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Preview: 2012 McLaren MP4-12C

journauto — Sat, 04 Sep 2010 17:38:27 +0000

Okay, so blogging has been one of the furthest things from my mind lately, but I can no longer neglect this space. In an effort to make it up (to myself, that is), I’ve decided to do a write-up on one of the most anticipated cars of the decade. Without further ado, I give you the McLaren MP4-12C super car… (Read on and don’t forget to check the accompanying photo gallery…)

In Toronto recently, I got to check out a pre-production version of the new McLaren supercar, the MP4-12C. But, before they officially pulled the wraps off one during the press luncheon, I’d been drooling over the 12C’s impressive carbon MonoCell chassis (seen above) that underpins the mid-engine, rear-wheel drive, two-seat supercar.

The obsessive engineers made the body from a mixture of lightweight aluminum and low density carbon composites, shaving weight everywhere conceivably possible. The floor structure of the passenger compartment weighs just 176 pounds (80 kg) and is a fully-enclosed, under-panel design incorporating both a front splitter and rear diffuser.

An open rear grille, deck venting and side-mounted air intakes take care of airflow to and from the M838T V-8 behind the passenger cell. And, like every other component of this car, the all-aluminum twin-turbo DOHC compact V-8 is pure McLaren. It features dry sump lubrication and makes 592 hp at 7,000 revs and 443 lb.-ft. of twist at 6,500 rpm and is said to propel the 2,866-pound bullet from zero-to-60 mph in less than four seconds.

A seven-speed seamless shift dual-clutch gearbox (SSG) pre-selects the next gear when the paddle shifter(s) is touched even the slightest bit. With further-prodding, the changes happen instantaneously. There are four distinct driver modes: normal, sport, winter and track, with a dedicated launch control function and airbrake.

It’s a bit unintuitive to compare this car against its predecessor, but it is worth pointing out the new engine makes in the area of 155 bhp per litre of displacement. The original McLaren F1 road car gets approximately 103 bhp per litre from its six-litre V-12, which is capable of low- to mid-three second bursts to 60 mph via a six-speed tranny.

The 12C has a top speed somewhere above 200 mph, though McLaren reps aren’t yet saying or don’t yet know just how fast this thing is. It took six years before McLaren finally got the F1 road car up to it’s then-world record Vmax of 241 mph, so we can only guess when, if and how fast? Don’t expect a record setting attempt anytime soon, at least not with this engine is my guess, but McLaren will build a far greater number of these (12C’s) than the earlier car.

The Formula One expertise is even more evident in the 12C’s highly-advanced suspension setup designed to keep the 12C poised and balanced whether negotiating high or low speed corners, during direction changes, under heavy or light braking and on increasing or decreasing corners.

McLaren calls it Proactive Chassis Control. Basically, the suspension is based on double wishbones with coil springs. The dampers are interconnected and controlled hydraulically to provide adaptive responses depending on both road conditions and driver preference.

The system features adjustable roll control, which replaces the need to have mechanical anti-roll bars, and also makes use of McLaren’s Brake-Steer system that was originally used on the 1997 MP4/12 Formula One race car. In fact, the whole kit and caboodle was developed and tested using the firm’s simulator technology, which is regarded as the best in the world.

Moving to inside, McLaren’s dihedral door arrangement for the 12C uses a single hinge point that offers plenty of leg sweep area for easy entry and egress to the low slung exotic. The touch entry door system is off the hook too! There are no handles to fumble with; simply touch the underside of the sculpted body work (with the key fob on you) and the door opens automatically. Not only that, the interior handles are easier to reach than the Mercedes-Benz SLS ones are, and a touch lighter to pull down and shut.

The F1 road car, of course, also came in a three-seat, centre-drive layout, but the new cockpit is more ergonomic and laden with numerous telematics and convenience features.

You get the normal stuff like airbags, leather, carbon fibre, cup holders, a premium Meridian stereo with AM/FM/USB/Bluetooth and a large portrait touchscreen GUI with 40 GB hard drive and media player for pictures and video. Even the vehicle owner’s manual has been integrated into the onboard electronics, which has the ability to self-diagnose problems and call McLaren’s headquarters in the UK to suss out those it can’t quite figure out.

McLaren also has its optional “IRIS” system – a fully-integrated PC featuring a with a 80 GB HDD, more speakers and and voice-controlled satellite navigation system and even a WLAN connection that lets you check e-mails and even transfer files back and forth from a home or office computer. Now that’s cool!

Along with future models within the range, the 12C will challenge the world’s best sports cars through Formula One-inspired engineering, a revolutionary carbon MonoCell chassis (the fruit of over three decades of carbon fibre pioneering), and an absolute focus on efficiency and quality. It is 100 per cent McLaren; from unique engineering to bespoke design where everything is for a reason.

With an anticipated summer 2011 launch in North America, the 2012 McLaren MP4-12C is the first in a range of high performance sports cars from McLaren Automotive.

Pricing will be somewhere between $225,000 and a quarter-million, depending on where you live. In Canada, Pfaff Automotive in Woodbridge, Ontario (north of Toronto) will arrange to ship you yours wherever that might be. Whereas there will be nine McLaren shops to pick from in select U.S. cities including Beverly Hills, Chicago, Dallas, San Francisco and Tampa Bay.

Initially, the automaker expects to build 1,000 cars a year rising to 4,000 per year when those future models start coming down the barrel. Hopefully, along with bigger, more powerful engines, they’ll come with better names than MP4-12C. As for this one, I would’ve named it the Banshee. It sounds much scarier!

PHOTO GALLERY

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2012 McLaren MP4-12C
North American Specifications

Exterior & Styling
Two-seat, mid-engine coupe with dihedral door design and a carbon fibre MonoCell chassis
Aluminum alloy bonnet, front wings and roof. Other panels are low density SMC
Fully enclosed, under-panel design incorporating front splitter and rear diffuser
Open rear grill and deck venting with side-mounted air intakes
McLaren Airbrake system
Bi-Xenon headlamps, front/rear LED running lights
Touch entry door system

Engine
M838T 90° V8 3.8 liter all aluminum twin-turbo DOHC compact engine design
Dry sump, high specific output with low CO2 emissions
Rear, mid-mounted engine
Rear-wheel drive
Fully catalyzed stainless steel exhaust system with active bypass
Compression ratio: 9:01
Max power: 592 hp @ 7000 rpm
Max torque: 443 ft lbs @ 6500 rpm
Acceleration: 0-60 mph in less than 4 seconds
Max speed: More than 200 mph

Transmission
7-speed, Seamless Shift Gearbox (SSG) with Pre-Cog functionality
Formula 1-style diecast aluminium rocker shift that pivots in the center of the steering wheel
Four driver modes: Normal, Sport and Track
Launch control
Open differential using brake steer to reduce under steer and improve cornering speed

Dimensions
Length: 177.52”
Width: 75.12”
Height: 47.2”
Wheelbase: 105.12”
Weight (dry): 2866 lbs
Distribution: 53/47 front/rear

Brakes
Two-piece discs – aluminum and iron rotors
Front ventilated iron discs: 370mm, 4-piston calipers
Rear ventilated iron discs: 350mm, 4-piston calipers
Bosch ABS/ESP with EBD
Electronic park brake assist
Hydraulic Airbrake system first used in the McLaren F1
Carbon ceramic discs and rotors (option)

Suspension
Front and rear fully independent double wishbones
Kinetic hydraulic interconnections between dampers
Teneco multi-mode dampers, adaptive and roll control
Four modes: winter, normal, sport and track
No anti-roll bars used. Rear “Z Bar” for extra heave control

Steering
Rack and pinion, power assisted
Hydraulic electric variable pressure

Wheels and Tires
Wheels: Front: 19” x 8.5”
Rear: 20” x 11”
Tires: Pirelli P Zero (McLaren spec)
Front: 235/35 R19
Rear: 305/30 R20

Interior
Interior designed around the driver: optimum driver position, visibility and pedal placement
Portrait screen infotainment system with Meridian sound
HVAC controls separated on doors/dual zone
Active dynamic control panel
All unique McLaren-designed switches and controls
Steering wheel modeled on McLaren’s Formula 1 drivers’ hand grips

Safety & Security
Alarm (doors, engine cover, and luggage compartment)
Tilt sensor, electronic immobilizer
Driver/passenger airbag, knee airbags, side head airbags
Hill Hold, ABS-EBD, ASR, ESP
Brake pad wear sensor
Emergency fuel shut off device
First aid kit
Comfort & Convenience
Dual-zone climate control
Electric handbrake
Follow-me-home lights
Trip computer, service indicator, oil level gauge
Lithium-ion battery, battery level gauge
Keyless go, electric folding mirrors, electric adjustable mirrors
One-touch electric windows
Rear defroster, rain sensing wipers
Cruise control, external temp display

Infotainment
Seven-inch portrait touch screen monitor
2-channel, 4-speaker Meridian sound system
40 GB hard drive with media player, am/fm radio and Bluetooth
USB, PDMI and audio jack ports for media player connectivity
Electronic integrated vehicle owners’ guide
IRIS System (option)
80 GB hard drive with satellite navigation system (option)
7-speaker Meridian surround sound with Digital Signal Processing technology
Voice Control
Wireless local area network (WLAN) connectivity, home file transfer
Picture/video viewer and email
Track data display featuring three onboard cameras and data acquisition capability (option)

Video: 2011 Subaru WRX STI Sedan

journauto — Thu, 10 Jun 2010 02:44:11 +0000

Tommi Mäkinen is mackin’ it hard in this video, released to today by Subaru’s parent company Fuji Heavy Industries Ltd. The vid is part of an advanced R&D project carried out at the world-famous the Nürburgring racetrack in Germany, using a 2011 model year Subaru WRX STI four-door sedan test mule.

His time (7’55″00) is Subaru’s fastest lap time ever for a WRX STI and is four seconds faster than its previous best lap in 2004.

Of course, whether or not the four-time WRC champ’s legendary skills were the deciding factors in this exercise remains to be seen, watch him plow into Aremberg and nearly blow up the gearbox in second, up-shift twice and grab fourth to set up perfectly for the apex, and then slam over the curb with the throttle wide open and accelerate past 100 mph before grabbing fifth and speeding away into Adenauer-Forest, which he destroys! Then, watch him save his ass at 4’19″ (video time) and then again go sideways at the finish line – amazing car control can be seen throughout this vid.

“The car was controllable with precise and faithful handling even on tricky corners,” he says. “I could easily predict the car’s behaviour. That is exactly what Subaru is offering, confidence.”

Now, 7’55″ is not anywhere close to the fastest lap for a production car – official or unofficial – but it is in supercar territory and faster than many cars that cost a lot more money. Click here for a list of unofficial lap times.

Okay, so now you’re ready to see the second fastest lap time ever recorded in a production car? Watch Michael Vergers just blow it away in the Radical SR8 from September 2005. I won’t spoil it for you, but it is faster. A lot faster. And, there’s no interior either. Check it out!

I’m looking forward to having a go with the new STI sedan at Calabogie Motorsports Park later this year; but for now, watching Turbo Tommi Mäkinen go seven minutes and fifty-five seconds flat in a Scooby on the Nordschleife will have to do.

Ron Fellows testing in Pahrump

journauto — Mon, 10 May 2010 19:39:09 +0000

Today is my birthday, but my present came early this year…

Fellows testing the Cragar Wheels C6 Corvette at Spring Mountain Motorsports Ranch

About a month ago, I was back in Pahrump, Nevada to attend the 2010 Canadian AMG Performance Tour at the Spring Mountain Motorsports Ranch. I’d first come here to drive the Nissan 370Z coupe when it launched.

So, while I was here to drive an exclusive collection of current AMG models, including the 2011 Mercedes-Benz SLS AMG, on the facility’s most technical 1.5-mile race track, Canadian-born racecar driver Ron Fellows was out testing his yellow #2 Cragar Wheels Corvette on a longer section of the same tarmac ribbon.

Spring Mountain is actually home to the Ron Fellows Corvette Racing School where average Joe’s can learn to tame the ZR1, C6 Z06 and C6 Z51 with the man himself. Rest assured, the only thing getting schooled in these photos is the car itself.

At the end of the day, before my group’s chartered shuttle delivered us back to the Las Vegas strip and our hotel, a small group of enthusiasts (myself included) stood in wonderment behind the wall near this turn.

The supercharger on this thing is just beastly and the car can be heard loud and clear from quite a distance away. It screams like a Star Wars X-wing fighter under braking in this tight right-hander. At first, I wasn’t sure if this was Ron or not, but if you look closely above the door, you’ll see his John Hancock plain and clear.

Fellows testing the Cragar Wheels C6 Corvette at Spring Mountain Motorsports Ranch

If you’re looking for something to do on the May two-four long weekend this year, why not check out the World Challenge GT, GTS and Touring Championship race at the Mosport International Raceway? Ron will be there.

More info on Spring Mountain can be found on its website.

My FM3 JDM Shining Monkey Lancer Evo 10 GSR

journauto — Mon, 09 Nov 2009 23:46:08 +0000

Forza Motorsport 3 is out for Xbox 360 and I’ve finally had some time to sink my teeth into it a bit. The short is this game tops the racing sim market. I played Sony’s Gran Turismo Prologue and FM3 delivers a closer-to-life driving experience. My reasons are plentiful, but the biggest difference might well be the virtual tire physics that developer Turn 10 Studios has built in to the game. Using either a standard controller or the MS wireless racing wheel do you get a sense of tires touching the road.

The breadth and scope of this game is what auto enthusiasts slash racing gamers have been waiting for. More on that (the long) later.

I’ve assembled a few quick photos of my first original car design in FM3. The game supplies a limited set of graphics to use, so I had to create all of the graphics, stickers, logos, etc. myself in-game using the livery editor. A full photo shoot of my virtual JDM Shining Monkey Lancer Evo 10 GSR is coming soon. For now, it’s a work in progress.

JDM Shining Monkey Lancer Evo 10 GSR

Pirelli Photography Contest Entries

journauto — Wed, 04 Nov 2009 22:33:31 +0000

Alongside TestFest every year, the Automobile Journalist’s Association of Canada (AJAC) hosts an awards banquet to reward its members in a host of different writing, photography and layout categories. I haven’t won anything for my writing to date, but I did take home a couple photography awards in my first and second year as an AJAC member in 2003 and 2004.

The Pirelli photography competition always has hundreds of entries in published and unpublished categories. This year was no different. But, of those hundreds of submissions, only six are ever shown. The two winners, of course, plus first and second runner-ups in both categories.

My hat is off to all of the winners (and the losers)! As one of the losers, my photos don’t get seen, which has always bothered me a bit, so this year, I’ve decided to show the winners what they were up against.

Here are my entries in both published and unpublished photos for the last two years. Please enjoy and your constructive comments are welcome.

2009 Pirelli Photo Contest:

Nissan 370Z in Red Rock Canyon Nevada (2009 unpublished category)

Hyundai Genesis Coupe by Night (2009 unpublished category)

Nissan Cube Trying to Blend In (2009 unpublished category)

Nissan 370Zs in Red Rock Canyon Nevada (2009 published category)

Sky High Toyota Prius (2009 published category)

Mitsubishi Sportback Ralliart Down by The Docks (2009 published category)

My 2008 entries can be found after the jump…

Mazda Furai on a (Spinning) Platter (2008 unpublished category)

Nissan Rogue Badge Hide-n-Go-Seek (2008 unpublished category)

Mitsubishi Lancer EVO 10 with Scorched Earth (2008 unpublished category)

Audi R8 Stikes a Pose (2008 published category)

Audi R8 Sitting Pretty (2008 published category)

Nissan GT-R Above Reno (2008 published category)

Canuck Car of the Year

journauto — Wed, 04 Nov 2009 01:36:19 +0000

The first round of voting is over and there are winners and losers. Here’s a video of me thrashing around the Ste. Catharines Niagara District Airport runway test track in the one of the winners:

They’re not all this crazy and “TestFest” is not all fun and games!

Seventy of Canada’s top automotive journalists spent a week in the picturesque tourist town of Niagara-on-the-Lake. We weren’t there for the scenery or the wine tasting, though naturally many do partake (long after driving shoes and gloves are put away of course).

My fellow journalist members of the Automobile Journalists Association of Canada (AJAC) and I were all driven by purpose, to find out who makes the “Best New” cars, trucks and SUV/CUVs in this great country.

As part of AJAC’s annual Canadian Car of the Year Awards program, we put a whole whack of these to the test through three full days of intensive, back-to-back testing and evaluation off and on the track.

We call this week TestFest and here this year’s crop of “Best News”…
BEST NEW SMALL CAR (under $21k) – Mazda3
BEST NEW SMALL CAR (over $21k) – Mazda3 Sport
BEST NEW FAMILY CAR (under $30k) – Volkswagen Golf Wagon TDI
BEST NEW FAMILY CAR (over $30k) – Ford Taurus
BEST NEW LUXURY CAR – BMW 335d Sedan
BEST NEW PRESTIGE CAR – Porsche Panamera Turbo
BEST NEW SPORTS/PERFORMANCE CAR (under $50k) – Volkswagen Golf GTI
BEST NEW SPORTS/PERFORMANCE CAR (over $50k) – Audi S4
BEST NEW CONVERTIBLE – Audi A5 Cabriolet
BEST NEW SUV/CUV (under $35k) – Subaru Outback
BEST NEW SUV/CUV ($35k-$60k) – Volkswagen Touareg TDI Clean Diesel
BEST NEW SUV/CUV (over $60k) – Lexus RX450h

The evaluation process for the Canadian Car of the Year Awards (CCOTY) is based on “real-world” back-to-back testing so that the results have relevance for consumers.

In other words, the rigorous testing program includes “real world” driving on public roads–exactly where consumers drive – so that the test, and vote, results are relevant to potential car and truck buyers.

Every member of a test team compares each vehicle in its class, back-to-back, on the same roads, under the same conditions to ensure objective evaluation.

Team members use a detailed rating form, comprising 21 separate evaluation parameters that include acceleration, braking, vehicle dynamics, maneuverability, even off-road capability, where applicable. Each parameter is rated using a prescribed 0-10 rating scale.

Every detail, from safety features to cargo capacity, is thoroughly scrutinized, discussed, and individually rated by secret ballot.

Those ballots are then tabulated by the international accounting firm KPMG. The results are kept confidential–even from AJAC–until the awards press conferences wherein the category and overall winners are announced.

My most coveted ride at TestFest…

journauto — Fri, 30 Oct 2009 03:34:04 +0000

TestFest has felt quite compressed this year and there just hasn’t been any quality time for photography or video work. Further complicating things is the fact it rained for all of day two, leaving the Ste.Catharines airport (where the event is held) a muddy bloody mess. Only thing missing is the wrasslin’ because it’s everywhere.

So, while things have been happening quite quickly this year, the first round votes are in and we’ll have some results soon. Car of the Year will be announced at a later date but we will know which whips will be in the running tomorrow.

Here are some shots from day one of my most coveted vehicle–the bigger, bluer brother of my old friend Audi R8–as taken with my Blackberry camera. This one’s got the 5.2L V10 engine and R8 totally ate up our venue’s Top Gear-style test track in the rain like it was bone dry out. The car is just simply amazing!!! Stay tuned for more photos of this dream machine as I broke out the Canon for some glam shots too. I hope you like. (Not bad for a BB, eh?)

There’s also a couple interior pics of the new Porsche Panamera at the end. Also an animal on the track, albeit a strange-looking one.

2010 Audi R8 5.2 FSI @ TestFest

2010 Porsche Panamera @ TestFest

Rollerman insane in the membrane

journauto — Mon, 21 Sep 2009 22:49:33 +0000

I stumbled upon this in a VODcars video today. The quality sucks, soundtrack questionable and I’ve no idea when this was filmed. I think the Grimsel Pass is in the Swiss Alps and, before today, I’d never heard of Jean Yves Blondeau. A.k.a. Rollerman, he is certifiably, one crazy badass crazy mofo!!! And, if I didn’t see this with my own eyes?!?!?!

Crazy downhill body..?..don’t know but I see bodyt

Tested: 2010 MAZDASPEED3

journauto — Mon, 03 Aug 2009 18:41:23 +0000

Recently, I had the opportunity to test drive the 2010 Mazdaspeed3 on the “funtastic” Driver Development Track at Mosport International Raceway not far from my home in Southern Ontario. The morning that day was wet, very, very wet but the car hung in there like a champ for a few lapping sessions and road test in the surrounding countryside.

When the grey skies finally stopped tormenting and cleared much later in late afternoon, most of the other attendees had been long gone. A bit premature in my opinion, but who am I to complain as it left me with a dry and empty track plus ample time and space to get better acquainted with this turbocharged front-wheel drive critter! Check out my Youtube video here!!!

Pony up strip terror!

journauto — Wed, 11 Jun 2008 00:42:13 +0000

Mike Murillo's 1993 Ford Mustang

Mike Murillo is a bit of a legend in the ‘Stang community. The owner-operator of Murillo Motorsports in San Antonio, TX has a serious drag racing problem and the 1993 Fox-body drag ‘Stang is the mechanism by which this Texan’s need for speed is fed.

Continue the full feature – Pony Up Strip Terror – at PasMag.com!

Tested: 2007 Kia Rondo EX-L

journauto — Wed, 15 Aug 2007 18:42:32 +0000

Four Vehicles In One

Is it a car, wagon, sport ute or minivan? It’s neither. Actually, the 2007 Kia Rondo is all four. The Korean car maker describes it as a “family-oriented urban utility vehicle.” With a seating capacity of up to seven (on EX models), a plethora of cargo-carrying configurations and oodles of standard equipment the likes of steel uni-body construction, four-wheel ABS disc brakes, electronic stability and traction control, power, doors, locks, windows and mirrors, plus six wraparound airbags, it fits this bill.

With all this and more packed neatly into a base LX four-cylinder model for $19,995 (plus $1,495 destination/delivery and $100 excise tax), “Rondoism” is poised to attract new members.

The 2.4L inline-four base engine produces 162 hp through a four-speed automatic transmission with manual Steptronic mode, though my $25,995 EX-Luxury tester had the optional 2.7L V6 and five-speed auto Steptronic good for 185 hp. It’s peppy enough to allow safe passing on two-lane highways, but I was quite impressed at how smooth and quiet it was throughout my short 250-km test drive.

The EX-L (where ‘L’ stands for luxury apparently) gets all of the features of the $22,995 base EX, but also adds a power sliding and tilting sunroof, fully automatic climate controls, eight-way adjustable drivers seat and a handy trip computer that displays average fuel consumption, ambient temperature and trip time/distance et al. NRCan rates the V6-powered Rondo’s fuel economy at 11.8/7.9 L/100 km (highway/city)–about 9.85 combined. According to the computer I only managed to achieve 12.2 L/100 km combined, but this is likely due to a heavy foot. NRCan rates the four-banger at 11.0/7.5 L/100 km.

A fully independent suspension layout with 17-inch alloy wheels wrapped in Michelin rubber serves the Rondo’s somewhat tall hatchback figure very well, minimizing body roll in corners to where it doesn’t feel like it’ll topple over. The EX handles surprisingly well in fact, soaking up the XL speed humps, uneven sewer grates, potholes and rail crossings I encountered respectably. I found the leather-wrapped steering wheel a bit tacky for my taste, but the power rack and pinion system is light with a good on-centre feel. It produces quality feedback although I would have liked a bit more room from lock-to-lock for those tighter cornering and parking situations.

Inside, all important controls are within easy reach and where you’d expect them to be. Cruise and redundant audio controls can be found on the steering wheel. Different shades of plastic dominate the interior panels and dashboard, however, the fit and finish is seriously excellent! Very little wind and engine noise can be heard from the driver’s seat. Although upholstered in quality leather, I found the front seats a bit too wide and lacking side bolstering for the rump and shoulders of my 5’10″ frame.

The second row offers substantial legroom and fold flat in two stages (three if you secure the adjustable head rests properly in their dedicated slots) for a 50/50 split. The third row is a bit more cramped for average-size adults, but also fold flat (in one step) to create a gigantic cargo area that’s accessible through the huge rear lift-up hatch door. Behind the first row with everything folded down, the Rondo has a whopping total cargo space of 2,083 litres. For contrast, a Mazda5 has 857 litres.

For the money, the 2007 Rondo EX-L is an excellent vehicle (value) for active, young families. The exterior styling is a bit conservative (meaning it doesn’t really stand out) but the overall package is quite enticing. Not only was I pleasantly surprised by its comfortable ride and solid handling, but the build quality inside and out puts many domestic cars to shame. Functionality is abound in this vehicle and there’s so much room you could bring along the kitchen sink if that’s your thing.

Kia, one of the fastest-growing automakers in the world, has come very far in the last few years and there are now more than 140 Kia dealers in Canada. All Kias come with a five-year/100,000 km bumper-to-bumper warranty and it’s worth pointing out that Kia has received top honours in J.D. Power’s 2007 Initial Quality Study as well as Strategic Vision’s 2007 Total Quality Index Survey. I would suggest you don’t knock it before you test drive one. “Aiieee!”

Tested: 2007 Mazda CX-7 GT

journauto — Tue, 15 Aug 2006 18:16:14 +0000

Roomy & Zoomy

I didn’t sit in on a press conference, or attend the launch; but, after my week-long test in the 2007 Mazda CX-7 GT, it appears Mazda has done its homework well. So much so that the new CX-7 mid size crossover truly blurs the line between sport utility and sports car thanks to a turbocharged engine and bountiful passenger and cargo room.

The CX-7 shares the same 2.3L turbocharged direct injection engine as the Mazdaspeed6 sedan I drove earlier this year; however, it offers distinctly different performance thanks to a revised Hitachi turbo and different ECU programming. The CX-7 has 30 fewer ponies than the speedy 6, but its 244 hp at 5,000 rpm is complemented by a smooth six-speed automatic transmission that unloads all 258 lb.-ft. of torque at 2,500 rpm.

While it does deliver more low-end torque than the turbocharged sedan (where torque peaks at 3,000 rpm), I did notice a bit of turbo lag and sluggishness on low-speed rolling starts. It’s not as noticeable when using the “manumatic” shift mode, or when starting from a standstill; but, once it gets up to speed, you quickly forget as the CX-7 offers an extremely smooth and quiet ride that travels over small bumps and road irregularities effortlessly and confidently. The 1,782-kg vehicle stops just as easily with four-wheel disc brakes boasting ABS and EBD nestled behind the all-season Goodyear sheathed 18-inch alloys.

The CX-7 GT reaches 100 km/h in the high sevens with ample passing power to get the job done quickly and quietly. More impressive perhaps is the vehicle’s heroic handling characteristics. The independent suspension arrangement is a strut-type front and multi-link rear with coil springs and stabilizer bars at both ends. There is very little body roll through corners and the taught chassis goes through flat when setup properly. The CX-7 feels almost neutral with power going to the front wheels most of the time. If either of those detects any slippage, however, the vehicle becomes all-wheel driven with up to 50 percent of torque getting directed to the rear wheels to help regain traction in concert with Mazda’s dynamic stability and traction control systems. A speed sensitive power-assisted rack-and-pinion setup affords very accurate steering while the three-prong leather covered multi-function steering wheel offers great feedback for the driver.

The CX-7 distinguishes itself via a unique yet thoroughly zoomy Mazda appearance with an overall shape that’s reminiscent of a compact hatchback, only much bigger. In front of the steeply raked (66 degrees) windshield, the hood tapers inward from back to front with bulbous wheel arches and body-colored side mirrors contributing even more to the sporty look. Powerful Xenon headlights are joined by a set of fog lights in the lower bumper, which features are gaping inlet that allows for enhanced cooling of the turbocharged engine. Chrome window trim and door handles give it a rather mature appearance while the dual-tip stainless steel exhaust system hints at its sportiness. The rear end is uncluttered with a slender roofline spoiler and large clear taillights that flank the one-piece up-swinging hatch.

Inside you will find just as much refinement as on the exterior, with leather-trimmed upholstery, heated front seats, eight-way power adjustable driver’s seat, automatic climate controls and power glass sunroof all coming as standard equipment on the GT model. Brushed aluminum trim pieces litter the passenger compartment and all of the controls are easily reachable, including the steering wheel-mounted controls for the optional nine-speaker Bose audio system with six-disc in-dash CD changer my tester came equipped with. Mine also had a Sportster Sirius Satellite radio (not shown) mounted to the right of the aluminum-look climate control knobs; and, although I thoroughly enjoyed it, would have preferred the optional navigation system.

Big pluses are the dual front and side curtain air bags and dual side air curtains. The National Highway Traffic Safety Administration (NHTSA) tested the 2007 Mazda CX-7 in both frontal and side-impact crash tests where it earned the U.S. government’s highest ratings–five stars–in both tests.

Rear seat passengers get a decent of amount of leg and head space along with curtain air bags. And, thanks to 60/40-split folding capabilities, the rear cargo space skyrockets from 848L (from behind the rear seat-backs) to 1,782L (from behind the front seat-backs) in a matter of seconds. The EPA estimates fuel economy at 18 and 24 mpg (city/highway). Mazda recommends 91 octane fuel to fill the 69L tank, however, it will take 89 (as well as 87 in emergencies) to somewhat curb the effect of high gas prices and below average fuel consumption.

The as tested price for the 2007 CX-7 GT is $41,345 CAD, including the sole optional “luxury” package. The GS model MSRPs at $31,995 CAD. The CX-7 is offered in three trim levels–Sport, Touring and Grand Touring–in the U.S. starting at $24,310 USD. Additional taxes and charges may apply.

While the CX-7 shares several parts from other Mazda platforms like the suspension (3 and 5) and engine (Mazdaspeed6) as well as some of the underpinnings of the Ford Edge crossover, the combined effect is a totally new Mazda vehicle that raises expectations for this exciting yet still young segment. Better still is that it doesn’t drive or behave like most SUVs, but more like a well-planted sports car with performance characteristics other automakers ought to mimic. As it is, impeccable ride quality helps the long journeys seem short. I just hope the next-gen CX-7 drinks less fuel. While you’re at it, can you please put a rotary hybrid powerplant in there too?

Tested: 2007 Audi RS4

journauto — Sat, 15 Jul 2006 17:39:31 +0000

The Total Audi

This week I got to spend a few hours behind the wheel of the 2007 Audi RS4, a vehicle Audi professes to be the best of both worlds â€“ performance and prestige.

2007 Audi RS4

‘RS’ is the badge Audi gives to its best-performing cars and enthusiasts of the brand know it well. The top-line abbreviation’s legacy goes back a dozen years to the 1994 RS2 model featuring a 315-hp five-cylinder turbo engine. Followed in 2000 by the 380-hp bi-turbo V6 RS4 as well as the 2002 RS6 Avant, which has a 450-hp bi-turbo V8, none of these first three generations ever made it to North America. All that changed, however, in 2003/04 when Audi began offering the RS6 sedan to U.S. and Canadian customers with a more powerful V8 and 30 extra ponies.

During its dozen year run, the five-car RS lineup has matured into a genuine flagship product for Audi that’s lauded by owners and coveted by dreamers. The newest family member is the 2007 Audi RS4, perhaps the most anticipated of them all.

Whereas Audi AG is responsible for series production of everything from the diminutive A3 to the large and luxurious S8, the RS line is actually built by Audi’s performance extension, quattro GmbH. The approach is similar to that of Mercedes-Benz and AMG, but unlike AMG, quattro has always been under the automaker’s corporate umbrella (since being founded 1983). Its mission is simple: to advance and complement the Audi brand by developing high-performance products such as the A4 S-Line and other exclusive lifestyle accessories.

Since 1996, quattro GmbH has been registered as a manufacturer of high-performance vehicles with its own development and production areas in the Audi plants in Neckarsulm and Ingolstadt, Germany.

After a brief presentation by Karsten Ruwoldt, Audi Canada, my RS4 drive begins at Pfaff Audi in Vaughn–a newly-constructed 70,000 sq-ft totally modern dealership that embodies Audi’s corporate image wholeheartedly. It is the largest Audi dealer in Canada and quite a marvel by itself. On this day, however, it takes a back seat to the yellow RS4 with my name on it.

Before I even get the chance, Douglas Clark, Director of Communications and PR, hops into to my car to show us the effect of the “S-button” found on the upper dash. He pumps the accelerator a few times so all can hear the 4.2L V8 engine’s beautiful exhaust note. It’s smooth, deep and sporty with a hint of aggressiveness. He then presses the button to engage “Sport” mode and does it again. This time, it sounds much throatier and more aggressive with a definite change in pitch. What’s actually happening is a small valve in the exhaust system is opening up to allow for a louder intake and exhaust sound. It doesn’t add more horsepower to the cars already powerful 420 hp naturally-aspirated engine, but it does automatically re-map the throttle position sensor for quicker response via a sport-tuned electronic throttle control. We hadn’t even left the parking lot and were close to bursting from the anticipation.

On the road, the all-aluminum 4.2L DOHC V8 FSI, which stands for “Fuel Straight Injection,” direct injection engine commands the road with 420 hp at 7,800 rpm and 317 lb.-ft. of torque at 5,500 rpm. The high-compression powerplant features a modified cylinder head with beefed-up pistons, connecting rods and crankshaft that help net 80 hp and 15 lb.-ft. of torque more than the S4. Its FSI technology, which proved itself on Audi’s Le Mans-winning R8 racecar, ensures optimal combustion at 12.5:1, and along with an improved cooling system, redesigned intake with single butterfly throttle, plus a RS 4-specific dual exhaust system, the effective powerband is very wide. Delivery of that power is very smooth too (although shifting from first to second gear is a bit jerky until you get used to it).

Altogether, Audi says this high-revving engine (8,250 rpm limit) makes over 100 hp/L with an outstanding power-to-weight ratio of 3.9 kg (8.7 lb/hp). The only transmission choice is really sweet–a silent and smooth beefed-up six-speed manual–and can ascertain zero-to-60 mph times in under five seconds (4.8). While top speed is electronically limited at 250 km/h (155 mph), it’s aplenty for North American roads. The amazing thing is that horsepower and torque remain very steady or constant whether driving fast or slow.

The RS 4 handles like a dream thanks to Audi’s quattro all-wheel drive system with the latest Torsen centre differential and dynamic torque split. Under normal conditions, weight distribution is 40/60 front/rear (rear biased), but up to 100 percent of the power can be sent to either the front or rear axle when needed. In the front is an independent four-link suspension arrangement with a virtual steering axis and anti-roll bar. A double wishbone configuration with anti-roll bar takes care of business in the rear.

RS4 uses a Dynamic Ride Control (DRC) system that sees the shock absorbers diagonally-connected (front right to rear left and vice versa) and sharing a central reservoir. Besides offering razor-like precision under a wide array of road surfaces and conditions, the benefits of this fully mechanical system include substantially reduced pitch while braking and body roll when taking corners quickly. This makes it superior to the S4′s; and, in conjunction with the DRC, ESP 8.0 with brake disc wiping comes standard on the RS 4. However, unlike certain other manufacturers who do not seem to trust their customers to make up their own minds, Audi has made this traction control system completely defeatable. Push and release the ESP button once and you’ve turned off the ESP. Push and release once followed by a push-and-hold for a second or two and, voilÃ , the traction control is completely gone.

The RS4 is NOT sprung like a full-on racecar. The suspension is neither too hard nor too soft. It soaks up most medium-size bumps with little feedback. There is no electronic lowering option. Instead, the car already sits 30mm closer to the ground when compared to an A4 model. Gobs of traction are afforded by 19- by 9-in. split-spoke alloys wrapped in ZR-rated Pirelli P-Zero Rosso tires sized 255/35 for all four corners. These are the same tires found on many higher priced luxury and exotics–and they’re virtually unflappable. As you would expect, the 1,795-kg (3,957-lb) RS4 is brought to a halt via a high-performance ABS/EBD braking system consisting of cross-drilled 14.4-in. front discs with eight-piston fixed calipers. In the rear, they’re 12.8 inches in diameter with heavy duty single calipers. Cooling ducts integrated into the front underbody panels help cool those track-ready big brakes.

Following the more aggressive RS designs before it, the new RS4 not only looks much different than the A4 or S4; the only sheet metal shared by all three models is the roofline and front door panels. Walking around the car, the first thing to jump out at me is the rear quarters where the wide flared wheel arches blend seamlessly into the sculpted rear doors and extended side skirts. The chiseled front fenders and hood are made from aluminum. Below, a set of lower air intakes with fog lights flank the large RS4-badged honeycomb front grille on both sides. The sinister-looking front and rear fascias complete the luxury racer’s appearance with some really neat aerodynamic enhancements, including an integrated front lip spoiler with side cooling vents. For a more mature appearance, brushed aluminum trim surrounds the side windows, which are punctuated by silver side mirrors mounted on two tiny pedestals. In the rear, you’ll find a brushed aluminum trim strip on the lower trunk lid, but the real highlight is the rear spoiler that’s been integrated directly into the upper trunk lid and rear quarter panels so wonderfully. Closer to the ground, twin oversized chrome tailpipes protrude from a darkened rear air dam. The color choices are silver, black, red, blue and yellow.

Inside, the interior is finished in Silk Nappa leather with comfortable RS4-embossed Recaro 12-way adjustable heated leather seats for the driver and passenger. The folding center arm rest is placed perfectly for shifting the leather/aluminum shift knob at a flick of the wrist. Behind the multi-function perforated leather steering wheel is a black and white RS4 instrument cluster boasting a central LCD driver info display to access features such as an integrated stopwatch and lap timer. Interior trim pieces can be either carbon fiber or brushed aluminum.

The only sore point is that this could be quite an expensive car to drive on a daily basis. And, its polite manners and buttery cream ride quality is such that you easily could. However, the EPA’s estimated fuel consumption rate of 14/20/17 mpg (city/highway/combined) is anything but inspirational. Neither are the Canadian estimates, which put fuel economy at 16.8/10.1 L/100 km under city/highway conditions. Either way, it’s not exactly the most economically-responsible car. Then again, if you can afford one it probably doesn’t matter all that much anyhow.

MSRP in Canada is $94,200. In terms of options, besides having the option to delete the sunroof at no cost (to reduce the car’s weight marginally) there is one additional “Premium Package” available for $5,790 CAD that includes Audi Navigation Plus, a Bose audio system with Sirius Satellite Radio, Bluetooth phone connectivity, driver memory (seat and mirror positions), dimming mirrors, as well as power rear and manual sunshades. U.S. pricing starts at $66,000 and expect to pay some sort of gas guzzler tax. That is, if you can get your hands on one!

Perhaps the most understated aspect of the new RS4 is that it is a low-volume car. Dealerships aren’t being urged to keep one on display in their showrooms, so actually spying one there will be hit or miss. The reality is that while cars are being shipped to north and south of the border, the majority of them have already been spoken for. In fact, most of the current owners put their deposits down long before the RS4 was even announced. And, there are some who did and are still waiting.

Canadian deliveries likely won’t exceed 100 to 200 cars while the U.S. will get proportionately more. How many exactly is unknown because, whereas there was a fixed number of RS6 models (8,000 sold worldwide–both variants), high demand for this version could prompt a slight boost in production despite its projected two or three year product cycle.

Owning an RS4 certainly won’t be as easy as it was to get into the Mitsubishi Lancer Evolution and Subaru STi when they arrived in North America a few years ago. If you do manage to get one, however, consider yourself lucky and, whether you decide to drive it every day or just on weekends, remember you will be driving the total Audi.

Every so often, a new car comes along and leaves you in total awe and this does qualify! Before riding off into the sunset, rumour has it that Audi engineers have been secretly working on a 350-hp turbocharged TT RS model for some time now. Happy hunting!

Supreme tuning week, German style!

journauto — Thu, 18 May 2006 19:13:21 +0000

The tuning goods, look at all that hardware!

I had such a great time in Germany last week and now find myself already trying to book a return trip to complete some unfinished business and I literally just got in the door. Usually, my whole body would be about to collapse after a trip such as the one I’m about to describe, but the Spyder SV slip-on driving shoes that Piloti rushed to me hours before my departure have helped alleviate that.

My feet and hands have had a real workout and now my head is spinning after two days in Hockenheim driving cars like the Z-Art Porsche Boxster and MTM Bentley Continental GT at speeds greater than 240 km/h on the infamous autobahn highway. German automotive tuning press agency Mediatel definitely hooked MLE and I up. They even called up the nation’s top car T.V. show to follow us in the Hamann BMW 6-series to Heidelberg for an award-winning caliber shoot by my Belgian friend PhotoJoost.com.

Some Jaeggermeister for the birthday boy. Mmmm good!

I also turned 29 while in Deutschland and spent the night partying in the tiny town of Hockenheim until much after sunrise. The friendly cheers and congratulations offered by everyone in our party was most overwhelming. Mediatel invited a handful of journalists, photographers and tuning company reps from around Europe, including the U.K., Italy, Spain, Norway, Dubai and Russia. With the few I’d met last year it was like going over old times; but there were many more friendships formed on this trip.
Gallardo and Spyder get together in the paddock

Having my cake and eating it too; when our time in Hockenheim came to and end, Joost and I made bee-line towards the Czech Republic, stopping short of the border by some 150 km, to spend two more days at Mansory headquarters in a small town named Brand. Here, my birthday present came in the form of me driving two more incredible cars tuned by Mansory.

First up was their Aston Martin Vanquish V12, followed by the absolutely stunning Mansory Aston Martin V8 Vantage. Having barely completed but five days prior to our arrival, the car and Mansory’s modifications to it totally blew me away! That’s about all I can say about that right now, but don’t worry because the world premiere of this awesome coupe will take place in an upcoming issue of Modified Luxury & Exotics magazine.

Joost and I spoke at length with Kourash Mansory, the company’s CEO, who told us the Aston Martin DBS in the upcoming James Bond movie, Casino Royale, “…has a few parts copied from us.” Definitely keep your eyes peeled for that, but Mansory has done well enough on their own after barely two years in business that the new showroom they’re building in Brand is nearly finished. It should be ready in time to show off their own upcoming Continental GT widebody conversion to be released sometime this year.

Hamann 996 Turbo

A few other cars on hand at Hockenheim included the Hamann 996 Turbo updated to a 997 body with 540 hp on tap. They also had a Range Rover HSE with a full body car. Koch Tuning brought along a driver to illustrate what their 400 whp Mitsubishi Evo 9 could do. And, that’s getting sideways of course. Z-Art’s 2001 Boxster, by the way, has been economically converted to the new body style and they have a hard top on the way.

If all this isn’t enough to make any sane person want to go back to Germany and soak in the passion and knowledge that German auto enthusiasts possess, then I don’t know what is. But, one of the reasons I’d like to go back (and soon) is to test drive the BF-Performance Bentley Flying Spur.

Bentley Flying Spur

I sat in the huge posh back seat of in this ultra-exclusive limo and it even came with a driver named Tommy, but it just was not quite finished enough for a photo shoot. You’re thinking, ‘Did he just say what I think he said? It’s a freaking Flying Spur!’ I had a chance to duck inside the very luxurious limo to cool off in the back seat and chat with Tommy for a bit. The seats are so comfortable and it even gave me a lower back massage with the electric window blinds drawn shut. Some of the other exclusive interior upgrades that had been promised were missing, so we agreed on stopping by their dealership Stuttgart the next time we’re by. LOL!

BFP-tuned Gallardo Spyder

This year, they also brought a Gallardo Spyder model as well as the former car with a few revisions to the chassis and aerodynamics. Being a big fan of the bull-badged cars (I’m also a Taurus), I’m practically salivating as I write this and recall. Mr. Forstner was nice to offer me a test drive in all these cars upon our return. And, I plan to take him up on that. As for Mr. Mansory, he said to me just before he heading off to Italy, “Good things come to those who wait.”

Related:
Event photo gallery

Nissan GT-R back under wraps

journauto — Thu, 30 Mar 2006 15:58:50 +0000

Officially, the launch of the new Nissan GT-R is slated for mid-to-late 2007 and the MY2008 year production version should look very close to this. “Eighty to 90 percent close to production,” said Nissan Design Director Shiro Nakamura. What the model’s full official name will be is uncertain along with the price. First shown as the GT-R Concept at the 2001 Tokyo Motor Show, and again in 2003 and, most recently, in last year’s 39th Tokyo automotive galas in near-production “GT-R PROTO” form, the dirt on this car is being guarded closely these days. In fact, Nissan seems to have a zip-your-lips policy in effect for the GT-R.

It’s not the first time Nissan has tiptoed around the Skyline GT-R legend though. Up until the release of its 1989 Nissan Skyline GT-R, the concept was referred to as the GT-X by Shurei Ito, then manager of the Skyline Development Team. Having succeeded his mentor Shinichiro Sakurai, Skyline GT’s first chief engineer, after he fell ill, Ito realized the GT-R badge had developed a deeply loyal following within Nissan itself. Like the successful, original ’69 GT-Rs that won 49 straight races and surpassed 50 wins in the first three years. Ito’s goal was to make his new Skyline the ultimate touring car capable of dominating any Group A entry, not distract the workers and invite speculation.

It turned out to be a great strategy and the ’89 GT-R–codenamed the R32–returned with a vengeance sporting four-wheel drive ATTESA ET-S* and Nissan’s twin turbo 2.6-liter in-line six with 24 valves and DOHC that produces an intercooled 276 hp @ 6,800 rpm and 260 lb-ft of torque @ 4,400 rpm. The powerful RB26DETT engine’s potential was immediately realized with 1-2 finishes in the GT-R’s return to touring car racing in the All Japan Touring Car Championship. Race-prepped versions of these eighth-gen GT-Rs went on to achieve victory in 29 straight races from 1990 to 1993 resulting in four consecutive championships. The following ninth-gen (’95-’98) R33 and 10th generation (’99-’02) R34 models were even more competitive.

The final Japan-only 2002 Skyline GT-R M Spec Nur and V Spec II models was Nissan’s salute to its followers with a limited run of 1,000 cars boasting substantial N1-class engine upgrades that sold out faster than Rolling Stones concert tickets. In 2005, Nismo offered the Nissan Nismo Skyline GT-R Z-Tune, a highly exclusive series of 20 pre-owned GT-Rs that have been stripped down and rebuilt from the ground up with the legendary RB26 modified to Nismo’s intense Z2 specifications. Numerous racy upgrades earned the Nissan Nismo Skyline GT-R Z-tune a stiff $170,000 price tag.

Driving home the GT-R’s supercar status is its persistent ability to overachieve. Much like the Lambo-Ferrari rivalry, the GT-R’s driving force is that it must always be one, two or three steps ahead of the competition. The 1989 GT-R was Nissan’s answer to several race defeats to what they considered inferior opponents in the Ford Sierra RS, Corolla, Civic and Volvo 240 Turbo models. Direct competition for the subsequent R33 and 34 Skylines include the BMW M3, Mazda RX-7, Toyota Supra TT, Porsche 911, WRX STi and Evo 8. Not to mention, they’re well capable of taking down a Gallardo or Corvette.

The GT-R PROTO pictured remains true to all the GT-R legends preceding it, but there are two major differences with this 11th generation GT-R that previous versions. Except for the fact Infiniti has been selling the G35 coupe and sedan in Japan and calling them Skylines for years, the long-awaited GT-R supercar will for the first time in its history have its own unique body style, one not derived from a sedan. Even more striking is the fact the new GT-R will be a left-hand driver sold globally.

For power, sources are saying a 3.5 or 3.8-liter twin turbo V6 is the most likely candidate(s) with output expectations well over 450 hp. While twin snails will be great, the lack of a V8 as standard or optional may cause some suitors to lose interest. On the other hand, it may begin a new chapter in Nissan V8 swaps. All previous Skyline GT-Rs were capable of producing over 550 hp (Nismo Z-tune is in this ball park) with no modifications to the original RB26 engine block or head and some ECU tuning. In the hands of accomplished tuners there have been many examples of 900-plus hp GT-Rs.

Besides finding an alternative to carbon fiber, the large R34-like front bumper scoop is unlikely to change much, holding the emotional connection; but, different head and tail light combinations will be necessary to meet differing regional regulations. Emissions-related equipment will also be under scrutiny, but a 19- or 20-inch wheel and tire package won’t be out of the question. Although some of the car’s sharp lines could be easily de-emphasized, it’s unreasonable to suggest the GT-R will look any less athletic than it does now with wide flared fenders and telltale Skyline rear. The rear carbon diffuser likely won’t remain, however, this and parts like it could be custom ordered separately or appear in accessory upgrade packages.

If it were my call, I’d make that twin turbo V8 a reality with at least 600 hp on tap from a six- or seven-speed manual. I could see it coming in at $60-65K USD; but, with the V8 powered Toyota Supra revival and possible Lexus IS 500 coming, the Mitsubishi Lancer Evo X and Subaru STI, all priced around $50K, the production GT-R could be in for a bumpy return. BMW’s class-leading M3 is priced similarly; and, were the Mazda Kabura and rotary engine hybrid concepts to come together and (finally) create a right and proper successor for the RX-7, the GT-R will have to face one of its toughest challenges to date. Will the GT-R have what it takes to rise up against several Japanese auto makers engaging in their own, developing modern muscle war?

[ATTESSA ET-S: Electronically-controlled active-split four-wheel drive system (based on FR) that continuously varies the torque allocation between the front and rear wheels in the range of 0.100-50:50]

Tested: 2007 Honda Fit

journauto — Wed, 15 Mar 2006 18:29:02 +0000

Little Fit, Big Potential

Yesterday, I attended a regional press launch event for the 2007 Honda Fit. Over the next few weeks, many more journalists across North America will have their turns at the wheel of this impressive little five-door hatchback like I did. Unfortunately, Honda has placed an embargo on our driving impressions. So while I’m not going to really say much about how well this wee little thing drove, it did run circles around several competing subcompacts that were on hand for comparison purposes (provided by Honda Canada, of course), including a pair of Toyota Yaris’ (one a RS model), a Kio Rio sedan, Chevy Aveo hatch and Hyundai Accent, which we also drove back to back on a small, dynamic testing course complete with slalom, decreasing radius and sharp, chicane turns. It looks like a Honda, drives like a Honda, with everything you expect from a Honda. As the new entry point into Honda ownership, it fits into their current North American lineup very well

The Fit’s innovative features, great styling and performance, fuel economy, low emissions, safety as well as reliability is a great fit for young entry-level or first-time buyers or older buyers on a budget. From what I’ve seen so far, the Fit scores high in all these areas. No real surprise since it was first offered in Japan in the summer of 2001, and has since won several international awards including car of the year honors in Japan, Australia, New Zealand and the U.K. Now selling in 117 countries as of today, Fit’s done just as well in places like Germany, South Africa, Thailand and Brazil. In its first full year on the market, Fit became the first Honda to top the yearly Japanese sales charts with over a quarter-million units sold in its first full year (2002). Well over a million have been sold to date.

Soichiro Honda’s vision for a car for the people was realized with the original 1972/73 Civic. Its trunkless hatchback design based on the “Utility-Maximum” concept represented the future direction for all generations of basic cars to come. A few weeks from now, helped by over 34 years (eight generations) of continuous development and improvement, the release of the Fit in North America will, elevate the Civic range to a new, higher status almost by default. In a way, it’s outgrown its own shoes, now priced and marketed against compact cars like the Chevy Cobalt, Ford Focus, Mazda3, Mitsubishi Lancer, Nissan Sentra, Toyota Corolla and VW Golf/Jetta.

Instead, the Fit is proud, poised and priced right to succeed in the role of Honda’s everyman car. But, by no means does this guarantee the Fit’s success in the marketplace where it will face stiff opposition from the Chevy Aveo/Swift+/Wave, Dodge Caliber, Hyundai Accent, Kia Rio, Nissan Versa, Toyota Yaris and Smart four two models crowding the subcompact category. All are priced below or close to the Fit with similar features.

The 2007 Honda Fit reignites the company’s idea of basic car for the people based on Honda’s “Personal Max” concept. Each Fit trim gets a 1.5L SOHC VTEC four-banger rated (SAE) at 109 hp @ 5,800 rpm and 105 lbs-ft of torque @ 4,800 rpm with a five-speed manual transmission. A first-in-segment five-speed automatic is the other option.

Electronic drive-by-wire throttle control is standard and Fit’s fuel economy (33/38 mpg city/highway) is better than the class average, although not quite on par with a CVT-equipped ’07 Versa or Yaris.

Fit standard safety features include ABS brakes along with front side and side curtain airbags, but it’s the impressive seating and cargo versatility that will win over buyers. As a Honda Element owner myself, I can appreciate the Fit’s Magic Seat concept where the 60/40 rear seats that allows the seatbacks to fold down or the seat bottoms to flip up into four different seating and cargo carrying configurations (refresh mode, tall object mode, long object mode and utility mode). Whereas the Element’s rear seats can be removed and arranged to allow for even more options, the Fit boasts a surprisingly large interior with plenty of room for both passengers and stuff.

Other standard features include a 160-watt AM/FM/CD audio system, power windows and two-tone interior. Exterior styling is not unlike previous generations of the Civic hatchback in overall shape. Despite a short wheelbase, the body-colored encased headlights look sweet! Inside, the Fit is very Honda with a level of materials and refinement not widely found in at this price. The Fit Sport model features steering wheel-mounted paddle shifters (with the automatic transmission option) and includes an underbody kit, rear roofline spoiler, fog lights, security system with keyless remote entry, cruise control, 200-watt AM/FM/CD audio system with 5-mode equalizer, leather-wrapped steering wheel and 15-inch alloy wheels.

The Fit should fit in well over here where subcompacts account for roughly three and 10 percent of all vehicles sold in the U.S. and Canada respectively. Fit won’t get the huge party Civic did in its late 2005 release; however, it may well become the next biggest thing out of Japan for young tuners.

Initially, Fit buyers will be those first-time new car buyers and those looking for a smaller, affordable car with flexibility that Honda is targeting. But, the Fit’s real potential will start to show when enthusiasts begin showing off their modified Fits at shows and races all across the continent with JDM and Euro-spec conversions out the wazoo!

Enzo crash casts shadow on grey market autos

journauto — Tue, 28 Feb 2006 19:00:47 +0000

Mysterious circumstances surrounding an early-morning crash of a Ferrari Enzo last week in Malibu, California has rekindled the debate about grey market cars. The Enzo, owned by Stefan Eriksson, was reduced to a pile of carbon and metal bits after striking a hydro pole at high speed on the Pacific Coast Highway. Eriksson emerged from the wreck with his life and a cut lip, but he’s been under fire from local authorities ever since.

For one, he claimed the Enzo was being driven by a mysterious German guest yet to be located. Witnesses of the crash told authorities they saw a drag race between the red Ferrari and a Mercedes-Benz SLR McLaren. It’s also believed the Italian supercar, one of two Enzos belonging to Eriksson, was brought into the U.S. through grey market channels, perhaps illegally. The fact the Bank of Scotland is looking to repossess the Enzo due to suspected fraudulent financing points to the latter.

“His story has inconsistencies that need to be cleared up,” said Sheriff’s Sergeant Phillip Brooks in a L.A. Times story last week. As for how the car came into the country and into the hands of Eriksson is also being investigated. “We have quite a few new leads on that,” said Brooks without elaborating.

Eriksson has some tough answers to give for his own sake, but the fact remains that the grey market for autos is a multi-billion dollar industry, with hundreds–if not thousands–of vehicles coming and going from the States daily. Although the grey market has existed for many decades and isn’t considered illegal in many cases, it’s still an area that’s shrouded in much mystique.

So, what is a grey market? Well, first off, it’s not limited to cars. Electronics, clothing, perfume and even wine can be found on the grey market. Whereas the black market is characterized by the trade of illegal or banned goods in any given country, the grey market is the unauthorized distribution and sale of goods to markets for which the manufacturer never intended their product(s) to be sold in.

The Better Business Bureau points out that grey market goods aren’t usually illegal, however, consumers purchasing from this market ought to be aware of several trade-offs, including invalid warranties, no customer support or foreign language instructions. BBB warns consumers to be wary of purchases made via mail order, through specialty and discount stores as well as some larger retailers.

Grey market autos pose an even bigger concern for all consumers because many foreign cars (including those which share the same base architecture) don’t comply with the federal laws and standards of the country they’re being resold in. Not only that, the vehicles could be victims of theft, VIN cloning, salvaging, odometer tampering, floods or other damages as well foreign liens that could lead to immediate seizure.

Almost always, grey market autos require modification(s) in order to comply with set emissions and safety standards. But, upgrading bumpers, exhausts, catalytic converters, lighting, speedo conversions and changing important labels on door jams and in the engine bay doesn’t guarantee it can be legally titled and licensed for use in that country. Proper importation procedures must be followed first.

Grey market autos must be imported through a registered importer (or through one who has a contract with such an importer) before any of the above can take place. Once in the country, the new owner has 120 days to bring the vehicle up to U.S. specifications (varies from country to country) so that organizations like the Environmental Protection Agency (CARB too), the U.S. Department of Transportation and U.S. Customs can approve and register one for sale and/or regular use. Quite often, this essential paperwork is lost, forged or overlooked to the end customer’s dismay, who might one day find themselves face-to-face with the police or repo man seizing the car without any prior notice.

Another unfortunate reality is that many of these vehicles are purchased through grey market channels by dealers (franchised, independent and private) for substantially less than a U.S. market equivalent. These cars from Europe, Asia and Canada are even spotted on eBay where they’re being offered at substantially lower prices than if they were to be purchased through authorized channels–sometimes as much as $30-40K less.

There have been numerous cases where grey market autos have been resold to unsuspecting customers thorough official channels in order to make huge profits. Even though many of these vehicles are brought up to standard before being resold, many more are improperly imported thus making them illegal to own and operate in the States. The fines for this practice, which is discouraged by the auto manufacturers, can be quite heavy.

Guidelines pertaining to gray market autos differ from place to place. Canadians are free to import grey market cars older than 15 years old without having to comply with any kind of conformity standards. Americans may be able to import grey market vehicles under an exemption granted by the EPA.

If your research is thorough and you go about it all properly and responsibly, it is possible to own a grey market auto “legally.” You might even get one for a fraction of the cost of your home market’s equivalent. This is what the auto makers don’t want you to know. That’s the beauty of a free market economy.

Some useful links if you’re interested in learning more about grey market vehicles:
U.S. Environmental Agency
U.S. Department of Commerce
National Highway Traffic Safety Administration
U.S. Custom & Border Protection

Finally, Canadians ought to check out this page on the Transport Canada website.

Modern muscle looks back to get ahead

journauto — Sun, 05 Feb 2006 19:10:33 +0000

Earlier this year in Detroit it became very apparent the domestic modern muscle car race was back on! With both Chevy and Dodge answering Ford’s call to arms with the respective Camaro and Challenger concepts, it won’t be long before America’s favorite sports car, the Mustang, comes under heavy fire from nostalgia-reviving monikers. Even with the 2006 Mustang Shelby GT500–the fastest production pony ever built–leading the charge, competition will soon be coming from all directions.

The Big Three can pack all of the nostalgia they can muster into reviving dead brands, but they’re facing a much bigger fight in a formidable group of foreign car makers that, collectively build some of the most incredible street-legal performance cars anywhere. Subaru has the turbo AWD WRX STi, Nissan the Nismo 350Z, Mazdaspeed vehicles are synonymous with zoom-zooming, Toyota has TRD (Toyota Racing Development) backing its performance vehicle range, and even Mitsubishi continues to extend the Lancer Evolution’s bloodline with plans to release the 10th-gen Evo soon.

Some of these are factory-enhanced while others are simply improved, or modified, by their brand’s motorsports arms to cater to a limited niche market. Besides their being modern performance benchmarks, the most important commonality amongst cult cars like these are that they’re all worshiped by legions of incredibly loyal enthusiasts the world over. With followings large and small, huge in some cases, domestic muscle makers are facing several small battles over technology, market share and overall acceptance, for example. The war will be won though in the strength of the car communities they’re helping create.

It would be downright irresponsible to overlook the fact that North American manufacturers have significant enthusiast audiences’ right in their own backyards. GM is heavily involved in motorsports with its GM Racing extension along with Dodge and its SRT (Street Race Track) division; and, both offer countless performance parts for several enthusiast niches. Another name, Carroll Shelby, is synonymous with building fast Fords. Along with the revived GT supercar, the 2006 GT500 is available through its network of SVT (Special Vehicle Team) dealers.

Niche vehicles are important in carving out communities as much as they are to be heralded for their performance and contribution to automotive lore. The new Mustang has been widely accepted and is enjoying renaissance in popularity. Not if, but when the Camaro and Challenger go on sale, the local drag strips will be busy for months as the import versus domestic battle heats up.

There’s been another revival of sorts in the modern muscle market–one that promises to continue the tradition of lightweight roadsters Shelby started with AC in 1962 with the aluminum-bodied, two-seat AC Cobra. Shelby brought the idea of to AC but sold the Cobra name to Ford in ’65, hence the Mustang Cobras that came later. Ford and Shelby are responsible for last year’s Cobra Concept car as well; but, it is Britain’s oldest sports car maker, AC Cars, that’s staking a claim in Connecticut where AC Cars Manufacturing (USA) Inc. will assemble its Ace, MKVI and Mamba models at a new 40,000 sq.-ft. manufacturing facility in Bridgeport â€“ the same site where in 1895, one of the first American cars was built.

Built on the Ace chassis, Shelby’s AC Cobra is one of the most famous cars in the world; and one of the most sought after scratch-build project cars as the components have always been readily available. People go nuts when they see a Cobra–one of the most dangerously overpowered cars built during the golden age of hot rods–thanks to its unforgettable aggressive styling and availability of several engines including the 427cc Ford V8 and Chevy V8, the former being more widespread.

After a move to Malta in 2005, AC Cars successfully revived its successful MK models with a limited production run of an all-new AC roadster: the AC MK5, or Mark 5. Using the original car’s body molds, the MKV features a thoroughly-modern lightweight composite body constructed from hand-laid carbon fiber, balsa wood and epoxy resin that gets baked at 1,200 degrees Fahrenheit before marrying to an original-type steel chassis. The “stronger than steel, lighter than aluminum” shell, will never rust and promises to yield an incredibly responsive ride through its BTR Hydratrac rear axle and adjustable suspension.

The 2,750-pound (1,250 kg) carbon convertible has a variety of pushrod V8 engine options, including a 345-hp engine supplied by Ford Racing. Power ranges from 300 to 500 hp, depending on the customer’s specs. The MKV is imported without an engine or gearbox for around USD $65,000. It has full electronic instrumentation, a leather, carpeted interior, 62-Liter fuel cell (enormous for a car like this) plus a removable soft top and leather toneau cover.

“This new series AC MKV is in essence a modern recreation of the original AC Cobra,” said Alan Lubinsky, AC Cars Chairman and CEO. He also said the success of the Mini Cooper, has impressed the company, which has sold cars in the U.S. sporadically in recent years.

The AC Cobra, and therefore the MKV, makes my top 10 list of cars I’d like to own and the new carbon-bodied MKV iteration is my underdog favorite modern muscle head. What it lacks in size is made up for in sheer presence and white-knuckling performance. Why wait for the Camaro or Challenger, or anything else for that matter, when you could have the icon of iconic cars in a fraction of the time? Like it did over 40 years ago, AC’s MKV has the potential to rule today’s roads, and the bullies that drive on them.

Project Gotham Racing versus real life

journauto — Wed, 18 Jan 2006 16:30:27 +0000

Though there really is no substitute for the real thing, video games are excellent ways to curb your own need for speed. You won’t die in a fiery crash. Your insurance premiums will never go up. You don’t even have to leave the house.

Although I haven’t been playing for a couple weeks now, PGR3 is definitely one of my favourite 360 games. In HD, the environment graphics are phenomenal – much better than NTSC broadcasts. A relative sense of speed is present in all car classes (A through E). In-car view is my favourite because it’s the most realistic. Every car in PGR3 has its pros and cons like real life; but, what’s really interesting for me is that I’ve driven several of the actual cars of those in the game.

Most recently, I test drove the Spyker C8 up and down Las Vegas Boulevard (no joke) thanks to Symbolic of L.V. Inc.’s Lamborghini/Spyker/exotic dealership while in town for SEMA. Not the Double 12 in the game, but the ultra-exclusive and sportier, hand-built aluminum, 400-hp Audi 4.2L-powered Spyker C8 Spyder convertible. A naked windscreen meets the sky without a center span-support structure – there’s simply a beveled edge with the removable hard or soft top out.

Despite hinderences like stiff brakes and an extra large turning circle, the real deal is much better with its grizzly exhaust note, smooth acceleration, remote controlled Lambo-style doors and a stunning design like nothing else. The car’s in-game behaviour is similar to actuality whereas the RWD C8 does tend to get a bit squirmy in quick corners in both situations (LSD is an option in real life), but even PGR3′s in-cabin view doesn’t even come close to capturing the beauty of this purposeful, airplane-inspired interior with its unique gear lever design.

I’ve noticed the game graphics are also not kind to round details like car badges and round gauges, but what are you going to do? The game play is great! Spyker is based in The Netherlands and has been making high-end airplanes for a very long time. It’s coachbuilding heritage dates back to 1898 in Amsterdam where two brothers built their first Benz-engined motorcar.

After reviving in 2000 and appearing in the ’02 24 Hours of Le Mans, Spyker currently offers the C8 Spyder, CS Spyder T, C8 Laviolette and the C8 Double 12 through its network of 13 U.S. distributors including Spyker of Las Vegas. Each model shares the same DNA, but has its own distinctive character. I’m waiting for my colleague PhotoJoost.com to send pics from his home in Belgium before he heads off to the Arctic Circle on an automotive excursion – the Fulda Challenge – in a couple weeks.

A few other cars I’ve had actual seat time in and that are also in PGR3 include the Lamborghini Gallardo and Murcielago R-GT. I drove both in Hockenheim, Germany at a press day the same day as the London terrorist bombings. Okay, it wasn’t a real R-GT, but a modified Murcielago with replica carbon fibre R-GT aero kit and engine mods owned by Lamborghini Stuttgart. My line of work has certain benefits.

Bridgestone’s winter driving school

journauto — Tue, 08 Mar 2005 05:04:44 +0000

I recently returned from a few days of fun and sun in the snow and ice with a dozen other sport comp journalists. Bridgestone had arranged a session at the Bridgestone Winter Driving School in Steamboat Springs, and I wouldn’t have missed it for anything.

Having been around since 1983, the school is a short drive from downtown Steamboat and features three purpose-built snow and ice tracks. Approximately a mile in length, each track is ultra-slippery and coated with more than 500,000 gallons of water to mimic real world conditions.

With uphills, downhills, sweeping turns and high-speed straights, they are essential tools for the school’s coaches to teach students the skills necessary to anticipate challenging situations and respond appropriately.

Our vehicles, provided by Toyota and the school, included four Scion tCs and two Toyota Camrys, each equipped with Bridgestone Blizzak LM-25 performance winter tires.

The LM-25 is a studless H- and V-speed rated performance winter tire designed for driving enthusiasts and high performance vehicles. So, if storing your sports car or modified ride isn’t an option for you, it may be just what you need to get through the winter safely.

Thanks to UNI-T technology, this is a tire that not only delivers excellent traction on snow and ice, but also great wet and dry performance.

Unlike most winter tires, which are Q-speed rated with softer tread compounds and varying degrees of “multi-cell” water displacement technologies, the LM-25 features a harder “Lamellen” tread design with a high silica content and L.L. (long link) carbon that resists wear and makes it flexible for a variety of cold conditions.

In wet and winter conditions, a thin layer of water is always present between the driving surface and the tire. To maximize traction (a.k.a. grip) on these surfaces, it is essential to provide a space for that water to go when driving over it.

To do this, Bridgestone engineers gave the LM-25 a directional tread pattern with rounded shoulders, wide cross slots (the space between the tread blocks), a deep 11/32 tread depth and 3D and zig-zag sipes, all of which help channel water away from the tire effectively to maximize grip.

As the rotating tire contacts the ground, the sipes on the LM-25 expand and allow water to channel away from the contact patch to maintain grip and reduce the chance of hydroplaning. The LM-25′s sipes are also full-depth, which means they go down to 9/32-of-an-inch in many places. It’s worth pointing out that any tire is considered unusable when tread depth reaches 2/32.

After a brief orientation, our bunch was eager to get into the cars and begin putting all this technology to the test. We made a couple of laps around the track before getting into some exercises in braking and avoidance, cornering and skid control.

Being accustomed to driving on snow and ice, I know that getting anywhere in these conditions is a virtual ballet between vehicle dynamics, road conditions, tires and your abilities as a driver. Some of my southern counterparts weren’t as well versed, but after a few meetings with Mr. Snow Bank they quickly got the hang of it.

One of the most common problems winter drivers encounter is understeer (when your front tires slide to the outside of a turn). Our natural reflex is to turn the steering wheel more, but when that doesnâ€™t work we hit the brakes and only compound the problem.

On front- and all-wheel drive vehicles, the proper correction is to lift off the accelerator to transfer weight and grip back to the front wheels. Next, reduce the steering angle slightly (back towards centre) to allow the tires to regain grip more quickly. When you feel grip is restored, steer back smoothly to the original line of travel.

Oversteer (when the rear tires cause the back end to rotate to the outside of a turn) is another common winter woe on rear-wheel drive vehicles. You can recover from this by steering into the direction of the skid (counter steer) and gently applying gas, which transfers weight to the rear wheels thereby regaining traction. But, counter steer too much and you could spin out.

Braking is another important factor when driving in adverse conditions, but maintaining control of your vehicle takes precedent since steering control can give you options when stopping isn’t one of them. Your best bet is to simply slow down and give yourself more time to respond when problems arise.

Most Canadians know all too well that driving on slippery, snow-covered roads can be dangerous and stressful. The key is to equip yourself with the best tools available–some good winter tires and knowledge–in order to be able to anticipate and respond to a bad situation.

Bridgestone’s LM-25 performs admirably on snow and ice, but I like it even better for the way it handles on a stretch of cold, dry pavement. It doesn’t sound like a clunky winter tire either!

A few days after my stint in Colorado, the blizzard-like conditions had returned to my area. And, as I sat and wrote this article from the comfort of my office, a “crunching” sound came from just outside my window. Startled, I looked up and saw that some fellow had just done about $2,500 in damage to the front of his Ford Probe after smacking the curb. I was instantly grateful for my own LM-25s, and the knowledge that got me home safely earlier that day.