class will also offer a metallic air vents, switches, and an analog time of just 5.5 seconds for the new car. new night-view assist system that uses two clock (at night, optional fiber-optic lights at Around spring or so, two other S-Classes active infrared headlamps (with beams the edges of the trim trace a glowing line will join the party. The S600 will carry the invisible to humans) to illuminate the road around the interior). The large navigation old car’s twin-turbo V-12; the engine has ahead; images from a camera inside the display has climbed from the lower been tweaked to produce 510 horsepower windshield are then displayed in the console to a far more user-friendly spot (17 more than before). Scheduled to arrive instrument cluster (at press time, high on the dash. The central gauge is a with the S600 will be the U.S. market-only Mercedes hadn’t determined if the system large, color display that normally mimics S450, powered by a 335-horse, 4.6-liter V-8. would be standard or optional). an analog speedometer but can also Both V-8 engines mate to Mercedes’s We drove the car you see in these display other info as needed. fabulous 7Gtronic seven-speed automatic; pictures, a short-wheelbase S500 (virtually

MOTOR TREND.COM DECEMBER 2005 99 (first drive) mercedes-benz S500

LEFT: An optional rear camera projects the backup view onto the navigation screen. Follow the colored lines, which indicate the precisely calculated maneuvers required to park, and you’ll look like a pro every time.

BELOW LEFT: Unlike thermal- indistinguishable from the long-wheel- imaging displays (such as Cadillac’s base car unless the two are side by side) Night Vision) that pick up heat equipped with optional AMG wheels and sources, the S-Class’s night-view low-profile tires and AMG body skirts. At assist uses infrared headlamps typical American Interstate speeds, the that project invisible beams, car was so free of wind noise that tire “illuminating” the road ahead on the rumble over certain rough surfaces center display screen. became the overriding cockpit sound. Wind sounds pick up over 100 mph, but FAR LEFT: Distronic Plus cruise this is still an astonishingly quiet car The standard Airmatic suspension with control uses both long- and short-range (Mercedes credits more than 170 insulation adaptive damping provides a controlled radar beams to monitor traffic ahead. components—including insulating glass but nicely filtered ride, even with the The system can brake the S-Class to a with acoustic foil). AMG-spec tires. The driver can opt for complete stop if necessary. the star’s bangle’d manner * * *** Mercedes scoffs at suggestions that the BMW 7 Series inspired the new S-Class, but similarities are striking

7 SERIES

S-CLASS

STEERING-COLUMN- COMAND CONTROLLER DESIGNER ATTIRE DECKLID BUSTLE MOUNTED SHIFT LEVER Like BMW’s much-debated Unlike previous stoic, form- Bangle’s first 7 Series wore BMW did it first, freeing up iDrive system, the S-Class’s follows-function S-Class a rear-deck bustle as space on the center console multifunction COMAND models, the new big Benz prominent as J.-Lo’s. BMW for the iDrive controller. computer is accessed wears designer clothes. has trimmed the bustle on Now the S-Class shifts the largely via a round knob on With its prominent wheel the current version of its same way. Jörg Summer, in the center console. Hans arches, body-color taillight flagship—but now comes charge of Mercedes luxury Multhaupt, S-Class project bars, and strong character the new S-Class, and it’s models, says it was the leader, says comparing lines, it’s a conspicuously got one, too. Mercedes need for cupholder space iDrive to COMAND is like style-driven car. BMW’s claims the new shape that inspired the shifter’s comparing two cell- Chris Bangle was first to improves trunk size and move up. “Because there phones. “Some are com- play the dress-up game. accessibility. Says Hans- was no need for a manual pletely frustrating to use,” Did the 7 Series’s arrival Dieter Futschik, Mercedes- transmission in the S-Class,” he says, “and others—like lead Mercedes to feel the Benz design director: “It he says, “the column shifter COMAND—are easy and need for a new fashionista doesn’t remind me of BMW was a no-brainer.” intuitive.” S-Class? at all.”

100 DECEMBER 2005 MOTOR TREND.COM (first drive) mercedes-benz S500

FAR LEFT: Optional fiber-optic ambient lights cast a glow around the edges of the wood cabin trim— pretty funky for an S-Class, no?

BELOW LEFT: The round COMAND controller on the center console operates menus and sub-menus for such functions as navigation, audio system, and climate control–though hard Sport or Comfort modes via a cockpit buttons under the central-dash switch. Our test car also had the optional vents allow direct access to Active Body Control system, which frequently used functions.The Mercedes says reduces body roll by up to center palm rest flips open to 60 percent compared with the previous reveal telephone buttons. model. Throw in the eager V-8 and the outstanding seven-speed, and you have a 2007 MERCEDES-BENZ car that hustles through the Swiss Alps like S500 a good sport coupe. Oh, and not to be overlooked are the optional massage BASE PRICE $87,000 (est) seats, which on long drives do such a VEHICLE LAYOUT Front engine, RWD spectacular job of invigorating your spinal 5-pass, 4-door sedan column you’ll want to leave a tip. ENGINE 5.5L/382-hp/391 lb-ft DOHC After our brief drives, it appears the big 32-valve V-8 Benz’s reputation is secure—the S-Class has TRANSMISSION 7-speed automatic the goods; unquestionably, it’s a stunning CURB WEIGHT 4400 lb (mfr) new luxury sedan. But has Mercedes built WHEELBASE 124.6 in the new Eurosedan title-holder, a star that LENGTH x WIDTH x HEIGHT 205.0 x 73.7 x 58.0 in outshines not only the 7 Series but also the 0-60 MPH 5.5 sec (mfr) Audi A8 and the Jaguar XJ? Stay tuned: EPA CITY/HWY FUEL ECON N/A We’ll share our verdict after thorough ON SALE IN THE U.S. February 2006 Stateside deliberations next year. ■ 102 DECEMBER 2005 MOTOR TREND.COM * motor trend 2006 sport/utility of the year

THE DIRTY DOZEN? Well, at least they looked springs, independent suspension, and air suspension. that way after a day negotiating the sand traps, frame-twisters, Transmissions? They ranged from four to seven—count ’em— hungry rocks, and rutted hills of our off-road evaluation course. speeds, some with low-range transfer cases, some without. Heat and dust and the sound of engines working hard: It must be Some of our contenders seated five, others seven. As-tested Sport/Utility of the Year time again. prices ranged from under $24,000 to more than $75,000. Twelve contenders made the cut for this year’s judging, their They were an international bunch, too, reflecting the complex widely varying technical specifications and packaging globalization of the auto industry and the U.S. market. One reflecting the diversity of a market segment that’s come a long contender was all-Japanese (Suzuki Grand Vitara), two were way from the days when four-wheel drive was a necessity for all-Korean (Hyundai Tucson and Kia Sportage), and three were farmers, soldiers, and intrepid adventurers rather than a all-American (Ford Explorer/Mercury Mountaineer twins and suburban-lifestyle statement. Engines included an I-5 and a flat- Hummer H3). And before you ask about the Jeep Commander, six and a bunch of V-6s. We had V-8s, too, including one with remember the Jeep guys ultimately report to Stuttgart these quad cams, a supercharger, 390 horsepower, and a Jaguar days. Still, in a nice piece of symmetry,the all-new Mercedes ML pedigree. We had live axles with leaf springs, live axles with coil is bolted together near Tuscaloosa, Alabama.

WHICH CONTENDERS WILL COME THROUGH OUR TOUGHEST CHALLENGE TO DATE WITH MUD ON THEIR FACES AND WHICH WILL EMERGE UNSCATHED? ■ words angus mackenzie ■ photograph john kiewicz THE DIRTY DOZEN 104 DECEMBER 2005 MOTOR TREND.COM Building sport/utes is clearly an American specialty: Despite to the correct pressures?) were followed by three days of track their Japanese badges, both the Nissan Xterra and Subaru testing. Then came three more days of back-to-back drives Tribeca are made here (Canton, Mississippi, and Lafayette, around a 35.6-mile road loop and our compact, but challenging, Indiana, respectively), and while the bright-orange Range Rover off-road evaluation course—all interspersed with the sort of tire- Sport (think Coldplay meets the Sex Pistols) may be British-built, kicking, hood-slamming, seat-folding, and cupholder-counting the beancounters who approved it call Dearborn home. But it’s needed to really get under the skin of each vehicle. Pontiac’s Torrent that gives us a real glimpse of the auto industry’s We were surprised. We were impressed. And, yes, we were New World Order: The V-6 under its hood is made in China. disappointed, too. But, as always, the process led us to the Twelve contenders, 11 judges. Technical inspections (would winner. Even if it wasn’t the vehicle many of us initially expected you believe only two of the contenders arrived with tires inflated it to be. ■

MOTOR TREND.COM DECEMBER 2005 105 2006 sport/utility of the year ■ words angus mackenzie the process ■ photographs john kiewicz

IN THE END, it all came down to lines and lap records: It was designed to crossover than cross-country—is meant to a backroom, a spirited discussion, and a give every judge the opportunity to drive take you and your stuff places you can’t get secret ballot: one judge, one vote, one every vehicle back to back over the same to in a regular car. And none of this year’s winner. It sounds simple enough. But real-world roads. contenders failed that most important test. getting there is far from a simple process. For the final day of testing, we headed Here’s how it happened… north out of Los Angeles to Hungry Valley’s THE CRITERIA Each of our 12 contenders was put compact off-road obstacle course. We SPORT/UTILITY OF THE YEAR isn’t a through our regular track-testing regimen at wanted a short, simple loop with terrain that comparison test.We don’t pitch a Hyundai California Speedway: the standard would stymie regular passenger cars and Tucson against a Hummer H3 or a Ford acceleration and braking tests, plus the 600- rear-drive trucks, but not prove impassable Explorer against a Mercedes-Benz ML.Yes, foot slalom and lateral acceleration tests, and for the lighter-duty vehicles without low- they’re all sport/utilities, but they’re aimed the Motor Trend figure eight, our unique range transfer cases and mountains of at very different buyers and deliver very road-test snapshot that reveals plenty about ground clearance. The combination of different driving experiences. So how do we a vehicle’s real-world acceleration, braking, lumps, bumps, sand, and hills was ideal— decide a winner? Simple.We evaluate each and transient responses in a compact and tough enough to trap any old-school off- contender against three key criteria: repeatable format. roader that attempted it in 2WD, but not so The track-testing results gave the judges hard-core that we couldn’t get around it in SUPERIORITY baseline data to work with—and some the Subaru Tribeca. HOW THE VEHICLE measures up to its interesting statistics to chew on: like the The little Korean SUVs impressed, peers in terms of its engineering Range Rover Sport’s astonishing 112-foot scampering around the course with mini- excellence, advancement in design, stop from 60 mph, which is sport-sedan mum effort. And the usual off-road utilization of resources and safety.We look stuff. suspects—the trail-rated Jeep, the OR- at vehicle concept and execution, selection With the track testing complete, judges equipped Xterra, the Hummer H3—barely and use of materials, packaging, and and contenders assembled at the base of raised a sweat, as expected. What wasn’t dynamics. Styling and interior layout are the Angeles Crest Highway to begin a 35.6- expected was just how accomplished the also considered, as is fuel consumption mile road loop that not only took in the Range Rover Sport was when the going got and primary and secondary safety twisting blacktop up, down, and through the tough, 20-inch alloy wheels, ultra-low- features. mountains, but also gnarly suburban streets profile tires, and all. Xterra and Hummer and a section of undulating, fast-moving apart, it was the only other contender we SIGNIFICANCE freeway.This road loop wasn’t about racing took into the Rubicon-rough sluicebox, and A KEY ELEMENT of this criterion is how only our desire not to scuff bodywork and well the vehicle does the job its maker off-road course rims prevented us taking it all the way intended it to do. With sport/utility through—after the initial exploratory foray vehicles, we consider how well the none of the judges doubted it would’ve gone inherent compromise between on-road HUNGRY VALLEY State Vehicular Recreational Area the distance. The Jeep Commander may refinement and off-road ability has been Lap Distance: 0.45 miles have been trail-rated, but that big body is a handled. We also look at how the vehicle tight fit between the rocks. may impact on its market segment, Start/Finish A sport/utility—even one that’s more change consumer perceptions, and influence new-vehicle on-road course trends.

ROCKY Total distance: 35.6 miles VALUE ROAD 25 degrees Elevation change: 2425 feet TILT BIG TUJUNGA CYN RD IT’S NOT AS simple as TRAIL broken asphalt you might think. We handling & braking compare each vehicle Highest Lowest point with its rivals in its market point ANGELES FOREST HWY asphalt segment. And while a ORO VISTA AVE handling & power asphalt stop & go vehicle with a low sticker FOOTHILL BLVD asphalt price might seem to have stop & go traffic THE SAND BOX an advantage, it may not be SLIPPERY SLOPE ANGELES CREST HWY asphalt as good a value as a more handling & power 210 FREEWAY concrete expensive vehicle that 19 degrees 20 degrees ride quality/wind noise offers higher performance and build quality along N W E with better functionality, Start/Finish 30 feet S lower running costs, and higher resale. ■

106 DECEMBER 2005 MOTOR TREND.COM ✜ ✜ ★ ★

THE JUDGES (From top left to bottom right)

JEFF BARTLETT Online editorial director Lives in Florida Doesn’t sleep much FRANK MARKUS Technical director NEIL CHIRICO Mind like a steel trap Road test editor Owns a Maserati, Collects Mustangs and though Mitsubishi Evos KIM REYNOLDS ALLYSON HARWOOD Technical editor Associate editor/copy Loves computers, Likes ice-hockey and Gershwin, and spotting mistakes Frank Lloyd Wright

RON KIINO ARTHUR ST. ANTOINE Senior editor Editor-at-large Used to work at a boring Knows LA inside out auto magazine—left and mixes a mean martini

TODD LASSA CHRIS WALTON Detroit editor Senior road-test editor Forget Motown, he’s MT’s Last man up Pikes Peak lounge-music meister before they sealed it

ANGUS MACKENZIE MARK WILLIAMS Editor-in-chief Truck Trend editor Still trying to figure out Despite that, he loves what went wrong our long-term 911

MOTOR TREND.COM DECEMBER 2005 107 2006 contenders ford explorer ALL PHOTOGRAPHS FOR OF SPORT/UTILTY THE YEAR: JOHN KIEWICZ/BRIAN WOLLENBERG VANCE/EVAN

MORE THAN A 2006 FORD FACELIFT, EXPLORER LESS THAN BASE PRICE RANGE $27,175-$36,585 AS-TESTED PRICE $42,715 (V-8 Eddie Bauer 4WD) ALL-NEW VEHICLE LAYOUT Front engine, RWD/AWD/4WD, 5-7 passenger, 4-door SUV FROM CHASSIS upgrades ENGINE 4.6L/292-hp/300 lb-ft and a new driveline to an interior SOHC 24-valve V-8 makeover with fresh amenities, if TRANSMISSION 6-speed automatic refinement is what you’ve been wishing for contribute to parking-lot door dings. CURB WEIGHT, F/R DIST 5054 lb (52/48%) in an Explorer, it’s been granted. It’s quieter Further, the rubbery armrest lacks a hand- WHEELBASE 113.7 in (impressively so), smoother, safer, and hold of its own, so, once the door swings LENGTH x WIDTH x HEIGHT 193.4 x 73.7 x 72.8 in better equipped. In fact, the 2006 Explorer open, the separate grab handle becomes MAX CARGO CAPACITY 83.7 cu ft was poised to dominate this year’s difficult to locate. The four-wheel MAX TOWING CAPACITY 7050 lb competition. So why didn’t it take home the independent suspension earned mixed 0-60 MPH 8.0 sec Calipers? Why didn’t it even wrinkle the reviews, too. In the mountainous portion of QUARTER MILE 16.0 sec @ 86.8 mph envelope it could’ve punched through? our drive, it went from feeling confident in BRAKING, 60-0 MPH 137 ft Sure, the V-8 sourced from the Mustang GT one corner to spooky in the next. Staffers LATERAL ACCELERATION 0.68 g avg is admirable and so is the new six-speed complained the Roll Stability Control 600-FOOT SLALOM 57.4 mph avg automatic. system initiates too aggressively, too late, MT FIGURE EIGHT 30.4 sec @ 0.50 g avg To Ford’s credit, the new engine/trans and could alarm those it’s intended to EPA CITY/HWY FUEL ECONOMY 14/20 mpg combo is far more refined, returns better protect—novice drivers. Broken pavement RATINGS fuel economy, and can pull a (slightly) on our drive loop did, however, give the ENGINEERING ★★★ heavier trailer. The interior is tasteful and Explorer one standout moment. Our topline DESIGN ★★ quieter than before, too. But all goes awry Eddie Bauer Explorer offered the best and INTERIOR ★★★ with the Explorer’s bizarre ergonomics. The most satisfying control when competitors PERFORMANCE ★★ driving position is awkward; it’s difficult to were bucking and vibrating like paint OFF-ROAD ★★★ resolve the seat-to-pedal-to-wheel shakers. Off-road, our 4WD tester was SAFETY ★★★★★ conundrum despite adjusting each device limited by ground clearance and departure VALUE ★★★ to its respective limit. And those nifty new angles from true hard-core rough stuff, TO SUM UP armrests may improve comfort, safety, and despite its low-range transfer case. But at Now the strong, silent type, but still soft at heart. access to the door release, but they’ll also least it was a comfortable ride. ■

108 DECEMBER 2005 MOTOR TREND.COM 2006 contenders hummer H3

SEVERAL 2006 HUMMER CHIPS OFF H3 THE OLD BASE PRICE $29,500 AS-TESTED PRICE $38,785 BLOCK VEHICLE LAYOUT Front engine, 4WD, 5-passenger, 4-door SUV IT’S HARD to imagine people ENGINE 3.5L/220-hp/225 lb-ft clamoring for big, thirsty sport/utilities DOHC 20-valve I-5 these days, so perhaps the H3 is just the TRANSMISSION 4-speed automatic thing for the times. GM claims it’s as burly CURB WEIGHT, F/R DIST 4943 lb (50/50%) and rock-crawling-capable as a Hummer 220-horsepower I-5 gives the 4900-pound WHEELBASE 111.9 in H2 (okay, we’re with you), uses a powerful H3 all the pull and harmonics of a sewing LENGTH x WIDTH x HEIGHT 186.7 x 74.7 x 74.5 in and efficient 3.5-liter five-cylinder engine machine. Freeway merging power? Forget MAX CARGO CAPACITY 55.7 cu ft (you sure about that?), and is easier to park it. Similar to our initial experience with a MAX TOWING CAPACITY 4500 lb than many of its kind (sort of). The reality of Hummer H2, the off-road-biased H3 took 0-60 MPH 11.3 Sport/Utility of the Year testing proved well to the twisty mountain roads—as long QUARTER MILE 17.7 sec @ 77.6 mph different. The H3’s city/highway rating of as it was pointed downhill. BRAKING, 60-0 MPH 139 ft 16/19 mpg is optimistic at best, and the Off-road, the H3 is pure Hummer: damn- LATERAL ACCELERATION 0.68 g avg pain at the gas pump is intensified by a near unstoppable over just about anything, 600-FOOT SLALOM 54.0 mph 0-to-60-mph sprint that took over 11 though the military-spec pillbox window MT FIGURE EIGHT 30.9 sec @ 0.48 g avg seconds. The Hummer may be slow, but it openings make it hard to aim it between EPA CITY/HWY FUEL ECONOMY 16/19 mpg sure is thirsty. In fact, it almost justifies two obstacles at a time. It’s a different story RATINGS buying the larger, marginally less fuel- inside, however. Our tester came ENGINEERING ★★★ efficient H2 with its whopping 6.0-liter V-8, festooned with the $3125 Luxury package DESIGN ★★★★ which can at least outrun hybrid-driving that featured handsome leather seating INTERIOR ★★★ environmentalists. The H3’s inline-five is (surfaces) with Range Rover-like contrasting PERFORMANCE ★ derived from GM’s venerable 4.2-liter piping, among other things. The Hummer OFF-ROAD ★★★★★ inline-six that produces 291 horsepower. H3 does one dirty deed exceptionally well SAFETY ★★ You’d think lopping off one cylinder would and nothing else particularly well—and it VALUE ★★ reduce output by about 48 horses. ain’t cheap, either. It’s mostly a marketing TO SUM UP Unfortunately, GM removed the magic exercise you wouldn’t want to drive The looks of an H2 with the performance of an H1. 70-horse cylinder. As a result, the everyday. ■

110 DECEMBER 2005 MOTOR TREND.COM 2006 contenders hyundai tucson

system, AM/FM/CD stereo, and five- 2006 HYUNDAI DON’T LOOK year/60,000-mile basic and 10-year/ TUCSON NOW, BUT 100,000-mile powertrain warranties—all dismissable were it not for the Tucson’s BASE PRICE RANGE $18,095-$23,795 THESE GUYS performance on our controlled driving AS-TESTED PRICE $24,000 (est V-6 AWD) HAVE CAUGHT UP loops. Pushed to its limit in the mountains, VEHICLE LAYOUT Front engine, FWD/AWD, the optional 2.7-liter, 173-horse V-6 5-passenger, 4-door SUV A FEW YEARS ago, we remained well isolated and within the realm ENGINE 2.7L/173-hp/178 lb-ft predicted that Hyundai might one day of cute-’ute refinement, though it did lack DOHC 24-valve V-6 surpass the domestics and rival the power. The suspension performed well TRANSMISSION 4-speed automatic Japanese automakers. That day is here, at when hustled around corners, and, when CURB WEIGHT, F/R DIST 3728 lb (59/41%) least in terms of build quality, price, safety, the tires hit the dirt, the Tucson proved more WHEELBASE 103.5 in and warranty; the Tucson proved one of the comfortable than more dedicated off-roaders. LENGTH x WIDTH x HEIGHT 170.3 x 72.1 x 66.1 in most surprisingly capable and pleasant The optional AWD system, meant for soft- MAX CARGO CAPACITY 65.5 cu ft players in this year’s contest. Remove the roading, had no trouble finding traction in MAX TOWING CAPACITY 2000 lb badges, and it’d be hard to tell exactly who sand, trudging up steep grades, and 0-60 MPH 10.7 sec builds the Tucson—though that telltale through the frame twister. Relative to its QUARTER MILE 17.6 sec @ 78.1 mph Korean scent is somewhat of a giveaway domestic peers, the Tucson covers the BRAKING, 60-0 MPH 130 ft (do Koreans all use the same interior “Superiority” and “Value” requirements LATERAL ACCELERATION 0.71 g avg glue?). Aroma and “squircle” styling well enough to earn our award, but it just 600-FOOT SLALOM 60.6 mph avg notwithstanding, the Tucson quietly earned doesn’t move the needle enough in the MT FIGURE EIGHT 30.5 sec @ 0.49 g avg a place on every voting editor’s short list. “Significance” category. That comes from EPA CITY/HWY FUEL ECONOMY 19/24 mpg This value-packed “little SUV that could” innovation and technology, not from merely RATINGS features six airbags, ABS, electronic stability covering all the bases at a friendly price. ■ ENGINEERING ★★ DESIGN ★★★ INTERIOR ★★★★ PERFORMANCE ★★★ OFF-ROAD ★★ SAFETY ★★★ VALUE ★★★★★ TO SUM UP If GM built this, then it’s finally got it.

112 DECEMBER 2005 MOTOR TREND.COM 2006 contenders jeep commander

FIVE’S 2006 JEEP COMPANY, SEVEN’S COMMANDER BASE PRICE RANGE $27,985-$38,900 A CROWD AS-TESTED PRICE $41,920 (Limited 4WD) VEHICLE LAYOUT Front engine, RWD/4WD, DAIMLERCHRYSLER 7-passenger, 4-door SUV bills the Jeep Commander as the most (off- ENGINE 5.7L/330-hp/375 lb-ft OHV road)-capable seven-passenger 4x4 16-valve V-8 available. Unfortunately, there’s the issue of TRANSMISSION 5-speed automatic Land Rover’s LR3 and Lexus’s GX 470, both CURB WEIGHT, F/R DIST 5265 lb (51/49%) of which carry seven passengers and also WHEELBASE 109.5 in are capable in the rough stuff. Built on the LENGTH x WIDTH x HEIGHT 188.5 x 74.8 x 71.9 in proven underpinnings of the Grand MAX CARGO CAPACITY 68.9 cu ft Cherokee, the Commander isn’t a bad MAX TOWING CAPACITY 7200 lb value; the price for our loaded Limited 0-60 MPH 7.9 sec model with the 5.7-liter Hemi V-8 and the 16/19 rating with only 220 horsepower. QUARTER MILE 15.8 sec @ 86.8 mph company’s most advanced Quadra-Drive II It also proved nearly unstoppable on our BRAKING, 60-0 MPH 140 ft system totaled just over $40,000, which off-road course, though stiff springs LATERAL ACCELERATION 0.70 g avg undercuts Land Rover and Lexus. Just like produced considerable head-toss. But the 600-FOOT SLALOM 55.7 mph on the Grand Cherokee, three engines, existence of the Commander is difficult to MT FIGURE EIGHT 29.5 sec @ 0.54 g avg three four-wheel-drive systems, two rationalize. It’s supposed to accommodate EPA CITY/HWY FUEL ECONOMY 13/18 mpg transfer cases, and two automatic two more passengers than the Grand RATINGS transmissions are available. As a result, the Cherokee does—but the third row is all but ENGINEERING ★★ Commander’s price range is considerably useless for anyone over three years old: DESIGN ★ wide, but one drive in the V-6-powered With the seat anchored right on the floor, INTERIOR ★★ model will have you wondering if the parking most normal-size humans end up with their PERFORMANCE ★★★ brake is still on. Consolation lies in the fact knees around their ears. Compared with, OFF-ROAD ★★★★ that the topline 330-horsepower Hemi say, the LR3’s astounding third row, the SAFETY ★★★★ engine delivers admirable 13-city/18-high- packaging is a joke. So why add 350 VALUE ★★★★ way fuel economy thanks to cylinder pounds of mass and styling that looks like TO SUM UP deactivation. This is just shy of miraculous the box the Grand Cherokee shipped in? Fails to do the one thing it was supposedly designed to do. when compared with the Hummer H3’s Go figure. ■

114 DECEMBER 2005 MOTOR TREND.COM 2006 contenders kia sportage

IT’S BA-A-A-A-A-CK. 2006 KIA AND A LOT SPORTAGE BETTER THAN BASE PRICE RANGE $16,490-$22,590 AS-TESTED PRICE $23,965 YOU THINK VEHICLE LAYOUT Front engine, FWD/4WD, 5-passenger, 4-door SUV AFTER A two-year hiatus, the ENGINE 2.7L/173-hp/178 lb-ft Sportage made its return as an all-new DOHC 24-valve V-6 vehicle for the 2005 model year, but TRANSMISSION 4-speed automatic missed last year’s competition due to on- CURB WEIGHT, F/R DIST 3739 lb (59/41%) sale timing. For 2006, minor changes—air- tepid, 10.3-second 0-to-60 sprint—but it WHEELBASE 103.5 in filtration and tire-pressure-monitoring did a commendable job moving the LENGTH x WIDTH x HEIGHT 171.3 x 70.9 x 66.7 in systems for EX trims—mean the 2006 Sportage up and down mountain roads, MAX CARGO CAPACITY 66.6 cu ft model is essentially identical to the 2005. thanks to the automatic’s manual mode. MAX TOWING CAPACITY 2000 lb The Sportage (fraternal twin to the Hyundai Plus, equipped with the available Borg- 0-60 MPH 10.3 sec Tucson) is promoted as the sportier of the Warner full-time electronic four-wheel- QUARTER MILE 17.2 sec @ 79.4 mph two and thus features unique bushings, drive system and standard four-wheel BRAKING, 60-0 MPH 130 ft dampers, and spring rates, not to mention independent suspension, the Sportage LATERAL ACCELERATION 0.72 g avg edgier, if somewhat more awkward styling. proved an entertaining curve carver that 600-FOOT SLALOM 60.7 mph avg The entry-level Sportage comes motivat- impressed us with an agile, light-on-its-feet MT FIGURE EIGHT 30.1 sec @ 0.51 g avg ed by a 2.0-liter, 140-horse four-cylinder feel and an ability to be safely pushed to EPA CITY/HWY FUEL ECONOMY 19/23 mpg mated to a five-speed manual and the limit. Off-road, the Sportage was RATINGS demands just $16,490 from the savings equally adept, devouring oncoming ruts, ENGINEERING ★★ account—less than the 2002 Sportage crevices, grades, slopes, and surfaces. But DESIGN ★★ swiped off the card. But it’s the available don’t be misled—the lack of a low-range INTERIOR ★★★ 2.7-liter, 173-horse V-6, which bumps the transfer case means the Sportage is still a PERFORMANCE ★★★ price up to $19,690, that’s required to turn soft-roader. The new Sportage represents OFF-ROAD ★★ the hefty Sportage—3739 pounds for our a huge step forward for Kia, especially in SAFETY ★★★ V-6 4WD tester—into an adequately quick terms of interior quality and fit and finish. VALUE ★★★★★ cute-’ute. Paired solely with a four-speed It’s now a competitive entrant in the TO SUM UP automatic, the V-6 never pinned our segment, but not a big enough leap A first-rate Kia no longer means traveling second-class. noggins to the headrests—evidenced by a forward to grab the Calipers. ■

116 DECEMBER 2005 MOTOR TREND.COM 2006 contenders mercedes-benz m-class

gaps, and a sense of solidity lacking 2006 MERCEDES-BENZ FINALLY, before. This spike in initial quality does M-CLASS IT’S WORTHY nothing but complement on-road driving, OF THE which is a far more pleasurable BASE PRICE RANGE $40,525-$49,275 THREE-POINTED experience thanks to the aforementioned AS-TESTED PRICE $63,515 (ML500) unibody as well as a lower ride height, a VEHICLE LAYOUT Front engine, 4WD, STAR longer wheelbase, wider front and rear 5-passenger, 4-door SUV tracks, and a new four-link rear suspension. ENGINE 5.0L/302-hp/339 lb-ft WHEN ENGINEERING Moreover, Mercedes’s adjustable DC SOHC 24-valve V-8 the second-generation M-Class, Mercedes Airmatic dampers can be had on the TRANSMISSION 7-speed automatic set out to improve on the two shortcomings topline ML500 and the base ML350. Judges CURB WEIGHT, F/R DIST 4973 lb (52/48%) that plagued the first-gen model: quality deemed our Airmatic-equipped, $63,515 WHEELBASE 114.7 in and on-road performance. To address the ML500 the quickest carriage on the LENGTH x WIDTH x HEIGHT 188.5 x 75.2 x 71.5 in former, Mercedes invested over a half- serpentine tarmac, outgunning even the MAX CARGO CAPACITY 72.4 cu ft billion dollars in the M’s Alabama factory, Cayenne-chasing Range Rover Sport. MAX TOWING CAPACITY 5000 lb and to quell the latter, it replaced, among Chalk it up to a brawny 302-horsepower 0-60 MPH 6.6 sec other things, the old model’s body-on- V-8, a telepathic and seamless seven- QUARTER MILE 14.7 sec @ 94.5 mph frame architecture with a carlike unibody speed automatic, a less porcine curb BRAKING, 60-0 MPH 122 ft structure. Unsurprisingly, Mercedes’s weight, and a well-engineered chassis. And LATERAL ACCELERATION 0.77 g avg efforts have paid off, at least in light of the if the ML500’s $49,275 base price seems a 600-FOOT SLALOM 59.5 mph avg ML500 flogged over our road-course bit too steep, rest assured that, for nearly MT FIGURE EIGHT 28.5 sec @ 0.59 g avg section through the rugged San Gabriel nine grand less, the 268-horsepower, EPA CITY/HWY FUEL ECONOMY 14/19 mpg Mountains just outside Los Angeles. $40,525 ML350 nips at the ML500’s heels. RATINGS Inside and out, quality is way up, high- Off-road, the ML struggled at times, its ENGINEERING ★★★★ lighted by richer materials, tighter panel three conventional open differentials and DESIGN ★★★ four-wheel electronic traction-control INTERIOR ★★★ system proving less proficient than, say,the PERFORMANCE ★★★★★ systems in the Jeep, Hummer, and Land OFF-ROAD ★★ Rover, which offer locking differentials. SAFETY ★★★★★ Given that few M-Class owners will get VALUE ★★★ down and dirty in their vehicles, it’s a TO SUM UP realistic trade-off. But it’s one too many to Forget rock-climbing. This is about social-climbing. nail this year’s SUOTY. ■

118 DECEMBER 2005 MOTOR TREND.COM 2006 contenders mercury mountaineer

2006 MERCURY IT’S NEW. MOUNTAINEER IT JUST DOESN’T BASE PRICE RANGE $29,795-$36,145 LOOK IT AS-TESTED PRICE $40,205 (Premier V-8 AWD) VEHICLE LAYOUT Front engine, RWD/AWD, MERCURY’S marketing mavens 5- or 7-passenger, 4-door SUV describe the exterior of the 2006 ENGINE 4.6L/292-hp/300 lb-ft Mountaineer as an “evolution of the SOHC 24-valve V-8 Mercury design DNA.” They’re right, apparent out on the road. The dash, gauges, TRANSMISSION 6-speed automatic because, at first glance, it makes one and center console are more attractive, but CURB WEIGHT, F/R DIST 5075 lb (52/48%) ponder the logic of lining up the old they don’t compensate for the poor driving WHEELBASE 113.7 in Mountaineer for a shot at the 2006 SUOTY. position and the doors’ separate armrests LENGTH x WIDTH x HEIGHT 193.5 in x 73.5 in x 72.8 in Silly us. Although the sheetmetal appears and grab handles. With nearly 300 ponies MAX CARGO CAPACITY 82.8 cu ft basically the same, the interior, powertrain, and six forward gears ready to stampede, MAX TOWING CAPACITY 6980 lb and chassis have been revised. the Mountaineer felt sluggish and not much 0-60 MPH 8.2 sec The laundry list of improvements is long, livelier than its 239-horse predecessor— QUARTER MILE 16.1 sec @ 86.3 mph but here’s what’s fit to wear: Inside, a even the V-6-powered Xterra smoked it in BRAKING, 60-0 MPH 137 ft redesigned instrument panel, new seats, 0-to-60 and quarter-mile acceleration. The LATERAL ACCELERATION 0.71 g avg and richer materials enhance a functional ride was quiet, though it bordered on being 600-FOOT SLALOM 53.8 mph avg cabin that features newly available power- too firm, yet it was the handling that MT FIGURE EIGHT 30.3 sec @ 0.52 g avg fold-flat third-row seats. Underhood, a underwhelmed and, at times, scared us. EPA CITY/HWY FUEL ECONOMY 14/20 mpg gutsier 24-valve, 292-horsepower, 4.6-liter Body motions never felt under control, the RATINGS V-8 raises output to a competitive level and bigger brakes overheated on occasion, and ENGINEERING ★★ does so in tandem with a new six-speed the Roll Stability Control system suffered DESIGN ★ automatic. Mercury claims ride and from inopportune interventions that INTERIOR ★★★ handling are superior due to a stronger prompted a pursuing Chris Walton to PERFORMANCE ★★ frame, an all-new independent rear proclaim on our mountain test route that it OFF-ROAD ★★ suspension, a revised front suspension, looked like all four tires were going in a SAFETY ★★★★★ bigger brakes, and enhanced steering. different direction. When the tarmac turned VALUE ★★ Extensively revised? You bet. Improved? to dust, our AWD tester was more than TO SUM UP Hold your bet. While all the above revisions modestly capable and not as smooth-riding Ain’t no mountain high enough? Don’t you believe it. look good on paper, their benefits aren’t as as its Ford-badged clone. ■

120 DECEMBER 2005 MOTOR TREND.COM 2006 contenders pontiac torrent

GM’S EXCITEMENT 2006 PONTIAC DIVISION TORRENT GETS DIRTY. BASE PRICE RANGE $22,990-$24,890 AS-TESTED PRICE $29,125 (AWD) SORT OF VEHICLE LAYOUT Front engine, FWD/AWD, 5-passenger, 4-door SUV EVERYONE’S GOT to have ENGINE 3.4L/185-hp/210 lb-ft an SUV these days—even Pontiac, which OHV 12-valve V-6 made do with the misconceived, loaded with side-curtain airbags, OnStar, TRANSMISSION 5-speed automatic misshapen Aztek until just last year, when cruise control, a power driver’s seat, and CURB WEIGHT, F/R DIST 3791 lb (57/43%) executives at GM’s excitement brand were 17-inch alloy wheels, rang up the register to WHEELBASE 112.5 in wise enough to give it a date with the $29,125. Not exorbitant considering the LENGTH x WIDTH x HEIGHT 188.8 x 71.4 x 67.0 in guillotine. SUV-less heading toward the level of equipment, but not a deal MAX CARGO CAPACITY 68.6 cu ft 2006 model year, Pontiac quickly turned to considering the sub-par driving dynamics. MAX TOWING CAPACITY 3500 lb its sibling, Chevrolet, from which it nabbed For a vehicle meant to generate 0-60 MPH 9.0 sec the handsome Equinox, then promptly excitement, the Torrent accomplished the QUARTER MILE 16.6 sec @ 83.0 mph rebadged it Torrent. Besides the obvious opposite among our judges, drawing BRAKING, 60-0 MPH 128 ft exterior alterations and the inappropriate criticism for its coarse V-6, unrefined LATERAL ACCELERATION 0.77 g avg name—really, can anything with 185 automatic, sloppy handling, and numb 600-FOOT SLALOM 58.6 mph avg horsepower deliver anything torrential?— steering, the last a result of more play at the MT FIGURE EIGHT 29.0 sec @ 0.55 g avg this Pontiac ’ute is a Chevrolet, which is to helm than in the Queen Mary. Driving EPA CITY/HWY FUEL ECONOMY 18/23 mpg say, a well-equipped five-passenger small dynamics aside, the Torrent doesn’t look or RATINGS SUV built in Canada. The Torrent’s standard feel like a near-$30,000 SUV—drum brakes ENGINEERING ★★ equipment list is plentiful and includes a reside behind the rear wheels, “premium” DESIGN ★★★★ 3.4-liter V-6, a five-speed automatic cloth seats fail to match the richness of INTERIOR ★★ transmission, automatic climate control, leather, and the interior plastics are PERFORMANCE ★★ ABS, sport suspension, remote keyless aesthetically inferior to those in the OFF-ROAD ★ entry, and an AM/FM/CD radio—all for a Koreans. Off-road, the Torrent survived, SAFETY ★★★ reasonable $24,890. Add the options, rather than conquered, our course. In the VALUE ★★ however, and that price can fly north end, the Torrent comes across more as a TO SUM UP quicker than Canada geese in the spring. marketing afterthought than a well-planned The most exciting thing about it is the name. Case in point: Our AWD tester, which, sport/utility. ■

122 DECEMBER 2005 MOTOR TREND.COM 2006 contenders range rover sport

LAND ROVER experienced from Land Rover; they’re like 2006 LAND ROVER watching a 225-pound running back make RANGE ROVER SPORT CHASES a 90-yard touchdown sprint. There’s a PORSCHE. certain majesty to it all, rather than the BASE PRICE RANGE $56,750-$69,750 sparkle you get from a light-footed receiver AS-TESTED PRICE $75,150 (SC) HUH? over the same distance. VEHICLE LAYOUT Front engine, 4WD, Because off-road ability is as central to 5-passenger, 4-door SUV IF THE pecking order of Land Rover’s the Land Rover brand as a rear-mounted ENGINE 4.2L/390-hp/410 lb-ft latest products seems confusing, then let’s flat-six is to a 911, the Range Rover Sport supercharged DOHC 32-valve V-8 clear things up a bit: The new Range Rover uses the LR3’s terrain-response system, TRANSMISSION 6-speed automatic Sport slots above last year’s of-the-year allowing it to go places that would test a CURB WEIGHT, F/R DIST 5859 lb (49/51%) winner, the LR3, but below the flagship trail-rated Jeep—even on the low-profile 20- WHEELBASE 108.0 in Range Rover. It’s Land Rover’s entry into the inch sport tires fitted to our Supercharged LENGTH x WIDTH x HEIGHT 188.5 x 75.9 x 71.5 in performance SUV market that’s already tester (though in reality how long would MAX CARGO CAPACITY 71.0 cu ft occupied by Porsche’s Cayenne, BMW’s they last before the sidewalls get fatally MAX TOWING CAPACITY 7718 lb X5, Infiniti’s FX, and Mercedes-Benz’s soon- pinched between rim and rock). The Range 0-60 MPH 7.1 sec to-come ML63 AMG. Although the Sport Rover Sport is a unique compromise: a QUARTER MILE 15.2 sec @ 92.8 mph borrows a lot of its dashing style from the performance SUV you can take into the BRAKING, 60-0 MPH 112 ft upscale Range Rover, it’s actually built using rough stuff without having to order a special LATERAL ACCELERATION 0.78 g avg the LR3 platform.What this means is that, for off-road kit from the manufacturer. ■ 600-FOOT SLALOM 57.6 mph avg about $20 grand less, you can have a Range MT FIGURE EIGHT 28.2 sec @ 0.59 g avg Rover that’ll run a photo-finish race with its EPA CITY/HWY FUEL ECONOMY 13/18 mpg big brother (choose between two V-8s: a RATINGS 300-horse, 4.4-liter or a 390-horse, ENGINEERING ★★★★ supercharged 4.2-liter) and turn just as DESIGN ★★★ many heads on Sunset Boulevard— INTERIOR ★★★★ especially in the Vesuvius Orange sprayed PERFORMANCE ★★★★★ on our test car. The Sport is 2.4 inches OFF-ROAD ★★★★★ shorter than an LR3 and 7.2 inches shorter SAFETY ★★★★ than a Range Rover, but weighs a hefty 5859 VALUE ★★★ pounds. So the impressive on-road TO SUM UP dynamics—acceleration, braking, and Less weight/more power here will give the Cayenne a headache. grip—are beyond anything you’ve

124 DECEMBER 2005 MOTOR TREND.COM 2006 contenders subaru B9 tribeca

suspension that initially feel surprisingly 2006 SUBARU sorted and well tuned. The body rolls quite B9 TRIBECA NEVER MIND a bit for an SUV with as firm a ride as this, THE FACE, however, and the steeply raked hood BASE PRICE RANGE $31,320-$34,520 WHAT ABOUT leaves you with the impression you’re AS-TESTED PRICE $39,336 (7-pass LTD) THE PERSONALITY? actually behind the wheel of a minivan. VEHICLE LAYOUT Front engine, 4WD, Those with a taste for the avant-garde 7-passenger, 4-door SUV will appreciate the interior, with its cool ENGINE 3.0L/250-hp/219 lb-ft LET’S JUST say the Subaru wraparound dash a stylish highlight. The DOHC 24-valve flat-6 Tribeca’s styling is, uh…thought provoking. third row, allegedly the main reason for the TRANSMISSION 5-speed automatic When it came time to vote, grumbling Tribeca’s size and weight, is a disappointingly CURB WEIGHT, F/R DIST 4281 lb (54/46%) about its homely looks made it difficult to tight squeeze for all but the smallest of WHEELBASE 108.2 in ascertain favorable comments regarding passengers, although the more-than- LENGTH x WIDTH x HEIGHT 189.8 x 73.9 x 66.5 in its road-holding abilities and exhaust note. accommodating second row moves back MAX CARGO CAPACITY 74.4 cu ft Subaru’s first entry into the crossover and forth on tracks and features one of the MAX TOWING CAPACITY 3500 lb market is a three-row SUV designed to biggest stock DVD screens found in a 0-60 MPH 9.3 help Subaru hold onto Outback owners vehicle of this type. Don’t take the Tribeca QUARTER MILE 17.0 sec @ 83.1 mph looking to trade up. With 4281 pounds to too far off-road, though: The lack of a low- BRAKING, 60-0 MPH 125 ft haul around, the 250-horsepower, 3.0-liter range transfer case and ground clearance LATERAL ACCELERATION 0.76 g avg flat-six struggles, but otherwise the Tribeca and that plunging hood makes it difficult to 600-FOOT SLALOM 58.9 mph avg does a commendable job on paved place it accurately between obstacles. MT FIGURE EIGHT 29.0 sec @ 0.57 g avg surfaces of all types, with a chassis and Is it an all-wheel-drive minivan? A tall EPA CITY/HWY FUEL ECONOMY 18/23 mpg wagon with third-row seating? A sport/ RATINGS utility vehicle? There’s a curious lack of ENGINEERING ★★★ focus about the Tribeca:You can’t help but DESIGN ★ wonder if Subaru gave in to pressure to INTERIOR ★★★★ build something it could call a midsize PERFORMANCE ★★ sport/utility, when for years it’s been OFF-ROAD ★★ known for building terrific SUV SAFETY ★★★★ alternatives. In doing so, Subaru has VALUE ★★★ created a vehicle that lacks the ingredients TO SUM UP that made Subarus so appealing in the first Tries to be all things to all people and ends up satisfying no one. place. ■

126 DECEMBER 2005 MOTOR TREND.COM 2006 contenders suzuki grand vitara

IS A 2006 SUZUKI GOOD PRICE GRAND VITARA ENOUGH BASE PRICE RANGE $19,594-$25,294 ANYMORE? AS-TESTED PRICE $25,294 VEHICLE LAYOUT Front engine, 4WD, 4-passenger, 4-door SUV CHECK OUT the window sticker the low-range provides a respectable ENGINE 2.7L/185-hp/184 lb-ft of Suzuki’s handsome new sport/ute, and crawl speed in the rough stuff. Also, the DOHC 24-valve V-6 you’re bound to think it’s one heck of a compact size means it’s easy to maneuver TRANSMISSION 5-speed automatic deal: V-6 power, five-speed automatic, on tighter trails, and good outward visibility CURB WEIGHT, F/R DIST 3709 lb (51/49%) independent front suspension, and a four- allows the driver to easily place a wheel WHEELBASE 103.9 in wheel-drive system with a limited-slip where needed. Peek underneath the nicely LENGTH x WIDTH x HEIGHT 176.0 x 71.3 x 66.7 in differential, locking center differential, and tailored sheetmetal, however, and you’ll MAX CARGO CAPACITY 68.9 cu ft a low range. All this for $25,000! What a find bits and pieces—including the catalytic MAX TOWING CAPACITY 3000 lb steal, right? Well, not exactly.On paper, this converter and rear exhaust hanger—just 0-60 MPH 9.5 sec Vitara is grand, but from behind the wheel waiting to be devoured by hungry rocks. QUARTER MILE 17.0 sec @ 80.1 mph it’s a different story.The 185-horse V-6 lacks Inside, the Vitara’s interior leaves a good BRAKING, 60-0 MPH 122 muscle and complains loudly when first impression and conveys a somewhat LATERAL ACCELERATION 0.69 g avg flogged, proof that engineering a power- upscale feel compared with other ’utes in 600-FOOT SLALOM 59.9 mph avg plant with double-overhead cams and this class. Though why is the ESP MT FIGURE EIGHT 30.3 sec @ 0.51 g avg multivalves doesn’t guarantee BMW-like deactivation button on the center stack the EPA CITY/HWY FUEL ECONOMY 19/23 mpg performance and refinement. Although the size of a Ronald Reagan silver dollar? RATINGS Vitara features a unique unibody chassis Especially since it didn’t make a difference ENGINEERING ★★★ with integrated ladder frame, this does little to the dynamics when we pressed it. DESIGN ★★★ to assist its on-road handling. Its slalom Suzuki is one of Japan’s smallest INTERIOR ★★★ speed is admirable, but flinging it around automakers, and the new Grand Vitara PERFORMANCE ★★ twisty canyon roads is another story—the exposes the weaknesses inherent in being OFF-ROAD ★★★★ tire squeal came early and loud. a small player trying to exist at the main- SAFETY ★★★ With its low-range transfer case, the stream end of the market. Without huge VALUE ★★★★ Vitara at least will take you farther off-road amounts of money to invest in R&D, it’s now TO SUM UP than most of its small-’ute competitors. The fallen behind the very best of the Koreans in An improvement. But the Koreans are improving faster. rigid frame emits no creaks or groans, and terms of vehicle refinement and quality. ■

128 DECEMBER 2005 MOTOR TREND.COM 2006 sport/utility of the year nissan xterra

130 DECEMBER 2005 MOTOR TREND.COM IT’S NOT A TRUCK TRYING TO BE A CAR, OR A CAR TRYING TO BE A TRUCK, OR A MINIVAN TRYING TO BE ANYTHING ELSE ◆ words allyson harwood ◆ photographs john kiewicz XTERRA CELESTIAL MOTOR TREND.COM DECEMBER 2005 131 2006 sport/utility of the year nissan xterra

AND THE WINNER IS… process that’s allowed Nissan to deliver has increased only 0.7 inch, improving With its live rear axle, and—in full off- maximum bang for your buck by approach and departure angles, helpful road specification—tall tires and simple repackaging proven components and when dealing with obstacles on a trail. transfer case, the new Nissan Xterra concepts. The Xterra is based on a Focus and execution, not frills and seems somewhat old-school against shortened version of the versatile, extras: That’s why the Xterra works. some of its more sophisticated (and American-engineered F-Alpha platform The prior-generation Xterra offered a more expensive) opposition. But there’s that underpins vehicles ranging from four as well as the choice of a normally a compelling honesty about the Xterra the Armada and Pathfinder sport/utilities aspirated V-6 or a supercharged variant. that won over the judges. Nissan has to the Titan and Frontier pickups. Its In the new Xterra, all you get is the V-6. built a sport/utility vehicle that does punchy 4.0-liter V-6 is a stroked version And that’s no bad thing:The new engine exactly what its customers want; it’s of the engine that powers the sporty puts out 55 more horsepower and 38 tough, rugged, versatile, fun—and with 350Z. And although it looks, at first pound-feet more torque than the old the right options, it’ll take you and your glance, similar to its predecessor, its supercharged V-6 and has 122 more stuff almost anywhere you want to go. exterior boasts broader shoulders and a horses than the I-4. With four-wheel- Best of all, it’s not going to cost you a taller physique that translates into more drive models, the 4.0-liter has secondary fortune. leg, shoulder, and headroom inside. mapping that comes into play in 4-Lo to The Xterra’s apparent simplicity also Dimensionally, the wheelbase has adjust throttle response. While a six- belies a clever product-development grown by two inches, yet overall length speed manual is standard, our Solar

XTERRA CELESTIAL 132 DECEMBER 2005 MOTOR TREND.COM Yellow version came with the five-speed by the comfort and support provided by relentlessly dark color palette of our automatic. Four-wheel disc brakes with the front seats and the decent storage tester felt somewhat gloomy, and many ABS are standard, as are dual front space with medium-size map pockets, judges thought the plastics quality airbags. Side curtain and supplemental cupholders, and center console. could’ve been higher. side-impact airbags are optional. The Available options include cruise All SUVs have to hold some level of trademark rear-door first-aid-kit bulge control and steering-wheel-mounted compromise, whether their origins are returns, as does an evolved version of controls, power locks and windows, from a car’s platform or a truck’s (a truck the easily recognizable roof rack, now keyless entry, a nine-speaker 300-watt can’t handle like a Lotus; a car can’t tow with a covered cargo area. There are Rockford Fosgate AM/FM/CD system, a large trailer). The Xterra does an even steps cut into the sides of the rear satellite radio, and speed-sensitive excellent job of tackling those concessions bumper, making it easier to extract gear volume. All models come with four to nature and automotive design. It’s a strapped to the roof. power ports, including one in the back. traditional truck-based, body-on-frame Inside, the feeling of honest-to- Special attention was paid to the cargo SUV. It has an all-steel control-arm front goodness value continues: You’re not area: Keeping in touch with the suspension and a live axle with leaf overwhelmed by bells and whistles, but potentially mud-oriented habits of springs in the rear. Yet it performs on the Nissan has the technology and Xterra buyers, the backs of the rear road with the confidence of a electronics that keep it from feeling seats are rubberized, the cargo floor is crossover—it’s fast, handles well, and is bare-bones. Features in the five-passenger, easy to hose out, and there are 10 utility comfortable. This isn’t a sport/utility cloth-only cabin are simple and easy to hooks on the floor, sides, and ceiling. designed just for high-performance use. The layout was revised and the The floor also contains two adjustable driving; it’s not supposed to be able to HVAC controls improved (now big, channels, similar to the Utili-track setup do all that. But it does. easy-to-reach dials), and Nissan added in the Titan; those and the hooks make it The first of many surprises with the more storage spaces to the front and easy to secure gear and bikes. Two Xterra was its performance at the track. rear rows. Many judges were impressed small quibbles about the interior: The Our tester was the topline, 4WD Off-

FOCUS AND EXECUTION NOT FRILLS AND EXTRAS: THAT’S WHY THE XTERRA WORKS

MOTOR TREND.COM DECEMBER 2005 133 Despite its rough-and-tumble 4x4 ability, 2006 sport/utility of the year the Xterra did an excellent job navigating Angeles Crest Highway.” It held its own on nissan xterra freeways, as well, having no trouble getting up to Interstate speed and staying there. The five-speed automatic transmission was a good match for the V-6, providing gear changes at the right times without intruding too much on the driving experience. It was equally impressive off-road. On a course that included loose sand, a hillclimb and descent, and a severe side-angle hill, the Xterra remained as adept as a billy goat. It completed our off-highway circuit without difficulty, staying poised from beginning to end—especially through the Sluice Box, a long channel filled with rhino-

PHOTOGRAPHIC ASSISTANT: EVAN WOLLENBERG EVAN PHOTOGRAPHIC ASSISTANT: size boulders, which emulates the famed Rubicon Trail and is off-limits to all but the most hardy 4WD truck. Dial turned to 4-Lo, the Xterra proved its mettle there, going through with little trouble and no scrapes. This is a sport/utility with the capability of much more expensive models, in an honest, durable, value-minded package. It sticks to its genuine off-road-focused guns, and it’s clear in its mission. The design is well thought-out, its execution undeniably Even with performance numbers in competent. Pricing starts at $21,430 for hand, some judges were still wary of the two-wheel-drive S models, and an Xterra old-school chassis on twisty roads and with four-wheel drive can be had for Southern California freeways. But its $23,530. Ours, with all possible off-road confident handling, responsive suspen- bells and whistles, priced out at $28,980, sion, and solid chassis won many over. still a bargain considering its versatility. It’s Says Detroit editor Todd Lassa, “It’s fun on the best four-door off-roader for the the handling circuit, neutral with nice money; on road, it’s quick and mannered steering weight and feel. You can hustle enough to compete with V-8 luxury models this through curves better than in most that cost two or three times as much. Road model (you can buy an Xterra with crossovers.” Adds senior road-test editor Whether it’s touring the backcountry, RWD only), meaning in addition to the Chris Walton, “This VQ40 engine is ever- hauling gear, or just getting from A to B, the tough, fully boxed frame, it came ready, and the transmission is smart. Xterra is the right tool for the job. ■ equipped with a part-time four-wheel- drive system with an electronically what’s old (school) is new again controlled transfer case; Off-Road VDC, which includes hill-descent control and hill-start assist; off-road-biased Bilstein THIS ISN’T the first time Motor shocks; skidplates protecting the oil pan, Trend has been impressed with the transfer case, and fuel tank; and 265/75R16 Xterra. In fact, it received BFGoodrich Rugged Trail tires—not the Sport/Utility of the Year honors in ideal setup for maneuvering around cones. 2000, when the SUV first made its Even so, the Xterra’s 58.1 mph through debut. Back then, the staff had to the slalom was beaten only by the nimble cut through the Gen-X-focused ad car-based SUVs and the Mercedes-Benz campaign to get to the genuine ML500. And its 29.4-second time over the merits of the ’ute. One arena where MT figure eight was fifth best. The straight- it shined then, and still does, is off the beaten path. “In low-range, the light- line numbers underscored the 4.0-liter weight 4x4 easily scampered up steep sandy hills that left the heavier vehicles V-6’s punch: The Xterra’s 7.7-second struggling, and, try as we might, we couldn’t get it stuck.” Sounds familiar. 0-to-60-mph time was better than all but Another aspect that impressed the editors was value. Six years ago, the entry- two other competitors, the supercharged level, four-cylinder-powered XE started at $17,869, and the V-6 could be Range Rover Sport and the 300-horse- bought for $19,019 Fully loaded models topped out at $26,148. For 2006, power Mercedes ML (and those had V-8s). Nissan hasn’t lost sight of its priorities: Motor Trend’s near-topline Xterra was And it was the only other sport/utility $28,980, only $2832 more than the 2000 model, and the new base model is besides these two that recorded a 0-to-100 only $2931 more than the 2000’s six-cylinder. time before running out of track.

134 DECEMBER 2005 MOTOR TREND.COM 2005 NISSAN XTERRA OR-V6 4x4 POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, 4WD ENGINE TYPE 60° V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 241.3 cu in / 3954cc COMPRESSION RATIO 9.7:1 POWER (SAE NET) 265 hp @ 5600 rpm TORQUE (SAE NET) 284 lb-ft @ 4000 rpm WEIGHT TO POWER 16.8 lb/hp TRANSMISSION 5-speed automatic AXLE/FINAL/LOW RATIO 3.13:1 / 2.63:1 / 2.63:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, leaf springs STEERING RATIO 20.4:1 TURNS LOCK-TO-LOCK 3.5 BRAKES, F;R 11.7-in vented disc; 11.3-in solid disc, ABS WHEELS 16 x 7.0-in cast aluminum TIRES P265/75R16 BFGoodrich Rugged Trail DIMENSIONS XTERRA WHEELBASE 106.3 in CELESTIAL TRACK, F/R 61.8 / 61.8 in LENGTH X WIDTH X HEIGHT 178.7 x 72.8 x 74.9 in GROUND CLEARANCE 9.5 in APPRCH/DEPART ANGLE 33.2 / 29.4 deg TURNING CIRCLE 37.3 ft CURB WEIGHT 4451 lb WEIGHT DIST, F/R 52 / 48 % TOWING CAPACITY 5000 lb SEATING CAPACITY 5 HEADROOM, F/R 39.9 / 39.3 in LEGROOM, F/R 42.4 / 34.4 in SHOULDER ROOM, F/R 58.3 / 58.3 in CARGO VOL BEHIND F/R 65.7 / 35.2 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.7 sec 0-40 4.1 0-50 5.8 0-60 7.7 0-70 10.3 0-80 13.8 0-90 17.6 0-100 22.5 PASSING, 45-65 MPH 3.9 sec QUARTER MILE 15.8 sec @ 87.4 mph BRAKING, 60-0 MPH 130 ft 600-FT SLALOM 58.1 mph avg LATERAL ACCELERATION 0.71 g avg MT FIGURE EIGHT 29.4 sec @ 0.54 g avg TOP-GEAR REVS @ 60 MPH 2050 rpm CONSUMER INFO BASE PRICE $27,280 PRICE AS TESTED $28,980 STABILITY/TRACTION CONTROL Yes/yes AIRBAGS Dual front, front side, front/rear curtain BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE None FUEL CAPACITY 21.1 gal EPA CITY/HWY ECON 16 / 21 mpg RECOMMENDED FUEL Regular unleaded

MOTOR TREND.COM DECEMBER 2005 135 “This,” says Jay Leno, “is what separates the men from the comedians.”

■ words steven cole smith A TRIP■ photographs rich chenet DOWN MEMOR AT 198 MPH IN A MOMENT, Jay Leno will climb into the cockpit of Back in pit lane, Leno emerges from the cockpit. a Porsche Carrera GT in an attempt to set a speed record at What’s it like out there, Jay? Talladega Motor Speedway in Alabama. Leno, of course, is playing “If your erection lasts more than four hours, consult a physician.” the comedian. Grand American sports-car racer David Donohue is This is about to get interesting—for us, for Donohue, for Porsche, playing the man. Both are at Talladega in an attempt to set six and especially for Leno, who’ll learn what it’s like to spin a Carrera records—three apiece—to commemorate similar records set here GT at 182 mph. More about that in a moment. 30 years ago by race driver Mark Donohue and a Porsche 917/30 First, some perspective. Can Am race car. Mark Donohue was David’s dad. Mark Donohue was born March 18, 1937. He came to racing Soon, Leno takes to the track for his first solo practice run. Leno comparatively late in life at age 22, but by then he’d already earned has a Carrera GT at home, so he knows how fast the car is, but until an engineering degree from Brown University. His career took off now he hasn’t had a chance to explore its limits. in 1966 when he joined Roger Penske’s racing team. He raced and

138 DECEMBER 2005 MOTOR TREND.COM (repeat performance✜)

THE CARRERA GT is Porsche’s flagship, powered by a 5.7-liter, 605-horse V-10 with a six-speed manual transmission. Going price is $440,000, and, with a $3000 destination charge and a $5400 gas-guzzler tax (EPA rating is a hearty 10 mpg city/15 mpg highway), bottom line is $448,400. Leno prefers the silver version: “It feels like the black car moved around more,”he says; Donohue couldn’t tell much difference.

MOTOR TREND.COM DECEMBER 2005 139 (repeat performance) COURTESY PORSCHE CARS NORTH AMERICA PORSCHE CARS NORTH COURTESY

PORSCHE, Penske, and Mark Donohue (right) made history on August 9, ✜ 1975, when Donohue set the American closed-course speed record in his Porsche 917/30 (top), lapping the speedway at 221.160 mph. (Top right) David Donohue, with Leno. “I have a tremendous amount of respect for what he was able to accomplish,”says David in regard to his father’s feat at Talladega.

won in Can Am and Trans Am and, by 1971, had made his first While some may regard the Talladega event as a publicity stunt, Formula 1 start and won the inaugural Pocono 500 Indy car race. In David Donohue takes it seriously.“Being a professional driver after 1972, he won the Indianapolis 500, and in 1973, won NASCAR’s my father was a professional driver, a lot of people assume that, season opener in Riverside, California, driving an AMC Matador since I followed in his footsteps, there’d be a lot of connections to for Penske. The next year, Donohue won the inaugural International him and his career. Race of Champions. Donohue was, boss Penske has said, “the “But there really aren’t that many,” he continues. “When I’m at a most consistent driver in the business.” racetrack, I feel like I’m doing my own thing, being my own person, Shortly after that, Donohue essentially retired, becoming and there’ve been only a few times where I can really feel a Penske’s motorsport director. But Roger Penske was about to enter connection. And this is one of those times.” Formula 1, so Donohue, having some unfinished business with F1, This time around, Porsche isn’t interested in eclipsing his father’s came out of retirement to drive the car. record, which was set in a full-house race car. The company wants A week after setting the Talladega record (see above), Donohue to commemorate the feat in a bone-stock Carrera GT. The only was practicing for the Austrian Grand Prix when, on the fastest concession to performance is a set of Michelin Pilot racing slicks, corner of the circuit, a tire blew out, sending the car into a catch essentially the same rubber run at Le Mans, but with beefed-up fence. A track worker was killed and another one injured, but sidewalls to withstand Talladega’s 33-degree banking. At speed, Donohue seemed to come out unscathed—but he’d actually the 3000-pound Porsche will weigh close to 7000 pounds, thanks to suffered a head injury and quickly lapsed into a coma. the g-loading. Two days later, Mark Donohue died at 38. His son David was just Porsche has two Carrera GTs available: a black one that’s served eight. a long and unhappy life as a press vehicle (press miles are like dog Now, David Donohue is 38. And when Porsche asked him if he’d years: multiply times seven) to the point where a new clutch and a be interested in setting speed records of his own at Talladega, 30 newer, less-thrashed silver car are required. The idea is to use the years after his father was here, it was an easy decision. black car for practice, the silver car for record-setting, and that’s While David hasn’t been able to match his father’s success, many how it works out. in the business suggest it’s because David seldom has had the Mark Donohue’s 917/30 had a 5.4-liter, turbocharged, 12-cylinder best equipment or driven for the best teams. His forays into the boxer engine. It was blisteringly fast, but delicate: Grand American NASCAR Busch and Craftsman Truck series were short-lived: Racing director of competition Mark Raffauf was there and recalls “I have some unfinished business with NASCAR,” he says. that Donohue hit a stray piece of duct tape on the track, and it did Donohue’s become a solid sports-car racer, competing with team- “noticeable damage” to the bodywork. mate Darren Law in the Grand American Rolex sports-car series in Raffauf was one of the official timers for Mark Donohue’s run in the Red Bull Porsche Fabcar for Brumos Racing. 1975. Now he’s back for David Donohue’s turn. Raffauf’s crew sets

140 DECEMBER 2005 MOTOR TREND.COM (repeat performance) ✜

up multiple lights and sensors—transponders would be easier, but are less reliable—all hard-wired back to Grand-Am computers. From his standpoint, it goes well until Porsche decides to move some of the timing equipment from one side of the track to another. During the move, some of the wiring is damaged, leading Raffauf on a quick tour of local hardware stores in search of 4000 feet of cable. He finds it. Don’t ask where. Also in attendance at Talladega is now-retired Porsche Motorsports chief engineer Norbert Singer. In 1975, in Germany, his team was working on making Mark Donohue’s 917/30 faster. “It was the first one that had an intercooler,” Singer recalls. He says horsepower was “over 1000,”but press accounts from the run peg the horsepower at more like 1250, possibly as high as 1400. Singer recently went over his notes from that 1975 event: “You know that we set the records in third gear? Third gear and fourth gear were quite close,” he says. “Second gear—that was good for up to ✜ ✜ ✜ When it’s time to set records, things gets serious. Donohue sets about 200 mph.” three flying-speed records in the production category, including a So what would it take for the “ I did fine, for closed-course record for the 2.66-mile track of 196.301 mph. He Carrera GT to go 221 mph? a comedian. also sets records for the measured mile at 198.971 mph and the “A second engine?” Singer measured kilometer at 195.755 mph. says, laughing. “It would take I mean, I think Leno sets three standing-start speed records in the same car, about 800 horsepower and a the fastest being 156.603 mph. Flying records are recorded from a great deal more grip. The tires I could beat rolling start, while standing-speed records are recorded from a on that 917 were 20 inches Carrot Top. ” complete stop. wide. It looks easy out there One note about these records: They are, says Porsche on the oval, but it isn’t. You’re ✜ ✜ ✜ communications manager Martin Peters, “Grand American on the edge all the time.” records, since the Grand American sanctioning body is conducting Running at top speed in a street car is at least as challenging as the tests.” Since the FIA doesn’t handle the timing, they can’t be going fast in a car made for nothing else. The Carrera GT,at speed, considered for world-record status, and Porsche and Grand “is intense,”Donohue says. “There’s a narrow line around the track. American aren’t sure if they can even call them North American I don’t have a choice of going high or low; I’m just guiding the car. records. So they’re Grand American records, which is great, but You place it the best you can and let it tell you when it really prior to the event there have been no Grand American records, so doesn’t want you to make any more input.” The Carrera GT whatever the cars run will be the record. doesn’t like to be corrected. The upshot: Porsche’s Carrera GT goes very fast and doesn’t Soon, practice is over, and it’s time to set records. But plans to break. And there’s only minor damage when Leno spins. have everything done by noon go by the wayside; it’s late Oh, yes, that spin: Leno’s streaking down the front straight, having afternoon by the time everyone’s ready to go fast. “I just ran 184,” just passed a timing trap at 182 mph. “He got too close to the wall, says David, “and that’s fast. Every mile an hour after that is going and he lifted,” Donohue says, “which suggests just how sensitive to be really, really hard.” the car is at those speeds.” Meanwhile, Leno, when he isn’t on a cell-phone making deals for Leno heads toward the infield, spinning at least five times across more cars, entertains. “This track, to me, is a big oval. To a real the track, then onto the grass, hitting only an orange marker cone. race-car driver like David, they break it down into little pieces. And Leno’s version: “It was…a deer! A deer jumped out in front of the concentration required…” me!” There is no photographic evidence of the spin, so, as Donohue shrugs. Sure, it requires concentration, but so do a lot Donohue says, “It’s our word against his.” of careers. “Like vascular surgery,” Donohue says. “Can you “For a comedian,”Leno says,“I did fine. I mean, I think I could beat imagine the concentration it takes to perform vascular surgery?” Carrot Top. Put me against Roseanne or Rosie O’Donnell, and I’ll be “Which is one reason I don’t do vascular surgery!” competitive. But for a race car driver—well, that’s David. Not me.” ■

142 DECEMBER 2005 MOTOR TREND.COM (comparison) LOCATION COURTESY COSTCO LAGUNA NIGUEL, CALIFORNIA LAGUNA COSTCO COURTESY LOCATION

144 DECEMBER 2005 MOTOR TREND.COM FORD FUSION SEL vs. HONDA ACCORD EX vs. HYUNDAI SONATA GLS vs. TOYOTA CAMRY LE

familyvalues Aisle six: corn flakes, detergent, white bread, sensible family sedans

■ words kim reynolds ■ photographs brian vance

MOTOR TREND.COM DECEMBER 2005 145 146 DECEMBER 2005 MOTOR TREND.COM ONE MORNING it happens. (comparison) You glance in the mirror while stabbing at the wall outlet with the shaver plug to see a rumpled 47-year-old guy glancing back. A guy with a wife, a feisty five-year-old, a wailing newborn, Graco’s finest booster and reverse-facing child seats, and strong opinions about the LATCH system. And then—blink—you’re also a guy with a big, illuminated light bulb over his head. Realization: All those automaton-driven Wonder Bread sedans, such as this comparison’s Honda Accord, Toyota Camry, and newcomers Hyundai Sonata and Ford Fusion are your friends now—they can store a pallet of 40-count packages of diapers in a locking trunk so your single pals can’t see them, ride comfortably in consideration of a newborn’s fragile neck, don’t tumble laterally off a corner if you suddenly swerve, and they aren’t finicky— and they aren’t minivans. Most important, they represent a value-for-the-money quotient that would be the envy of a Chinese Dixie Cup factory. Could there actually be more to this car thing than quarter-mile slips and slalom times after all? Your reflection is sadly nodding yes. This edition of our popular family-sedan four-way represents an interesting encounter. Although they could pass for any quartet of cars in any Home Depot parking lot, there are seismic implications here: Two—Toyota’s Camry and Honda’s Accord—represent an almost untoppleable status quo. Another spearheads the furious advance of the Korean manufacturers trying to do to Japan Car Inc. what the Camry and Accord did to Detroit. Completing the circle is Dearborn’s quixotic gambit to recapture its past sedan glories. Speaking of bets, want to wager on these four sedans’ origins? It’s odd enough that all are North Americans, but what does one make of the lone “Detroit” car being built in Hermosillo, Mexico, while our Honda’s birth certificate says Marysville, Ohio; our Toyota’s, Georgetown, Kentucky; and our Hyundai’s, Montgomery, Alabama. Tell us again which is the American car? Our terms of battle were V-6 engines coupled to automatic transmissions in the most typical trim available. Following the tenet that race horses are compared around turf ovals and poodles at dog shows, we mapped a route that dropped our family fetchers directly into their natural habitat, a big fat node of Southern California mock Spanish suburbia. Maybe our fourth-place Camry LE test car was just having a bad car day. Or maybe the pedestal America’s best-selling sedan has been preening itself on isn’t as lofty as we’ve thought. At low speeds, its

MOTOR TREND.COM DECEMBER 2005 147 (comparison)

FORD FUSION SEL

bear of the group. Senior tester Chris yourself within the Camry’s belly is like Walton claims the steering is light, almost opening a textbook titled “Ergonomics electrical boost-like (confirmed around our Done Right.” with chapters on clearly 200-foot skidpad where the Camry required marked gauges, rotary dials for ventilation a group low 3.8 pounds of effort at 0.5 g tuning, and useable doodad binnery. Only cornering rate). And the aforementioned the audio system’s “mode” control, located tardy reply to the brake pedal results in a where the radio’s tuner customarily resides, continuous state of high-alert in dense fractures the perfection. five-speed automatic lurched on down- traffic. While our LE’s track-site stopping A car like the Camry needs to be shifts. The concrete-induced tire-whirr distance bettered the Accord’s dismal 149 measured against the expectations of its decibels were two settings higher than any feet by five, its sleepy reactions are far more typical owners, who, for the most part desire of us remembered, and its stopping feel consequential (at 65 mph, you’re covering a midprice, well-crafted, reliable, and recalled the heyday of cable braking. 95 feet per second; do the math). limousine-like experience. And here it is. Demerits against a car that otherwise gives The 190 horsepower (per the SAE’s latest Remember the moment when you vanilla a good name, being erstwhile quiet guidelines) available from the 3.0-liter somberly noticed that Japanese products as a librarian with laryngitis, comforpedic DOHC V-6 is up to most chores, and, in the were no longer inept carbon copies of riding, and as solid as a poured-concrete car’s 2005 LE incarnation, is otherwise American designs? We suspect Japan’s foundation. freshened by a modestly redesigned grille, citizenry is getting that same clammy feeling But the vanilla can get a bit thick. Road- headlamps, taillights, chrome shifter base, about now because our third-place test editor Neil Chirico calls it the teddy and interior door handles. Ensconcing Hyundai Sonata is one accurate Camry

148 DECEMBER 2005 MOTOR TREND.COM HONDA ACCORD EX

facsimile. Get out the micrometers. Length: which time you need to just trust in Toyota’s Camry, 189.2 inches; Sonata, 188.9 inches. legendary reliability. Wheelbase: Camry, 107.1 inches; Sonata, But we don’t drive window stickers. In 107.4 inches. Nod along with me here. Um- three-dimensional metal, plastic, glass, and hum, Hyundai came up with this car on its paint, the Sonata is an uneven Camry own. Now you tell one. alternative. The doors slam with a thinner Where our Sonata GLE differs most thud. Inside, the waterline of cheaper hard alarmingly, though, is in price and standard plastics along the dash and door panels is features. Straight up, V-6-equipped against an inch or so higher, so your eyes notice aggressive 17-inch wheel/tire option, which V-6-equipped, the Sonata undercuts the them more. Over micro-bumps, which the Hyundai tells us eight out of 10 V-6 buyers Camry by $2175. While slapping on the Toyota’s suspension absorbs without a ripple are taking. With the group’s second-highest table standard stability control, traction in your latte, the Sonata’s chassis quivers; on horsepower (235), the Sonata predictably control, a manumatic shift toggle, front side worse surfaces, its suspension skips and posted the second-fastest 0-to-60-mph time and curtain airbags, a 0.3-liter-larger patters. But its steering and braking are of 6.8 seconds, though, while holding the engine with 45 more horsepower (delivering crisper. “Nowhere near as soft and “on” switch for long starts you begin two-mpg-better highway mileage), plus unresponsive as the Camry,” says Chirico, thinking there might be a Cuisinart some- five-year/60,000-miles limited and 10-year/ though Walton remains unimpressed: “The where on that standard equipment list, too. 100,000-miles powertrain warranties. Think brakes are simply ‘there’ and the steering is Inside and out, the Sonata is conservative of the last two as roughly one-third-bigger lacking in feel.” These areas may improve but attractively sculpted, with plenty of guarantees than Camry offers, during when the Sonata is equipped with the more space front and back (particularly after the

MOTOR TREND.COM DECEMBER 2005 149 (comparison)

HYUNDAI SONATA GLS

hapless drivers through yet another week’s high effort (five pounds around the skidpad sorrowful commutings. The Fusion and at 0.5 g) and how steeply the effort ramps Accord, on the other hand, view those hours as you dial off center. The brakes, too, have behind the wheel as time not wasted. a businesslike feel on first touch—though Of the two, the Fusion is the more the good first impression sags as heavier polarizing. If 90 percent of what matters brake force is administered. about a car to you is how it feels in your The 221-horsepower Duratec V-6 makes hands, the V-6 SEL version of this Mazda6- a respectable showing of itself (0-to-60 mph marshmallow seats nearly swallow you). derived sedan could be your prize. If your in 7.2 seconds), abetted as it is by the six- Which nicely brings us to an interesting checklist of automotive requirements has speed transmission (a nice change from the final detail: our Sonata’s cloth seat fabric. If more than one box, the picture’s hazier. norm, where the domestic entrant in a you’ve never ridden in a Tokyo taxi, here’s Unapologetically sourced from the happy comparison reliably shows up a gear short your chance to pretend to be in one. The Mazda, the 2.1-inch-beamier and 3.4-inch- of the rest). Peculiarly, your sole option for Koreans are so, so close. longer Fusion is no worse for the stretching manually downshifting is the L slot, which After a few laps around Spanish-revival needed to match Camry/Accord scale. It’s drops you two gears, depending on utopia, it became apparent that this four- downright exuberant on twisty roads, in circumstances. Unlike the Ford 500, which way matchup was subdividing into two fact, a prancing, road-embracing sedan that came to market with one arm tied behind concurrent head-to-head pairings.You have left Chirico musing that its personality owes its back—a motor too small for its size—the the sense that the first two cars, the Toyota more to Bavaria than Hiroshima. What’s Fusion’s hit the ground swinging. and Hyundai, were invented to ease striking behind the wheel is the steering’s Where the Fusion’s perfect game aches a

150 DECEMBER 2005 MOTOR TREND.COM (comparison)

TOYOTA CAMRY LE

fairly attractive, the look has become so Camry-like $22,360, though you can select a Ford-ubiquitous that one staffer quipped, lesser V-6-equipped S or SE if you’re looking “I’m not sure if I’m in a Fusion or an F-150.” to eke into the Sonata’s subterranean price Ergonomically, there are extreme range. The trouble is, those pesky Hyundai examples of sharp and blunt thinking. Last standard features scramble any efforts at first: At the center stack’s base, where the simple comparison (for instance, the Fusion other three cars relegate occasional-use doesn’t offer stability control at any price, bins (sensible, given the location’s eye- and ABS is an option on price-leader bit is in moments of rawness lurking in the diverting distance from the road), the Fusion models). Maybe Alan Greenspan could shadows. Noise levels here Hum and locates the ventilation controls. And ensuring figure this out, but our tea leaves are saying Whoosh where they hum and whoosh in its your eyes will be kept from the road even the Fusion’s a bargain. rivals. The heel of your throttle foot can longer, those controls are manipulated by Will it also be Dearborn’s Phoenix of sense an unexpected tingle of engine nearly flush buttons. However, what could sedans? As it sits, it could be. But there’s a vibration from the floorboard. Little stuff, function better than the folding rear seat? shadow hanging over it in the form of a yes, but it accumulates. From the open truck, easy-reach levers question: Can Ford shake its habit of More obvious is the disappointing grade trigger springs to slap either of the split rear presenting a promising car to the world and of the interior: the clunky texturing, the seatback’s horizontal by remote control. then forgetting to develop it? The Camry ancient green illumination of the dials at Voilà! A flat cargo floor in about the time it and Accord didn’t become the category’s night, the styleless, rectangular shape of the takes to read “pop, pop.” Brilliant. gold and platinum standards by appearing sound-system cluster. While the interior is Our topline SEL V-6 base priced at a once and never improving.

152 DECEMBER 2005 MOTOR TREND.COM (comparison)

Walton, reflecting on our comparison- ■■ ■ ■■ 1ST PLACE 2005 HONDA ACCORD EX V-6 winning Accord’s performance, says it Hey, Bob, do we stock this with the bulk items or in fashion apparel? somehow feels the most adult here in terms of poise on its toes. Not as sporty as the ■■ ■ ■ ■ 2ND PLACE 2006 FORD FUSION SEL V-6 Ford, nor as squishy as the Toyota, but it’s a The register in sporting goods is now open. good compromise. The Accord doesn’t triumph here just because its porridge is ■■ ■ ■ ■ 3RD PLACE 2006 HYUNDAI SONATA GLS V-6 just right, however. Not only does the interior There’s now a plain-wrap choice that saves $$$. rocket ahead in quality, it’s in another orbit in style. Stepping from the Toyota, Ford, or ■ ■ ■ ■ ■ 4TH PLACE 2005 TOYOTA CAMRY LE V-6 Hyundai into the Accord is like checking The proven reliability you know in an even more convenient package! out of the Monterey Best Western and into the Lodge at Pebble Beach. Perhaps the Accord’s sorest point is price comparison would be the reasonably- And the standard extends to the Honda’s middling grip displayed during our stopping trimmed LX V6 at $25,650 (possessing a granitelike structure, too, which serves as tests—149 feet from 60 mph. “One forty typical roster of popular features, but an imperturbable basis for a taut yet nine?” was heard over the walkie-talkies. substituting drum for rear disc brakes). All absorbent suspension. On dimpled pave- “You’ve got to be kidding.” Here the finger of which highlights an unavoidable ment, it can seem double-espresso busy as points to the modestly sized Michelin conundrum: the Accord's sticker premium. it nervously reads every cranny of road, but Energy MXV4s, then back again at Honda Are they worth it? Depends on your somehow the most objectionable spikes in for not asking Bibendum for grippier tires. investment portfolio, but for the extra cost of the texture are unfailingly blotted out before However, the combination of their eager a fancy option package elsewhere, the they reach your desk. wheelspin—and the car’s 240 bubbling Accord delivers a driver’s sedan without Behind the wheel, the Accord is nimble, horsepower—took the Accord to 60 mph in peer in its category in construction and but not devoid of awkwardness. Walton: a group-best 6.6 seconds. taste. Our advice? Break the piggy.Tip over “There’s a nonlinearity in the steering’s At a price of $29,850, our EX V-6 version, the couch. Find those nickels to make up response.” Entering a corner you feel “an with “NAVi”, was overequipped for this the difference. initial delay,then a gain as the tires grip, and meeting (most notably, its nav system), and Which brings us back to our 47-year-old finally a caboose feeling to the rear end.” we knew this going in. A last-minute snafu in the bathroom mirror. And a second light- Likewise, two drivers scorned the brakes as resulted in the correct and revised, four- bulb that’s now appeared above his noggin hair-triggered, jerking regardless of how more-horsepower 2006 version not quite reading: A Wonder Bread sedan can be not calculated and gentle the pedal touch. reaching our doorstep in time. A better only a friend. It can be a relationship. ■

154 DECEMBER 2005 MOTOR TREND.COM 2006 FORD 2005 HONDA 2006 HYUNDAI 2005 TOYOTA FUSION SEL ACCORD EX SONATA GLS CAMRY LE POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, FWD Front engine, FWD Front engine, FWD Front engine, FWD ENGINE TYPE V-6, alum block/heads V-6, alum block/heads V-6, alum block/heads V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl SOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 181.1 cu in / 2967 cc 182.9 cu in / 2997 cc 204.0 cu in / 3342 cc 182.8 cu in / 2995 cc COMPRESSION RATIO 10.0:1 10.0:1 10.4:1 10.5:1 POWER (SAE NET) 221 hp @ 6250 rpm 240 hp @ 6250 rpm 235 hp @ 6000 rpm 190 hp @ 5800 rpm TORQUE (SAE NET) 205 lb-ft @ 4800 rpm 212 lb-ft @ 5000 rpm 226 lb-ft @ 3500 rpm 197 lb-ft @ 4400 rpm REDLINE 6550 rpm 6800 rpm 6500 rpm 6200 rpm WEIGHT TO POWER 15.6 lb/hp 14.1 lb/hp 15.1 lb/hp 17.9 lb/hp TRANSMISSION 6-speed automatic 5-speed automatic 5-speed automatic 5-speed automatic AXLE/FINAL DRIVE RATIOS 2.93:1 / 2.55:1 3.42:1 / 2.60:1 3.36:1 / 2.80:1 2.65:1 / 1.93:1 SUSPENSION, FRONT; REAR Control arms, coil springs, Control arms, coil springs, Control arms, coil springs, Struts, coil springs, anti-roll bar; multilink anti-roll bar: multilink, anti-roll bar; multilink, anti-roll bar; multilink, coil springs, anti-roll bar coil springs, anti-roll bar coil springs, anti-roll bar coil springs, anti-roll bar STEERING RATIO 16.0:1 15.0:1 16.9:1 15.8:1 TURNS LOCK-T0-LOCK 2.5 2.9 3.3 3.2 BRAKES, F;R 11.8-in vented disc; 11.1-in vented disc; 11.8-in vented disc; 10.8-in vented disc; 11.0-in disc, ABS 10.2-in disc, ABS 11.2-in disc, ABS 10.5-in disc, ABS WHEELS 17 x 7.0, cast alum 16 x 6.5, cast alum 16 x 6.5, cast alum 15 x 6.5, steel TIRES, F;R P225/50R17 93V M+S P205/60R16 91V M+S P215/60R16 94V M+S; P205/65R15 92T; Michelin Pilot HX MXM4 Michelin Energy MXV4 S8 Michelin Energy MXV4 S8 Bridgestone Potenza RE92 DIMENSIONS WHEELBASE 107.4 in 107.9 in 107.4 in 107.1 in TRACK, F/R 61.6 / 61.3 in 61.1 / 61.2 in 62.0 / 61.4 in 60.8 / 60.4 in LENGTH x WIDTH x HEIGHT 190.2 x 72.2 x 57.2 in 189.5 x 71.5 x 57.1 in 188.9 x 72.1 x 58.0 in 189.2 x 70.7 x 58.7 in TURNING CIRCLE 40.0 ft 36.1 ft 35.8 ft 34.8 ft CURB WEIGHT 3449 lb 3377 lb 3543 lb 3392 lb WEIGHT DISTRIBUTION 61 / 39 % 62 / 38 % 63 / 37 % 61 /39 % SEATING CAPACITY 5555 HEADROOM, F/R 38.7 / 37.8 in 38.3 / 36.8 in 40.1 / 38.2 in 39.2 / 38.3 in LEGROOM, F/R 42.3 / 37.0 in 42.6 / 36.8 in 43.7 / 37.4 in 41.5 / 37.8 in SHOULDER ROOM, F/R 57.4 / 55.6 in 56.9 / 56.1 in 57.4 / 56.9 in 57.5 / 56.7 in CARGO VOLUME 15.8 cu ft 14.0 cu ft 16.3 cu ft 16.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 2.5 sec 2.3 sec 2.4 sec 0-40 3.9 3.6 3.6 3.7 0-50 5.3 5.0 5.2 5.3 0-60 7.2 6.6 6.8 7.2 0-70 9.5 8.6 8.9 7.3 0-80 12.1 11.4 11.5 9.7 0-90 15.4 14.2 14.4 12.8 0-100 19.4 17.5 17.5 16.0 PASSING, 45-65 MPH 3.7 3.2 3.4 3.9 QUARTER MILE 15.5 sec @ 90.3 mph 15.1 sec @ 93.1 mph 15.2 sec @ 92.5 mph 15.6 sec @ 89.3 mph BRAKING, 60-0 MPH 137 ft 149 ft 134 ft 144 ft 600-FOOT SLALOM 63.7 mph avg 60.3 mph avg 61.2 mph avg 60.7 mph avg LATERAL ACCELERATION 0.80 g avg 0.75 g avg 0.76 g avg 0.78 g avg MT FIGURE EIGHT 28.0 sec @ 0.59 g avg 29.0 sec @ 0.56 g avg 28.64 sec @ 0.57 g avg 28.3 sec @ 0.58 g avg TOP-GEAR REVS @ 60 MPH 1900 rpm 1800 rpm 1950 rpm 2050 rpm CONSUMER INFO BASE PRICE $22,360 $29,850 $21,495 $23,320 PRICE AS TESTED $25,135 $29,850 $22,395 $24,651 STABILITY/TRACTION CONTROL No/yes No/yes Yes/yes Yes/yes AIRBAGS Dual front, front side, f/r curtain Dual front, front side, f/r curtain Dual front, front side, f/r curtain Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs / 36,000 miles 3 yrs / 36,000 miles 5 yrs / 60,000 miles 3 yrs / 36,000 miles POWERTRAIN WARRANTY 3 yrs / 36,000 miles 3 yrs / 36,000 miles 10 yrs / 100,000 miles 5 yrs / 60,000 miles ROADSIDE ASSIST PERIOD 3 yrs / 36,000 miles Optional 5 yrs / unlimited Optional FUEL CAPACITY 18.0 gal 17.1 gal 17.7 gal 18.5 gal EPA CITY/HWY FUEL ECON 21 / 29 mpg 21 / 30 mpg 20 / 30 mpg 20 / 28 mpg MT FUEL ECON 19.1 mpg 22.2 mpg 19.6 mpg 21.8 mpg RECOMMENDED FUEL Unleaded regular Unleaded regular Unleaded regular Unleaded premium

MOTOR TREND.COM DECEMBER 2005 155 (newcomers) ■ 2006 mazda5

■ words bob nagy ■ photographs john kiewicz A mini minivan that defies tradition and redefines practicality special delivery

redesigned floorpan that creates theater- like elevation for the second- and third-row seats, and a 6.5-inch roofline hike. That bit of geometric twiddling yields 142 cubic feet of interior volume, enough to earn this cheeky,not-so-little upstart formal status as a midsize station wagon. The Mazda5’s interior skews as young as its sheetmetal, although a bounty of hard, black plastic trim, and aluminum-look accent bits creates a high-contrast glare- fest in bright sun. Better news when it comes to gauge legibility, switchgear placement, and the comfort level of its supportive front buckets, smartly wrapped in stylish, two-tone fabric. Rounding out the IN A WORLD where paradigms micro-minivan by form) a multi-activity mix is an extensive feature set. Even at shift with the speed of an SMG gearbox vehicle in the hope of distancing it from $17,995, the Sport boasts air-conditioning, and tomorrow’s vision becomes yesterday’s garden-variety soccer-mom specials. The power windows/locks/mirrors, cruise news just as quickly,it takes guts to step out Mazda5 complements unique-in-class control, tilt/telescoping steering column, onto the automotive equivalent of a narrow 2+2+2 flexible seating with free-spirited wheel-mounted audio controls, keyless ledge. Hardly surprising, then, to find the style and high-value pricing, the better to remote, and AM/FM/CD audio plus safety firm that brought us the rotary engine— generate buzz among the iPod crowd. touches like deformable pedals, front, twice, no less—again pushing the Sport or upline Touring, the Mazda5 front-side, and side-curtain airbags. The envelope of convention. Its latest leap of shares basic platform elements with the Touring, which opens at $19,510, adds a faith is the Mazda5. Mazda3. Key changes include a wheelbase rear spoiler, side sills, a power moonroof, Mazda has dubbed this space station (a stretch from 103.9 to 108.3 inches, a and six-disc CD changer, plus optional

166 DECEMBER 2005 MOTOR TREND.COM DVD navigation and rear-seat entertainment peak at 3500 instead of 4500 rpm, but total about 10,000-15,000 of those units annually systems. output dips from 150 to 148 pound-feet. right here. Acceptance among young, Two more key Mazda5 assets are easy Pony count also slips, from 160 to 157, active lifestylers—including current entry and outstanding versatility. It starts while still arriving at 6500 revs. The net Mazda3 owners who just want more with low-effort, sliding rear-side doors that effect is a palpable—albeit liveable—ding capability—will be key in determining the open four inches wider than those on an in the zoom-zoom index, whether the Mazda5’s success in the U.S. But with gas MPV. Step in, and adult-scale second-row engine is paired with the standard five- prices creeping toward $3 a gallon, and the buckets provide four inches of fore/aft travel, speed manual transmission or optional ability to get a well-equipped 5 out the plus a one-touch mechanism that simplifies four-speed manumatic. On the upside, the door for around $20 grand, its multifaceted access to the third-tier 50/50-split bench. former duo earns solid 22/27 mpg appeal could end up extending well The rear perches are best occupied by kids, city/highway EPA ratings. beyond the primary targets. ■ although adults hung back there with few Driving dynamics and ride compliance complaints, save for the lack of reading of this unconventional troop carrier still 2006 MAZDA5 lights and HVAC vents. Dipping the seat- have Mazda written all over them. The backs bumps cargo room from around underlying chassis bits, ABS, and electro- BASE PRICE $17,995-19,510 seven cubic feet to a generous 44. That hydraulic power steering system are VEHICLE LAYOUT Front engine, FWD, figure almost doubles when the second row recalibrated for a demanding duty cycle 6-pass, 4-door minivan is put to sleep and yields a 63-inch-long flat and feel equally capable of challenging rush- ENGINE 2.3L/157 hp/148 lb-ft floor. The large, composite-skin liftgate hour traffic or a twisty two-lane. Despite the DOHC 16-valve I-4 makes loading everything from bikes to Mazda5’s added height, enthusiastic TRANSMISSIONS 5-speed man; 4-speed auto boogie boards a breeze, and it extends high cornering elicits little body roll, and grippy CURB WEIGHT 3350-3400 lb (mfr) enough to shelter an upright six-footer. 205/50VR17 all-season tires on alloy rims WHEELBASE 108.3 in Mazda5 motivation comes from the same keep the Mazda well grounded. LENGTH x WIDTH x HEIGHT 181.3 x 69.5 x 64.2 in high-energy 2.3-liter DOHC four used in Although alien to America, the versatile 0-60 MPH 9.0 sec (MT est, auto) the Mazda3s. Here, however, it’s forced to vanlet segment is approaching a seven- EPA CITY/HWY FUEL ECON 21-22/26-27 mpg contend with an additional 500-pound figure scale worldwide. Mazda’s looking ON SALE IN U.S. Currently weight penalty. An ECM remap lets torque for its newest team member to account for

MOTOR TREND.COM DECEMBER 2005 167 (tuners) words & photographs john kiewicz

2005 Mopar Dodge SRT-4 Small Kid, Big Punch

WHO IS Dodge kidding? One market parts and hardware from a revised first-gear boost map for When the road turns, the Mopar drive in a Neon-based SRT-4, and Mopar Performance.“In the slalom, harder launches. Adding to the SRT-4 further increases its distance you’ll know the advertised 230 you need to drive it like a Viper— power mix is an Injen cold-air over a stocker.The tires, coil-overs, horsepower is an underrated small throttle adjustments make intake kit, while a Mopar and power team to deliver a sham. Pull the trigger on a turbo- for large results,” notes test-driver Performance 2.5-inch mandrel- handling uppercut to its SRT big charged SRT-4, and it spins its Chris Walton.The tuner SRT-4 is bent exhaust system sports four- brother the Dodge Viper—the front hoops harder than a nitrous- brutish for a four-banger, yet it’s inch-diameter tips. Power is routed SRT-4 delivers a 71.9-mph run powered Vegas roulette wheel. For far from Mopar’s most powerful through an ACT heavy-duty clutch versus the Viper’s 70.4.When it’s SRT-4 owners who desire even Stage III setup. mated to an ACT lightweight fly- time to trim speed, the SRT-4 does more torque steer, Mopar The Super Street editors went wheel. so with authority thanks to Performance offers a wealth of with Mopar’s Stage I system, which Helping put the power to the Wilwood four-piston calipers that bolt-ons that up the SRT-4’s incorporates larger fuel injectors pavement is a Mopar performance clamp 11-inch rotors. 2.4-liter I-4 by 10 horsepower matched with a reprogrammed front differential and a set of The Super Street SRT-4 also (Stage I), 35 horsepower (Stage II), computer.The ECU calibration Kumho Ecsta V700 tires mounted features the requisite slathering of or even 120 horsepower (Stage III). delivers increased wide-open- and on lightweight Work Emotion CR body stickers.The C-Wings carbon- Super Street, one of MT’s sister part-throttle boost, improved 17x7.0-inch alloys, plus Mopar fiber hood, decklid, and rear spoiler magazines, recently finished a turbo response, a “boost hold” Performance adjustable coil-over are as much about weight savings buildup on an SRT-4 that makes feature during wide-open throttle shocks. During acceleration (carving off a combined 23 use of a combination of after- shifts, revised ignition timing, and testing, the Kumhos squealed as pounds) as they are about having the DOHC I-4 produced copious the proper pimp-daddy coolness wheelspin and strong torque steer. factor—the SRT-4’s ultralow ride Despite tire smoke, in a quarter- height further conspired to have mile showdown, the Stage I SRT-4 us high centered in numerous beats a stock SRT-4 by over one driveways.Time to raise up the second. coil-overs. ■

2005 SRT-4 Mopar SRT-4 Power 230 hp 271 hp 0-60 mph 6.0 sec 5.0 sec Quarter mile 14.4 @ 100.8 13.3 @ 105.6 Braking, 60-0 mph 118 ft 108

600-ft slalom 65.9 mph 71.9 mph WWW.MOPARPERFORMANCE.COM PERFORMANCE: MOPAR Lateral acceleration 0.88 g 0.92 g SOURCE:

168 DECEMBER 2005 MOTOR TREND.COM motors. power madebyjustoneoftoday’s Top Fuel halfthe allfour enginesputoutabout Together, How timeshave changed: were justright. firing ifallthecylinders ponies represented here, sofigurearound3000total 750 horsepower, Hemiswasgoodfor between 600and Chrysler Eachoftheseblownearly-gen 195 to200mph. mile timeswerejustunderseven secondsat quarter- in therearwasBillMullins’Tank.Typical whiletheone ground wasnamedNight Train, carinthefore- oftheconcept.The audacity onthesheer ifnothingelse, based, too, crowds, werepopularwiththe inNHRA.Twins Gas thefinalyearfor Top late 1960sthrough1971, raildragsterspopularinthe these twin-engined suchas thisera, goingonduring experiments There were alsosomeinteresting technological drivers whoultimately becamebignames. asthestompinggroundsfor severalserved Gas But moreexotic Topof thefaster, Fuel class. Top rankshave Gas always lived intheshadow ( THE NATIONAL 192 Yeah, If one’s good,two’s gottabebetter archive DECEMBER 2005 ■ ) Hot Rod Association Hot Rod MOTOR TREND.COM We GotHemis cover age december 1955 Service e-mailaddress: [email protected]. P.O. Box 420235, Palm Coast, FL32142-0235. Customer POSTMASTER editorial offices, 323/782-2220. [email protected]; 1993 to December 2002, 866/601-5199; (e-mail) backissues January 2003 to present, ClientLogic, (toll-free) [email protected]. Back-issue orders: 420235, Palm Coast, FL32142-0235, 800/800-6848; 0235. For subscriptionassistance: Motor Trend $33. Subscriptioninformation: Sendaddress changesto GST—reg. no. 872093125RT0001). Allothercountries (price includessurface mailpostage to Canadaand U.S., APO, FPO, andU.S. possessions $18.Canada$31 ON L4T1L2.Subscriptionrates for oneyear (12issues): DHL GlobalMail,7496 BathRoad, Unit2,Mississauga, 40008153. Return undeliverable CanadianAddresses to offices. MailSalesAgreement CanadaPublications No. paid atLos Angeles,California, andadditionalmailing 90048-5515.Periodicals postage Blvd., Los Angeles,CA monthly by PrimediaSpecialtyGroup, Inc.,6420Wilshire Specialty Group, Inc.Allrightsreserved. Published 2005, Vol. 57, No. 12. MOTOR TRENDMagazine(ISSN 0027-2094) November , P.O. Box 420235, Palm Coast, FL32142- : Sendaddress changesto Copyright 2005by Primedia words matt stone Motor Trend Motor Trend , P.O. Box , MOTOR TREND ARCHIVE