Motor trend August 2009 by Anna Emer

AUGUST 2009 ★★★★★ MOTORTREND.COM ★ DRIVEN: LEXUS HS 250 HYBRID; ECOBOOST LINCOLNS ★ THE ULTIMATE VETTE MEETS JET SHOWDOWN BACK IN THE ’80s FORD BUILT BEST-LOVEDAMERICA’SSEDAN.CANTHENEWTAURUSRESTARTTHEROMANCE? $5.99CANADA$4.99USA

MORE THAN SKIN DEEP. 2010 BUICK LACROSSE CXS Under the beauty lies the power of a 280-hp, 3.6L direct-injection V-6. Available adaptive real time suspension damping and Sport mode adjust to the road and the way you drive— performance features you won’t find on the Lexus ES 350 or Acura TL. Inside, enjoy Bluetooth ®* connectivity and an optional hard drive with 10GB for your music. And the simplest and smartest in-vehicle navigation system, OnStar’s Turn-by-Turn Navigation,** standard for one year. It’s more than just a pretty face. BUICK.COM *Go to gm.com/bluetooth to ﬁnd out which Bluetooth phones are compatible with the vehicle. **Turn-by-Turn not available in certain areas. Call 1-888-4ONSTAR (466-7827) or visit onstar.com for details, system limitations and map coverage. ©2009 GM Corp. All rights reserved. OnStar®

bridgestonetire.com tiresafety.com 1.800.807.9555

the rain transforms streets into slippery slopes, which begs the question: did you choose the right tire to protect your precious cargo?

(contents) (contents) august 2009 MOTOR TREND.COM AUGUST 2009 3 98 70 84 30 5842 52 ■ Cover Story 30 Blue Devil vs. Blue Angel We race a Corvette ZR1 against a U.S. Navy F/A-18 Hornet because… we’d already made all the Ferraris turn red. Arthur St. Antoine ■ Tests & Drives 42 Rising Sign Ford Taurus SEL From midsize to full size to near luxury. Todd Lassa 52 High Bred Lexus HS 250h Cracking the hybrid code in the compact-luxury-sedan category. Matt Stone 58 Forties Wink Lincoln MKT EcoBoost Reinterpreting the great American prairie schooner. Todd Lassa 64 Cause Célèbre Ferrari 16M Scuderia Spider Celebrating its sweet-16th F1 championship, the Scuderia goes topless. Arthur St. Antoine 70 Richer, Smoother, Sweeter Lotus Evora From the distiller of single-malt sports cars, a premium blend. Arthur St. Antoine 98 Favorite Getaways • Audi A8L 4.2 quattro • BMW 750iL • Mercedes-Benz S550 The steeds of transporters, secret agents, and players go wheel-to-wheel in the City of Angels to see who’s top gun. Arthur St. Antoine ■ Feature 84 Running with the Fools? Just what kind of person covers 13 states and 3200 miles to race 11 tracks in eight days? We tackle the 2009 Tire Rack One Lap of America to find out. Edward Loh/Carlos Lago ■ Cover photograph Wesley Allison continued on page tid44

continued from page 3 ■ Departments 6 The Big Picture A new beginning Angus MacKenzie 12 Trend 20 Your Say 24 The Asphalt Jungle Seeing the light. Arthur St. Antoine 26 Technologue Steppin’ out. Frank Markus 110 Newcomers Maserati GranTurismo S Automatic Todd Lassa Lexus IS C Matt Stone Nissan NISMO 370Z Scott Mortara Mercedes-Benz S400 Hybrid Kim Reynolds 118 Long-Term Update Volkswagen Jetta TDI/Jaguar XF Supercharged Mazda6 S Grand Touring/Hyundai Genesis 4.6 Ford F-150/Suzuki Equator RMZ-4 Sport Nissan Maxima 3.5 SE Ron Kiino 124 Long-Term Verdicts Scion xB Arthur St. Antoine Hyundai Veracruz Limited AWD Mike Floyd 136 Archive Handling is a relative term. Matt Stone (contents) 1121222113 this month @ motortrend.com august 2009 (contents) 4 AUGUST 2009 MOTOR TREND.COM ■ Angel Makes Devil Blue It’s the baddest Corvette ever, a 638-horsespower menace that just finished stomping all over the finest supercars the world has to offer. Is there anything out there that can beat the Blue Devil—aka Chevrolet Corvette ZR1? There is, but only if it has 32,000 pounds of afterburner-fed thrust. After you’re done reading this month’s amazing Blue Devil versus Blue Angel cover story, head over to motortrend.com for our awesome videos detailing editor at large Arthur St. Antoine’s amazing day with the ZR1 and the Navy’s elite Blue Angels flying squadron. Catch all the high-flying action here: www.youtube.com/motortrend or www.motortrend.com/multimedia/videos/featureshere: 24 26116 124118 136

What if the last 75,000 miles never happened to your engine? Revitalize your car’s performance with Mobil 1 High Mileage. Help give your engine a fresh start with Mobil 1 High Mileage, the oil that outperforms all conventional oils It not only reduces sludge and other d epos i ts from e n g in es w i th more tha n 75, 000 m i les, i t also helps reco ndi t i o n seals a nd preve n t leaks If you want to help maximize your engine’s performance and extend its life, get Mobil 1 High Mileage today. Learn more at mobil1.com ©2009 Exxon Mobil Corporation. Mobil and Mobil 1 are registered trademarks of Exxon Mobil Corporation or one of its subsidiaries. NASCAR is a registered trademark of The National Association for Stock Car Auto Racing Inc. Trademarks granted by license from Penske Racing South, Inc.

China, which by some reports now has more than , U.S. dollar millionaires, has gone from cycle tracks to superhighways in little more than  years. As recently as , there were barely one million privately owned vehicles on China’s roads; now there are more than  million. This year, new vehicle sales are expected to top  million units, pushing China past the U.S. as the world’s largest auto market.

THE AUTOMAKERS ALL SIGNED UP FOR 35.5 MPG BY 2016. The new national fuel economy standard will require new, more complex, more efficient powertrains—direct-injection turbocharged gas engines, diesels, hybrids, electric vehicles—and increased use of more costly lightweight materials. It will change the types of vehicles we buy. But as Todd Lassa explains (“Trend,” page ) the new .-mpg average fuel economy mandate does not mean the end of the road for performance cars, pickups, or SUVs. Automakers are on board with the new standard because they now have planning certainty; they can get their best and brightest engineers working on ways of meeting the target without states like California threatening to add cost and complexity by enacting unique CO emissions limits. The end of the road for the American auto industry? I don’t believe that for a moment. We humans are an imaginative and inventive bunch. I think we’re about to see a new beginning. ■ a new beginning America’s auto industry has changed forever

GM plans to double its sales in China over the next five years, to two million units. If that happens, by  GM’s China sales will be roughly two-thirds U.S. levels. In , GM sold . million vehicles, spread across eight brands, but by  it plans to have just four brands: Chevrolet, GMC, Buick, and Cadillac. In , those four brands accounted for just . million vehicles. Growth in China will recover volume lost with the closure or sale of Pontiac, Saturn, Saab, and Hummer.

(the big picture) angus mackenzie 6 AUGUST 2009 MOTOR TREND.COM “ AS RECENTLY AS 1992, THERE WERE BARELY ONE MILLION PRIVATELY OWNED VEHICLES ON CHINA’S ROADS. NOW THERE ARE MORE THAN 40 MILLION. ”

CHINA HOLDS THE KEY TO GM’S FUTURE.

Fiat’s fundamental problem is that it’s a niche automaker. It builds competitive small and compact cars under the Fiat brand and a stylish range of sporty midsize cars under the Alfa Romeo brand. But Fiat has no SUV, and nothing to offer the booming small-crossover segment. It hasn’t built a credible volumeselling car larger than a Ford Focus in decades.

Chrysler gives Fiat instant access to a dealer network in the United States and skin in the SUV and crossover game with Jeep.

FIAT NEEDS CHRYSLER ALMOST AS BADLY AS CHRYSLER NEEDS FIAT.

WHAT A MONTH! As I write this Chrysler lawyers are working on the sale of most of the bankrupt automaker’s assets to Fiat, while GM’s legal team is putting the final touches on what will probably be the third-largest corporate bankruptcy in history. Pontiac is now officially dead. Roger Penske is rumored to be angling to buy Saturn. Almost  dealers have been given pink slips. And President Obama announced a national fuel economy standard that will mandate an average . mpg by . In little more than  days America’s auto industry has been profoundly changed. Forever. The Meltdown on Wall Street has played a major role in precipitating the seismic shifts now shuddering through the industry. Forecasters are predicting U.S. sales of cars, pickups and SUVs will total just . million units this year, and  million units in  as cash-strapped consumers stay away from dealer lots. That’s down from . million sales in , a total we’re not likely to approach again until , according to analysts. North American vehicle production will fall below  million units this year, the lowest total since . That means output will have almost halved in just two years, a decline roughly equivalent to closing  assembly plants in the U.S., Canada, and Mexico. Recovery will be slow; production is forecast to rise to . million units next year and . million units in . As with sales, we’re not likely to see  levels of production until . But here’s the thing: In , the Detroit Three—assuming Chrysler and GM survive— will be producing at least . million fewer vehicles a year in their North American plants than they did in , while Asian automakers will be building at least . million vehicles a year more. Up until the early s, virtually every vehicle made in North America was made by the Detroit Three. By , Detroit automakers will be lucky to be building  percent of the cars and trucks made in North America.Until, America’s auto industry looked pretty much the way it had looked for the past  years. What it’s going to look like  months from now is anyone’s guess, but here are some thoughts to ponder:

Chrysler’s new Phoenix V- engine family, which can reportedly be scaled from . to . liters, allows Fiat to ditch the expensive GM-sourced V- powering many of its Alfa Romeo models. A Sebring replacement built on the Alfa Romeo “premium” platform will bring significant economies of scale to another major chunk of hardware.

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MOTOR TREND (the team)

Easton

TOP DOWN: St.

Flyboy

Antoine promises to not toss cookies at high g. MT, Blue Angels—the color of freedom. Markus steps out on ’bot legs. Mom and Dad welcome new car guy Julian Isamu Kiino. One Lap crew on the road.

Tame the Road The New Power in Sports Driving According to several of Europe’s leading enthusiast magazines, the new Hankook Ventus V12 evo earned high praise when compared to some of the ﬁnest tires in the world, including a “Very Recommendable” conclusion from AutoBild. Recommendable”!“Very © 2009 Hankook Tire America Corp. 1450 Valley Road, Wayne, NJ 07470 1-800-HANKOOK

The Hyundai Genesis—2009 North American Car of the Year.

DO THE RIGHT THING ENOUGH TIMES, AND PEOPLE BEGIN TO NOTICE. It’s nice to win awards, especially when they include the most exclusive automobile award in North America. But that’s not why we build cars the way we do. No, awards aren’t the reason we put so much focus on innovation, design, safety, handling, driver satisfaction, and value, even though these might be the factors that made us the 2009 North American Car of the Year. Instead we focus on the all-important basics, simply because it’s the right thing to do. You see, we don’t just want to make your next car a Hyundai, we also want to make your car after that a Hyundai as well. Find out more at ThinkHyundaiGenesis.comAboutIt Hyundai is a registered trademark of Hyundai Motor America. All rights reserved. ©2009 Hyundai Motor America.

TO MAKE the LF-A supercar’s 500-horsepower, 5.0-liter V-10 financially feasible, Lexus had planned to drop the engine into its nextgeneration GS sport sedan, launching in the 2011 model year. The Lexus GS F would use the same V-10, slowed down slightly only because of its weight, of course. Think of the LF-A/GS F relationship as just like the Chevrolet Corvette ZR-1 to the Cadillac CTS-v. When Toyota put the Lexus supercar on hold earlier this year, the GS F went back in the closet as well. Now the GS F joins the LF-A on Lexus’ future product roster. Unless Toyota accelerates development so as to tie the two cars closer together, the Lexus GS F should go on sale about a year after the garden-variety nextgen GS, in late 2011 as a 2012 model. ■ todd lassa LEXUS’ 500-horsepower LF-A supercar will be announced as a production machine at the Tokyo show on October 21, though as a coupe only; the planned roadster version seen at the 2008 Detroit show hasn’t been revived. The LF-A’s production level will be far lower than that of the Nissan GT-R, with a pricetag doubling or perhaps tripling the GT-R’s window sticker.Toyota put the car on hold (“Trend,” March 2009) in the midst of the global economic/ auto industry crisis. So why the green light now? First, the LF-A was originally conceived as a celebration of Toyota’s Formula 1 team, whose relative success this season may have helped revive the supercar. More important, though, its chief sponsor inside Toyota Motor Company is the new president, who took his position in late spring. Akio Toyoda, 53, isn’t just a gray business leader in a suit. He’s the grandson of the company founder and also a keen fast-car enthusiast. How keen? Gazoo Racing, a Toyotae-commerceJapaneseowned Web site, entered two LF-A prototypes in the 24 Hours of Nürburgring over Memorial Day weekend. The number 14 car with lead driver “Morizo” finished seventh in the SP8 class, behind a Lexus IS F and 95th overall. The other LF-A was a DNF. We understand Morizo was none other than the new boss man himself. The LF-A has had an incredibly lengthy gestation (though a couple years shy of GT-R’s),the having been unveiled as a concept four and a half years ago at the Detroit auto show in January 2005. The 500-horsepower, normally aspirated V-10 engine of at least 5.0 liters was shown at Tokyo that October. A primerblack LF-A ran last year’s Nürburgring, finishing 134th. The car has aluminum and carbon fiber construction, and some interesting packaging

Lexus GS F also back on!

12 AUGUST 2009 MOTOR TREND.COM (trend NEWS/OPINION/GOSSIP/STUFF) (trend)

set for Tokyo show debut solutions including rearmounted radiators and a transaxle paddle-shift automated manual transmission. To make sure the driver is in control at the 200-plusmph top speed, there are carbon brake rotors and an automatic deployable rear wing. Look for the LF-A coupe in showrooms, though probably not every Lexus showroom, in early- or mid-2010. Toyota had considered announcing production at Frankfurt in September, but Tokyo show organizers pressed for an introduction there in late October to help prop up that event. ■ paul horrell

● MT CONFIDENTIAL ● MIKE CONNOR performancehermit

MOTOR TREND.COM AUGUST 2009 13

words motor trend editors

BOB LUTZ won’t retire when he leaves General Motors in December. “I don’t intend to become a , and I don’t intend to become unemployed,,,” he told annn Automotive Press Association luncheon in Detroit. Despite leading Chevy Volt development, he has little interest in working on green carsss, so look for him to hook up with a company. While he’s also knnnown for his distasttte toward meddlesome Democratic politicians, Lutz had only praise for President Obama’’’s aaauuutttooommmotive task force . It’s not interested in running General Motors and Chrysler, Lutz says; it wants to preserve American manufffacturing. “For the first time in automotive history, the industry has the ear of the government.” Lutz even joked about a new slogan, “GM—Yes We Can”…It wasn’t the loss of two-thirds of the brands under Mark McNabb that prompted him to leave General Motors after just 13 months. McNabb, general manager for Cadillac, Hummer, and Saab from May 2008 to June 2009, left “to pursue other interests”—that is, a new job as Maserati’s U.S. chief. While McNabb worked for Nissan and Infiniti for 20 of his 48 years, he’s not known for a long attention span. McNabb left Nissan/Infiniti for Mercedes-Benz’s North American operations in 2005, and stayed to summer 2007. From there, he returned to Nissan/Infiniti and worked there from ’07 to ’08, then took the Caddy/Hummer/Saab job. No wonder he’s been described as “mercurial”… Cadillac general sales manager Steven J. Hill serves as interim general manager following McNabb’s departure. GM hasn’t decided whether to find a permanent replacement for McNabb. Meanwhile, the hero of modern Cadillac, Jim Taylor, waits in the wings, as president of Hummer division. Will he be given the chance to stay with GM, or is he bound to go wherever Hummer goes?…Reversal of fortune: First Porsche’s holding company bought controlling interest in VW Group, then had trouble raising $8 billion to pay off a note. So at press time, VW was preparing to absorb Porsche Cars. The power struggle between VW chief Ferdinand Piëch and his cousin, Porsche chairman Wolfgang Porsche, continues…Lexus V-10 for Lotus’ new 2012 Esprit? Not bloody likely. British car magazines speculate Lotus might use the new 5.0-liter V-10 designed for Lexus’ LF-A supercar and GS-F sport sedan, apparently just because Lotus already uses Toyota engines. The key word here is “Toyota,” which has a policy against selling Lexus engines to other automakers. Toyota has no problem selling Toyota division engines to other companies, though. Witness the Lotus Evora’s 3.5-liter V-6, which, rated at 276 horsepower, is based on the 268-horsepower Camry engine, rather than the 306-horsepower Lexus IS 350 powerplant. ■

APPLETONSAMANTHABYPHOTOHOUSEWHITEOFFICIAL Obama unveils new CAFE standard It’s official: 35.5 mpg by 2016

5 5-mpg Corporate Average Fuel Economy standard for 2016. Expect an average of 39 mpg for cars and 30 mpg for trucks when the Environmental Protection Agency develops the standard. Its goal is to cut greenhouse gasses 30 percent by 2016, four years earlier than the CAFE hike Congress approved in 2007. Obama said the standard would cost consumers an average of $1300 per vehicle. Foreign and domestic automakers have lobbied hard against CAFE increases since the National Highway Traffic and Safety Administration first set standards in 1975. Why are they giving in so easily now? After all, only two automakers depend on Obama for financial survival. First, the president’s plan quashes the efforts of California, 13 other states, and the District of Columbia to write their own, more draconian fuel economy/ emissions standards (mpg and CO2 emissions go hand in hand), while bringing the new federal standard closer to their goals. This ensures expensive technology like intercooled turbos and gas direct-injection won’t be built for naught. “We have certainty, now, and a single focus,” a Toyota spokesmanEnvironmentalsaid. groups and automakers got along well enough to set a framework for compromise at a summit before Obama’s inauguration. The Aspen Institute’s summit on greenhouse gas emissions and fuel economy improvements brought together CARB, The National Resources Defense Council, Sierra Club, Union of Concerned Scientists, Ford Motor, General Motors, Honda, and Toyota Motor and “succeeded in developing an enhanced understanding of each others’ perspectives and concerns,” according to the Institute’s release. Automakers have been in on the discussion since the beginning and expect to be involved throughout the rulemaking process. One industry insider is impressed with the automotive task force’s work on CAFE:“They have some really intelligent people who understand the business.” Most important, NHTSA won’t outlaw big cars and trucks when it writes the new 2012-16 CAFE rule, by allowing so-called attribute-based standards. If NHTSA figures, for example, that large six-cylinder sedans average 20 mpg now, those models will have to improve to about 26 mpg for the 2016 CAFE of 35 5 mpg. It’s about 26 mpg because the NHTSA attribute-based standard will use an “S-curve” to accommodate differentsize cars and trucks in setting individual CAFE targets. Think of the 35.5-mpg standard as a straight, horizontal line. The S-curve starts well above the 35 5-mpg level, then quickly curves down to the 35 5-mpg level, which should be for C- or C/D-segment cars, then drops below that average for larger cars and trucks. Automakers can build performance cars if a larger number of high fuelmileage models offset them. And if automaker X’s compact’s mileage is 1 mpg lower than the CAFE standard for its class, X can offset the compact with equal sales numbers of, say, a large V-6 midsize that averages 1-mpg more than its standard. If Porsche can’t meet the standard with its 911 line, it might offset that with sales of hybrid Cayennes and Panameras, maybe four-cylinder Boxsters. Expectations for new CAFE standards and the European Union’s 130-gram/kilometer CO2 standard for 2012 are what prompted Porsche SE to buy majority interest in Volkswagen AG, so Porsche’s cars could be averaged in with VW’s. Like CAFE, the new EU standard features a confusing array of variables, making it virtually impossible to compare with the U.S. standard. Automakers finally got a voice equal to environmental groups in developing a new standard. Even Bob “global warming is a crock” Lutz has praised the Obama administration for giving automakers a voice, and how everybody compromised. Or as our insider put it, “Everybody’s going to give a little.” ■ todd lassa

(trend 14NEWS/OPINION/GOSSIP/STUFF) AUGUST 2009 MOTOR TREND.COM

WHY ARE all these people smiling?

3(D-Michigan)SchwarzeneggerCaliforniaObama—backedPresidentbyenvironmentaladvocates,AirResourcesBoardofficials,governorsArnold(R-California)andJenniferGranholmand10autoexecutives—announceda

ONE NEW Toyota that’s going nowhere is the rear-drive sports car joint venture planned with Subaru. Toyota bought a minor share in Subaru’s parent, Fuji Heavy Industries, after GM unloaded its stock in the smaller Japanese automaker. Word is the engineering challenges in creating a rear-drive sports car that would work as both a Subaru and a Toyota proved too costly for the potential return.

MERCEDES-BENZ■ : Turbocharging, diesels, and hybrids are the key. The E250 Bluetec’s 2.2-liter, four-cylinder turbodiesel makes near-V-6 turbodiesel torque and is said to get a combined 32 mpg. And Mercedes claims that, by perfecting existing engine technology, it will power a 2020 S-Class with a 1.4-liter gas twin-turbo.

BMW:■ Front drive is for the Mini range, which will grow with the addition of a crossover model next year and a rumored five-door hatch. BMWs will stay rear drive, with high-tech turbo fours and sixes replacing sixes and V-8s, and lots of aluminum and highstrength steel to reduce weight.

HYUNDAI■ : Next up, the Equus rear-drive flagship. North American chief John Krafcik says with most of the brand’s volume going to small, fuel-efficient front-drive models, there’s CAFE room for the Genesis line. The Equus will make its debut with a new 5.0-liter V-8 and Hyundai’s own eight-speed auto.

FORD■ : Mustang will be the company’s only RWD car in the U.S. once the ancient Crown Vic/Grand Marquis/ Town Car trio dies next year. Work is already progressing on a new Mustang in time for the ponycar’s 50th anniversary in 2014, but unless Ford decides to include Australia’s Falcon in the program, it’s likely to be a rework of the existing platform.

CHRYSLER■ : It’s up to Fiat. But if you want a 300/ Charger, don’t wait more 2011 model comes out. ■ I , han a few years after the MBZ E250 BLUETEC

GM:■ The Alpha compact rear-drive platform for Cadillac remains on hold, but it’s not dead. GM looked at building the next-generation Camaro on the Alpha platform, but that’s far too expensive. GM will need a new, small- to midsize, fairly lightweight RWD platform for Camaro and probably a Buick sedan.

(trend)

MOTOR TREND.COM AUGUST 2009 15 (trend NEWS/OPINION/GOSSIP/STUFF)

EVERY MAJOR automaker has put development of myriad models on hold to save cash during the severe downturn in the market. Every major automaker except Toyota, which lost the equivalent of $6.9 billion in the January-March quarter in part because it has seven all-new vehicle programs in the works. None of them has been delayed (although the ultra-low-volume Lexus LF-A was cut, temporarily, from plans). As these new products enter the next phase of their development, you can expect another huge operating loss for the April-June quarter for Toyota Motor Company.

VOLKSWAGEN has signed a deal with China’s BYD (Build Your Dreams) to collaborate on electric- and hybridpowered cars. BYD started with cellphone battery production to become the world’s largest battery manufacturer and has displayed a number of electric-powered and advanced-technology vehicles. The company has met with VW in Germany to discuss future projects. VW has been working on lithium-ion battery-powered concepts to complement its high-mileage BlueMotion diesel technology. ■ we hear

FOR THOSE of us enthusiasts who reached driving age during the first oil crises, the 2010s are looking a lot like the 1970s. The V-8 as affordable, mainstream performance already is dead. That’s okay, given the increase of direct injection and turbocharging.Thechoiceof drive wheels is another story. Oil embargoes and foreign-car proliferation in the 1970s led the Detroit Three to switch most mainstream models to front drive in the 1980s. By the early 2000s, GM, especially, began switching back to rear drive where appropriate—with large, luxury, and performance cars. Now the financial crisis, bankruptcies, and the 2016 CAFE has put the kibosh on that. Or has it? Here’s how RWD will survive the decade:

EVEN IN THIS economy, there are jobs in the auto industry out there. Rolls-Royce is in the process of hiring about 300 new employees, raising its headcount 50 percent, to 900 by the end of 2009. Most of the new positions will be in the wood, leather, and paint shops to accommodate its new “entry-level” Ghost sedan. The Ghost, powered by a new 500-horse, 6.6-liter V-8 through a new eight-speed ZF transmission, will sticker for $250,000 to $280,000.

WHAT THE FQ? 2010 BMW 5 Series Gran Turismo Save 0.6 second for the equivalent of $22,829

“G i i

(trend 16NEWS/OPINION/GOSSIP/STUFF) AUGUST 2009 MOTOR TREND.COM

MITSUBISHI upped the ante against Subaru’s WRX STI with its FQ-330, a 329-horsepower/322 pound-foot (Euro-spec) Evolution X that does a claimed 0 to 62 mph in 4.4 seconds; then it trumped itself with the FQ-400, a 403-horsepower/387 pound-foot version with lowfriction bearings, a strengthened thrust bearing, high-flow fuel injectors, a revised intercooler and remapped ECU. It sprints from 0 to 62 mph in just 3.8 seconds. The FQ-330 lists for the equivalent of $56,771 and the FQ-400 is $79,600. Unfortunately, you have to write the check for pounds Sterling; the FQs are U.K.-only models. ■40432SuEvsefrihire3.8$5yyoth

LONG BEFORE “Gran Turismo” defined a videogame juggernaut, the Italian term signified a car capable of fast, comfortable long-distance travel and enjoyable athletic ability. With the new 2010 BMW 5 Series Gran Turismo, BMW looks to reclaim the phrase from Sony and carve out another market niche. The signature feature of this 5 Series sits under its rear window. A short, sedanlike lid covers a standard trunk that can separate from the rest of the cabin by a moveable partition. Surrounding the lid is a liftgate containing the rear window and an upper section of bodywork. It opens in two ways: the entire lid and rear glass, hatchback-style, or just the lower metal, as in a normal trunk. Releases for both openings are on the rear, in the cabin, and on the keyfob. So, what’s the point? The hatchback allows for legroom similar to the 7 Series, plus 15 5 cubic feet of trunk space. With the seats folded, the space expands to a healthy 60 cubic feet. The standard rear seats accommodate three people, split 40-20-40, and move fore and aft 3.9 inches for comfort or added cargo space. An optional Luxury Rear Seating Package features two multi-adjustable power seats with a center console that sports cupholders and a storage compartment. Ten-way power front seats are standard and sit 1.8 inches higher than a 7 Series’. All 5 Series GTs come with a dual-panel panoramic moonroof that opens and tilts in front and is fixed in the rear. It encompasses 55 percent of the roof’s surface area. The sedan is the first BMW four-door to employ frameless windows, which BMW says allows for larger rear glass and adds to the openness of the cabin. The debut Gran Turismo model is the 550i, powered by BMW’s 400-horse direct-injected, twin-turbocharged 4.4-liter V-8, mated to a new eight-speed automatic. BMW estimates a 5.4-second 0-to-60-mph time. Other high-tech features include regenerative braking to charge the battery and standard selfleveling rear air suspension. (For a comprehensive look at the BMW 5 Series GT’s features, go to motortrend.com)Weexpectthe Gran Turismo to make its world premier at Frankfurt this September and to launch before the end of the year as a 2010 model. Base price will be in the $6 5 ,000 to $ 7 0,000 range. ■ carlos lago

Munich carves out yet another niche

■ todd lassa 2010 C TS CTS Sport Wagon to launch in midst of bankruptcyGM Good

Tesla-batterysmartssum.“double-digit”-million-dollarTeslawillsupplylithium-ionbatterypacksforelectricinapilotprogrambeginningbeforetheendoftheyear.DaimlerplansseriesproductionofaTeslabattery-packelectric-smartby2012.Smartwilltestitsfirst100packfortwosinLondonbytheendof2009, said Thomas Weber, Group Research & Mercedes-Benz Car Development chief. “We’re about to combine the best of the old and the new school,” Weber said in a press conference with Elon Musk at the Mercedes museum in Stuttgart. Daimler gets a seat on Tesla’s board from the deal. While Daimler’s investment in Musk’s automaker adds working capital to Tesla’s coffers as it prepares to build a factory for its Model S, “Tesla does not need capital immediately,” Musk said. “We could have gotten a higher share price from a financial partner,” but Tesla chose instead to hook up with a company that could provide capital combined with technical and manufacturing expertise. Perhaps. It’s also a significant victory for Musk over his archrival, fellow automotive upstart Henrik Fisker, who appeared on the cover of Forbes about the time of the Daimler-Tesla announcement to further hype his $88,000 Karma 100-mpg hybrid sport sedan for a story entitled, “The New Detroit.” Musk and Fisker last year were embroiled in a lawsuit over a contract Fisker had to design Tesla’s $56,500 Model S plug-in hybrid sedan (both prices before a $7500 federal tax credit).Anyway, the big news may be that one of the world’s newest automakers has managed to impress the world’s oldest.

CADILLAC’S Sport Wagon goes on sale at the end of August, a couple of months later than intended because the CTS assembly plant was involved in General Motors’ plant closures as part of its reorganization plan. Now GM’s latest luxury car needs to be marketed and advertised while GM slogs through an “orderly” Chapter 11 reorganization. It retains the CTS sedan’s wheelbase and overall length. With the rear seat folded, cargo capacity expands to 54 cubic feet, and the load floor’s upper panel folds several ways to manage cargo. Accessory luggage rack attachments will be available for bikes, car-top carriers, and other uses.The multiport fuel-injected 3.6-liter V-6 departs the CTS line for 2010, replaced by a standard 3.0-liter gas direct-injection V-6, rated 270 horsepower. That’s 5 horsepower more than the same engine in the redesigned, front-drive-based SRX crossover with the same engine. The 304-horsepower, 3.6-liter directinjection V-6 will be a ’10 option also for both CTS sedan and wagon. The Sport Wagon will come with a bit more standard equipment and a slightly higher price than the sedan. Cadillac says the CTS coupe is still on track to make its showroom debut a year after the wagon, as an ’11 model. The problem with launching the Sport Wagon now is that CEO Fritz Henderson has said GM can’t spend the money, these days, to expand Cadillac in Europe as once intended. The CTS wagon is designed largely for that market. Cadillac expects 10 to 15 percent of CTSs sold in the U.S. to be wagons, which at the current rate, will be 6000 to 9000. Luckily for Cadillac, the CTS factory is flexible and can shift production between sedan and wagon easily. car, bad timing

i t l i ELON MUSK Daimler buys 10 percent of Tesla Smart move

MOTOR TREND.COM 17 (trend NEWS/OPINION/GOSSIP/STUFF) A U G UST 2 009 (trend)

DAIMLER AG, the guys who used to own Chrysler, have bought a 10-percent stake in Elon Musk’s Tesla Motors for a

“These guys from California showed how we combine fascination and responsibility,” Weber said. ■ todd lassa

ONE OF the largest industrial bankruptcies in U.S. history was about to commence as Trend went to press. The U.S. Treasury was expected to take 70 percent of General Motors in exchange for up to $90 billion in loan guarantees. The United Auto Workers would get up to 20 percent.Justas Chrysler failed to reorganize its debt with bondholders, leading to its bankruptcy a month earlier, GM offered 10 percent of its stock to its bondholders, who held $27.2 billion in debt. After GM’s offer expired with few takers, the Treasury department sweetened the deal to include warrants offering up to 15 percent more in GM. In exchange for the warrants, bondholders would not be able to challenge GM in court. If bondholders didn’t respond favorably to the warrant offer by the deadline, they would get nothing.Thisis to streamline GM’s time in bankruptcy court. Its Section 363 bankruptcy splits good assets into “new” and bad assets going into “old” GM. The erstwhile World’s Largest Automaker was entering bankruptcy as Chrysler, now Chrysler Group LLC, was close to wrapping up its Chapter 11 in a little more than a month. GM is more than twice Chrysler’s size, however. GM CEO Fritz Henderson’s stated hope that a preorganized Chapter 11 could be completed in 30 to 60 days seems optimistic. And Opel remained a sticking point right up to the June 1 deadline. Germany was considering 1.5 billion euro (about $2.1 billion) in loans, but with IG Metall a more powerful union than the UAW, Chancellor Angela Merkle wanted no blue-collar jobs to be Sergiocut.

■ todd lassa

Motor First-Quarter Blues, in which everybody loses: Japanese automakers run on a March-to-March fiscal year, so this list reflects quarterly profit/loss for some of the world’s biggest automakers. All profits/losses are for global operations and in the case of foreign automakers, were converted to U.S. dollars based on the exchange rate when results were posted. e b l ’ THIS MONTH: WHO’S REALLY LOSING THEIR SHIRT IN THE AUTO INDUSTRY Is “GovernmentthatMotors”? : Y BAR TALK: MAKING YOU THE INSTANT EXPERT ■ TOYOTA -$6.9 BILLION (Toyota annual loss $5.9 billion for year ended March 2009) ■ GENERAL MOTORS -5.9 BILLION (-$6 billion with “special items”) ■ HONDA MOTOR -2.9 BILLION (first quarterly loss in 15 years) ■ NISSAN MOTOR -2.8 BILLION (first quarterly and annual loss under Ghosn) ■ DAIMLER AG -1.7 BILLION (just after selling its 19.9 percent of Chrysler) ■ FORD MOTOR -1.4 BILLION (closer to $2 billion with “special items”) ■ VOLKSWAGEN AG +0.3 BILLION (Little more than one-third Q1 2008 profit) ■ HYUNDAI MOTOR +0.2 BILLION (down from first quarter 2008)

Marchionne indicated he would shut Opel plants, hurting Fiat SpA’s chances of buying majority interest in Opel. It would also complicate GM’s intellectual property from Opel, since Fiat was about to take 20 percent of Chrysler. Other bidders for Opel were Magna International, RHJ International, and Beijing Automotive Industry Holding Company. Roger Penske emerged as the best chance of Saturn’s survival, possibly cutting a deal with Nissan to build Nissan-based cars using the Japanese automaker’s ample U.S. capacity. And GM has several times put off a decision on how to dispose of Hummer, while Saab slogs through its own bankruptcy in What’sSweden.next for GM? Earlier this year, U.S. market share for Chevrolet, GMC, Buick, and Cadillac, GM’s core brands, was about 18 5 percent, still slightly ahead of Toyota and Ford Motor. Nevertheless, GM is about to shrink and become closer to Ford in size. Meanwhile, Chevrolet is launching its new, ’10 Equinox, and has the ’11 Volt, Cruze and Spark, and ’12 Orlando and Colorado on the way. GMC has the ’10 Terrain and ’12 Canyon. Buick has the ’10 LaCrosse and is working on a Cruze-based compact. And Cadillac has the new CTS Sport Wagon, ’11 CTS coupe and probably the Converj on the Hendersonway. says the New GM can make money in a 10-millionunit U.S. sales year. Now, it’s all up to the economy. (Please go to motortrend.com for the latest on GM’s bankruptcy.)

(trend 18NEWS/OPINION/GOSSIP/STUFF) AUGUST 2009 MOTOR TREND.COM

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Robert Raleigh,BertinoNorth Carolina ■ letter of the month wins!

square

In May, Ford refused to participate in a comparison between the Mustang and Hyundai Genesis Coupe. We eventually drove both, albeit not back to back, and reckoned the Mustang would’ve won the comparison. In print, we called out Ford for not standing behind its product.

David ChesterﬁDickseld, Missouri

Jerry Rochester,J New York I surely don’t blame Ford or Detroit for being wary of a magazine that for years has a demonstrated bias against Detroit products and that especially promotes European and foreign cars. Most readers know and expect it. Your comparison articles are the most obvious examples of it in your testers’ comments and ratings against the Detroit iron especially. Most seem to reﬂect the conclusion right from the beginning of your articles. Detroit afraid? What an obvious callout article to the point I make. You have reached a new low point as to how biased you are against Detroit. I hope some displaced autoworker punches you in the nose and burns tracks in your front lawn!

Gary Murfreesboro,Wilson Tennessee to be square

Bernie Schneider The Villages, Florida

square to be square

20 AUGUST 2009 MOTOR TREND.COM (your say)

The more I read about these exotic sports cars, the more I just want to keep my Miata. Sure, it won’t do -to- mph in . seconds, but it also doesn’t weigh more than a small SUV. You can’t tell me that Ferrari, Maserati, and Alfa Romeo can’t design a lightweight car when they have six ﬁgures to work with. Mazda and Lotus seem to be able to (and for a lot less coin, I might add). Of course, neither of those has a sweet sounding V- under the hood, but since they don’t have to cart around two tons’ worth of automobile, they don’t have to. It seems exotic sports cars have become more about pampering the rich than they are about pure, unadulterated driving experience. So, I’ll just keep driving my Miata. The best part—I can aﬀord it!

stallion support group

Mr. Bertino wins a groovy his-and-hers set of Tres Noir shades. tresnoir.com write us at 6420 Wilshire Blvd. Los Angeles, CA 90048 e-mail us online at motortrend.com or send an e-mail direct to motortrend@motortrend.com

You mention that Ford’s PR department was scared to send a Mustang GT for comparison testing. I wonder why that is. It has been torn down continually in your magazine for using a solid rear axle instead of IRS, poor interiors depending on the day, rattles/wind noise, being too heavy...need I go on? All that while the article entitled “Spooked Stallion” was one of the most positive pieces you’ve done critical mass

For touting yourselves as an American auto magazine, you certainly don’t behave like one. You either need to help preserve the American auto industry or get the hell out of the way. I have no objection to discussing the features of foreign-made cars in your magazine, describing their performance, and informing readers of the availability of these products. But I do object to sensationalizing the advantages of foreign cars and inﬂuencing the public to buy foreign cars.

Ford is not scared of Hyundai, they’re scared of you. They know that when they are put in a comparison with a foreign brand (especially the Germans), they are instantly at a big disadvantage. The American media is totally biased against American car companies. When you start talking about real diﬀerences like the pot metal engines of the Japanese and Koreans, when you talk about cheap Phillips-head fasteners, cheap paint, etc., maybe mechanics like myself and other knowledgeable people will take you seriously.

ofletterthemonth on the car. It is an actual comparison using the relevant criteria for that instance: actually recognizing the value and superiority.

Upon viewing the photos in “Taking the Cube Route,” which were as awesome as usual, a thought occurred regarding the background selections. I was so struck by the library building at UCSD, I hardly noticed the, ahem, vehicles in front of it. In the future, maybe more suitable backgrounds should be considered for such, ahem, vehicles. A brick wall perhaps, or better yet, a mud fence?

Bruce Banning,PatrickCalifornia Angus MacKenzie responds: There were dozens more letters complaining we were biased, un-American, and import lovers (yeah, right— check our cover story). Most were less polite than that. They all seemed to miss the crucial fact we said the Mustang GT is a better car than the Hyundai Genesis Coupe. Our gripe was with the Ford PR folks who ran from the ﬁght. And no, we still don’t think a live rear axle really is an acceptable form of suspension for a st-century automobile.

(your say)

As a soon-to-be-graduate, I took the box comparison to heart. While the dimensionally contentious, wallet-friendly automoboxes seem plenty appealing as ﬁrst-time new cars, I could not get over their fuel economy stats. While I understand the box-makers’ aim is a more emotional purchase based on aesthetics, only two of the three small cars even make  highway mpg. This poor display of eﬃciency is appalling, and I would honestly consider none of them. Give me the -pound-lighter, gas-friendlier, and comparable Honda Fit. Or better yet, automakers should beat half of Americans to the punch and get their cars on a diet. My -year-old Saturn wagon should not best all three (and the Fit) in fuel economy and cargo space.

Simon Denver,HoﬀmanColorado

Perhaps the upcoming and decontented $,

readers on location where do you read trendmotor? E-mail digital photo(s) of you and Motor Trend to: Angeles,Motorcommotortrend@gmail.ormailthemto:Trend,c/oMail,ReadersonLocation,WilshireBlvd.,LosCA

“Where

read Motor

Adam UniversityHustadofWisconsin burning green, seeing red I was outraged when I read your article comparing the new Honda insight and Toyota Prius (“Body Doubles”). You clearly show the Prius is the better hybrid, both technologically and in craftsmanship. I was appalled to see you declared the Honda Insight the winner based on price, of which Toyota hadn’t released its pricing. This was based on the assumption that the Prius would cost about $ more. As it turns out, Toyota is going to price the Prius competitively with the Insight. I would appreciate it if you redo your story and declare the Prius the winner.

Jason Griffith Via the Internet Well done, Motor Trend! While many of us struggle to find a viable economic solution as the world financial markets crash down around us, you have once again shown us the way. The key is obviously sponsorship, as you demonstrate so clearly in “Body Doubles.” How else can you explain a crystal clear point-bypoint victory for the Toyota Prius that was shockingly eclipsed at the finish line with a second-place ruling?

Kim Reynolds responds: Comparably equipped, the Prius II (presently its lowest-price variant) would carry a price premium of approximately $ over the base Insight LX. And the Prius II is arguably worth $ more too, given its greater size, superior quietness, and smoother ride quality. However, my contention was that the Insight’s greater aﬀordability and Prius-approaching mileage make it the more consequential hybrid, not the better one (Toyota’s aggressive price response to the Insight suggests their anxiety too).

than the ski resort of Verbier in the Swiss Alps?” (your say)

I know you tried to explain it, but I’m still confused. After declaring the Prius a betterdriving, better-riding, better-sounding, better-performing, better-looking, betteraccommodating, and better all-around vehicle, you still picked the Insight because of a potential $ price diﬀerence? You don’t think more people would prefer a softer, quieter, larger, and smoother car with  percent more power and - percent better fuel economy for a  percent higher starting price? Gennady Brooklyn,YankilevichNewYork

Prius I will change our mind—but we’re going to have to drive it ﬁrst. ■

OFF-PISTE—Doug Rothstein asks, better to Trend

All correspondence must include an address and a daytime telephone number. Any material accepted is subject to such revision as is necessary at our sole discretion to meet the requirements of this publication. All materials sent to the editors become property of Motor Trend magazine and cannot be returned. Unsolicited materials will not be accepted and will not be returned. This magazine assumes no responsibility for loss or damage thereto. The act of mailing a manuscript and/or material shall constitute an express warranty by the contributor that it is original and in no way an infringement upon the rights of others. Due to the volume of mail received, we can reply only to letters selected for publication.

AT MY FEET, on a workshop floor crowded with tools and lubricants cans and subassemblies in various states of repair, stands a skinny tire, from which delicate arms of aluminum reach out to a long, low tube painted British Racing Green with a yellow central stripe. From the tube’s open midsection protrudes a red steering wheel. With no velvet rope to hold me back, I reach down and run my fingers over the wheel’s leather covering. I can’t help it. This is Jimmy Clark’s Lotus , chassis number R, the very car in which the late Scotsman won seven Grands Prix and the world driving championship in . “It sold recently for just under , pounds [about $ million],” says Clive Chapman, son of Lotus founder Colin Chapman and the managing director of Classic Team Lotus, which restores and maintains vintage Lotus racers for collectors. “Not a bad price, really, for a car as special as this.” Clive Chapman’s operation occupies a small corner of the Hethel, England, factory grounds his father opened in . And the Lotus  he’s safeguarding may well be his father’s masterwork, epitomizing Colin Chapman’s relentless quest for simplicity and light weight. “A minimum car for the maximum driver,” the  was the first successful Formula  car built with a fully load-bearing monocoque skin— a design that changed F forever after. Upon spying the  at its race debut, rival constructor John Cooper asked Chapman, “Where did you hide the chassis?” Were Colin Chapman alive today (he died in ), undoubtedly he’d be thrilled by Hethel circa . For in many ways, the new automotive paradigm has come to Lotus. Design efficiency, highly rigid yet lightweight structures, maximizing performance by reducing mass—the longtime Lotus hallmarks have become industry grails in our Age of Restraint. Tour the Lotus production facility, and in addition to feathery Elise and Exige sports cars you also see Tesla Roadsters, the Elise-based electric vehicles that Lotus builds for the California startup. The assembly line now also includes the new Lotus Evora (see First Drive this issue), the world’s only mid-engine + and a -pound sporting car capable of topping  mph and returning more than  mpg on the highway.

i ti d

l t (the asphalt

seeing the light i jungle) arthur st. antoine “ WERE COLIN CHAPMAN ALIVE UNDOUBTEDLYTODAY,HE’D BE THRILLED BY HETHEL CIRCA 2009. ”

24 AUGUST 2009 MOTOR TREND.COM

Kimberley, who joined Lotus in , rose to the top, left in , then returned in , attributes much of the expected sales rise to the new Evora and the weak British pound (which makes Lotus products more aﬀordable overseas).

“We expect our production to increase by  percent for the - ﬁnancial year,” says CEO Michael Kimberley as we chat in a small control tower overlooking the company’s Hethel test track (a former RAF base).

Colin Chapman, whose Lotus  won the world championship using a tiny, .-liter V-, would heartily approve. “Lightweight” Lotus appears stronger than ever. And it’s never been more British Racing Green. ■

Guided by the tenets of its genius founder, Lotus Cars endures the weight of the auto world

Kimberley’s new mission for the company: more green. Along with Malaysian parent company Proton, Lotus has signed a deal to open a green-vehicle research facility in, of all places, Saudi Arabia. “We’ll have one in India too,” Kimberley adds. Hybrid and electric powertrains are very much in the future for Lotus and its Versatile Vehicle Architecture chassis (which underpins the Evora).

Yet in an era when automakers are shutting doors wherever possible, Lotus is actually hiring. “To meet the demands of our consulting projects for automakers around the world, we plan to increase our engineering staﬀ by ten percent,” Kimberley says.

“

EACH BUILDS ON ASIMO, THE NEAREST THING WE 21ST-CENTURY EARTHLINGS HAVE COME TO PRODUCING A C-3PO ROBOTIC SERVANT. ”

About all that’s left is to make them look less geeky. You know, dress up the shoes a smidge, add a splash of color, and Borg Chic could be the new black. ■ glenn lumsden markus

26 AUGUST 2009 MOTOR TREND.COM WITH ALL the gloomy car-biz news these days—brands dying, bankruptcies, withering personal wealth, CO restrictions, countries threatening to ban gas-powered cars—one almost wonders if we’ll soon be forced into public transportation, riding bikes, or (gulp) walking at some point. Well if it ever comes to that, the mobility peddlers at Honda will have devices to help. Yes, the folks who make everything from scooters to jet airplanes have been working on walking-assist gizmos. Okay, they’re not really meant for fit walk-to-work types, they’re really designed to improve mobility for elderly, infirm, or recuperating people who can already walk but need assistance. They may also have applications in manufacturing environments to reduce fatigue in workers who crouch frequently. Last November, Honda unveiled two different walking-assist devices, and I recently test-strode both of them. Each builds on research that began in  and led to the  introduction of ASIMO (Advanced Step in Innovative MObility), the nearest thing we st-century earthlings have come to producing a C-PO robotic servant. This whiteplastic-clad android walks, jogs, climbs stairs, and can even dodge moving objects. So far there’s been no effort to market ASIMO as a full-blown “protocol droid,” but lessons learned in developing his human-like gait have been applied to Honda’s Bodyweight Support Assist device.This-pound prototype consists of a pair of shoes with weight sensors in their soles attached to two thin legs, the femur sections of which house control electronics and lithium-ion batteries that last two hours. To use BSA, just put on the shoes, pull the saddle up into place and switch it on. There’s a motor in each “hip” that helps press the gimbaled saddle upward toward the user’s center of gravity, which is computed based on info from the shoe-sole sensors. The assistance it provides is greatest when the knees are bent, as when rising from a crouch or climbing stairs (it peaks at about  pounds), and it has a remarkable steadying effect. The current prototype is rated for users up to  pounds, covering most Japanese, fewer Americans. All the joints are amply articulated to allow sidestepping, pivoting one foot, etc. And, as I’m sure you’re wondering, the saddle’s upward pressure doesn’t cause any discomfort to “theHonda’sboys.” other high-stepping helper is called Stride-Management Assist, and consists of a frame that wraps around the back of the wearer’s waist, strapping on like a belt. Two motors at the hips swing a pair of arms that reach down to mid-thigh, where they strap to the user’s legs. This six-pound gadget helps lengthen the wearer’s stride, and in so doing actually stimulates greater use of the thigh and especially calf muscles, possibly speeding recovery of weakened muscles in physical therapy. It helps move the legs in both directions, whether walking forward or backward, but doesn’t help much with crouching or stair climbing. I’m already one of the fastest walkers I know, but with this thing pumping away, I’m sure I could walk faster than ASIMO can run. After  years of development (resulting in  patent applications), these “prototypes” look production-ready. They’re currently undergoing validation testing for commercialization as medical assist devices and the BSA is on trial helping workers who crouch a lot at Honda’s Accord/Odyssey factory in Japan. There’s no word yet on what they might cost, but SMA will be cheaper than BSA, and both should undercut a power chair.

steppin’ out ■ illustration

(technologue) frank

Honda prepares for the ultimate implosion of the car market

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If you want to see the future of just look at where the E-Class 2010 E350 Sport Sedan shown in optional Capri Blue metallic paint with optional Premium 2 Package.*Excludes all options, taxes, title, regis., transportation charge and dealer prep. ©2009 SIRIUS XM Radio Inc.©2009 Mercedes-Benz USA, LLC Introducing the 9th generation E-Class. Starting at $48,600.* It is, quite simply, the most advanced automobile we have ever created. And the world’s first vehicle that actually studies your driving habits in order to form a unique profile. With every move, your E-Class watches over you to help preserve, protect and anticipate the road ahead. Helping to awaken you with ATTENTION ASSIST technology if you should start to doze, alerting you with Lane Keeping Assist if you begin to wander from your lane, even automatically applying the brakes, Over 130 channels of SIRIUS. Available in all E-Class vehicles.

the automobile, is today. For more information, call 1-800-FOR-MERCEDES, or visit MBUSA.com. if necessary, with a system known as DISTRONIC PLUS. And every facet of its design is imbued with purpose. Its flared fenders and flowing lines make for one of the most aerodynamic cars on the road. An aggressive profile reveals performance characteristics to match, including suspension that will adjust itself in milliseconds to perfectly adapt to changing driving dynamics. This is the new E-Class. This is Mercedes-Benz. MBUSA.com/e-class

30 AUGUST 2009 MOTOR TREND.COM

MOTOR TREND.COM AUGUST 2009 31 ● words arthur st. antoine ● photographs wesley allison WE RACE A CORVETTE ZR1 AGAINST A U.S. NAVY F/A-18 HORNET BECAUSE… WE’D ALREADY MADE ALL THE FERRARIS TURN RED s

32 AUGUST 2009 MOTOR TREND.COM

FOR ONCE,. even 638 horsepower might not be enough. As I slot the ZR1’s six-speed shifter into first and tilt my gaze toward the flag girl, for reassurance I give the throttle a quick stab with my heel. The supercharged V-8 responds with a shock wave that momentarily warps my vision and clouts my stomach like a 7.2 on the Richter scale. Maybe I have a chance. The finish line lies one mile in the distance, somewhere beyond the heat waves; after reaching it, I’ll be at very high speed and won’t have a lot of tarmac left to stop. Concentrate, Arthur. Above the background throb of the engine I can hear myself breathing into my helmet, the sound muffled by my Nomex balaclava. A bead of sweat slaloms down my neck.What’s taking so long? I turn my head further to my right. Maybe I shouldn’t have looked. I can see four wheels and a driver, true, but there all familiarity ends. Because aligned with my Corvette on a parallel runway stands Blue Angel 7, an immaculate, blue-andgold U.S. Navy F/A-18 Hornet strike fighter jet; a $25 million ice pick with razor-blade airfoils and 32,000 pounds of afterburner-fed thrust just waiting to flash-fry me and my ZR1 like a hapless bluefish. A flurry of motion outside my windshield; the nearby Navy personnel are signaling that all is ready. My muscles tense as my heart rate goes triple-digit and once again I turn my attentions to the flag girl between us. She nods at our respective thumbs-up, then raises the flag above her head. My right foot inches down on the gas; the revs climb to 3000 rpm. This race has been months in the making, countless e-mails and phone calls and planning sessions and signed official forms, but right now all I’m thinking is, “Arthur, don’t you dare stall this f—” The start flag drops. “BLUE DEVIL.” That’s the code name former GM CEO Rick Wagoner, a long-time fan of the Duke Blue Devils basketball team, bestowed upon the 2009 Chevrolet Corvette ZR1, the supercar he instigated in 2004, the fastest, most powerful, and, at nearly $105,000 base, most expensive production automobile the General has ever built. It’s also the first showroom Vette capable of exceeding 200 mph. The ZR1’s mission: stomp on blueblooded sports cars like so many internal-combustion roaches. And when we conducted our first ZR1 comparison test (February 2009), stomp it did, obliterating a Nissan GT-R, a 530-horsepower Porsche GT2, and a $350,000 Ferrari 599 GTB. During an impromptu four-way drag race, the ZR1 roared off to such a devastating win, it actually made the white Ferrari turn “beat” red. What, we asked ourselves, could possibly take on Chevy’s almighty Blue Devil? It was then the clouds parted, the sun shone down, and on the wings of divine inspiration our answer arrived from above (well, from a strong cup of coffee anyway). Of course! A Blue Angel. It was just too poetically perfect to pass up. The Navy was all over the idea.“Sir, you should take a look at this,” read one remark as my e-mail query was forwarded to a superior officer.“Sounds pretty cool.”Thus began a months-long exchange between my desk and Blue Angels HQ. We discussed running a

MOTOR TREND.COM AUGUST 2009 33

PHOTOSHOP—just another maximum takeoff for Blue Angels “lead solo” pilot Major Nathan Miller, USMC (Blue Angel 5). Just feet away roars the jet of “opposing solo” Lt. Frank Weisser, USN (Blue Angel 6).

Opposite top: the author suits up to ride with his race opponent, Lt. Ben “Baxter” Walborn, USN (Blue Angel 7).

blue devil vs. blue angel (feature) OUTO OF ABOUT 2300 ACTIVE NAVY AND MARINE CORPS PILOTS,, ROUGHLY 50 FEEL COCKY ENOUGH TO APPLY TO THE BLUE ANGELS TEAM EACH YEAR. TWO, MAYBE THREE, MAKE IT.

NO, THIS ISN'T

Opposite: The team practices absolute, backstraight perfection even when simply boarding and ministering to the aircraft.

THE AVIATORS who fly in the Blue Angels team occupy the top of the pyramid. Of the roughly 2300 active pilots in the U.S. Navy and Marine Corps, roughly 50 feel cocky enough to apply to the Blue Angels each year. Two, maybe three, make it. Because Blue Angels flight demonstrations are so demanding and hazardous, new pilots are selected by the current team members and no one else. Trust means everything when you’ll be flying with wingtips just two feet apart.

111“

The minimum requirements for application: 1250 hours of tactical-jet flight time plus carrier qualification. Each pilot flies for two years—except the narrator (like Lt. Ben Walborn), who serves one year in Blue Angel 7 and then joins the six-pilot demo team for two years. The squadron isn’t looking simply for flying experience. Key qualities for admission include sound judgment, public-speaking skills, fitness (daily weight-lifting workouts are mandatory to maintain g tolerance), and poise under stress. And if you look like a movie star, that sure won’t hurt.

Formed in 1946 to showcase naval aviation and attract new recruits, the Blue Angels team is now the world’s oldest active ﬂight-demonstration squadron. Each year, the Blues ﬂy more than 70 air shows at some 34 venues—witnessed by a combined audience of roughly 15 million spectators. Rest assured that some of them are looking up and saying, “One day, that’s going to be me.”

IT’S TIME. Obviously, I’m at a huge power disadvantage against the Hornet. But the ZR1 accelerates fiercely (the quarter mile in just 11.2 seconds at over 130 mph), whereas it may take Walborn’s twin General Electric turbofans a few seconds to spool up. Looking to minimize that disadvantage, for the first race Walborn will bring the engines up to 87 percent power and hold the aircraft with the brakes until go time.

The start flag is billowing in a good breeze coming straight at us. I’ve got the 6.2-liter V-8 holding at about 3000 rpm, right hand on the shifter, and…the flag drops. I dump the clutch, feather the throttle just a bit to keep the tires from spinning into oblivion, and I’m gone. Second gear, third gear. The speedometer is well past 100 mph and climbing wildly and…there he is! Out of the corner of my eye already I can see the Hornet, ahead of me and pulling away fast. In another blink, Walborn takes off, raises the landing gear, and flashes past the finish line. As I continue to accelerate, Walborn—big showoff—stands the Hornet on its tail and climbs straight up into the clouds. A beat later I cross the finish line at 172 mph, then jump on the ZR1’s carbon-ceramic binders. The Vette easily stops with runway to spare.

BLUE GENES

Blue Angel: 1. Blue Devil: 0. For race two, Walborn agrees not to apply any power until the start. This time I’m going to grab a bigger lead for sure. Incredibly, though, when the flag drops and Walborn shoves the throttles to full afterburner, the Hornet is even quicker. I’m barely into second gear when the F/A-18 appears in my peripheral view. It’s all I can do not to lift off the gas in frustration; the Blue Angel is just pummeling my Blue Devil. Again I blaze through the finish at 170-plus mph, but by then Walborn is long gone, another vertical climb hiding him up in the clouds. He’d flown across the finish line far ahead—doing around 345 mph. Moments later, as I’m cooling the brakes on the return, I hear a distant rumble and—whaaapp!—the F/A-18 rips by low and fast. Walborn doesn’t rub it in—no victory roll—but the results

t h ’

34 AUGUST 2009 MOTOR TREND.COM simulated course, or perhaps a two-way blitz, before reasons of practicality dictated a straight one-mile drag race. Also on the table were potential locales, among them Edwards Air Force Base and the shuttle landing runway at Kennedy Space Center. Ultimately, though, with no small amount of coaxing (and the promise of a ride in the ZR1) the Blue Angels convinced the commander of their home base, Naval Air Station Pensacola, Florida, to shut down all air ops just for our race—an unprecedented move, especially considering that Pensacola is also the Navy’s primary flight-training center.We’d have one hour. Time enough for two runs. And a bonus: After our race, the pilot and I would switch rides. He’d try my Blue Devil, and I’d sample his Blue Angel. I’m sure my friend was only being supportive when he told me, “Dude! That’s gonna be sick!” Moments after my colleagues and I arrive at Pensacola, the Blue Angels team takes to the air for a morning practice session.Though no air-show crowd is present, every move—even just boarding the six demonstration aircraft—is executed to spit-polish perfection. Such 24/7 precision is essential, because, quite simply, Blue Angels flying is dangerous as hell. The show’s high-g aerobatic maneuvers—loops, barrel rolls, minimum-radius turns, inverted flight—place intense demands on pilots and aircraft alike. In the six-plane Delta formation, for instance, the F/A-18s fly barely two feet apart. The routines are relentless and absolutely unforgiving: In the Blue Angels’ 63-year history, 26 of its pilots have died in training or show accidents, nearly a 10-percent fatality rate. It’s literally one of the most breathtaking shows on earth. Shortly after the team lands, I meet my race opponent, Lieutenant Ben Walborn, call sign “Baxter”—from the name of the dog in the movie “Anchorman” (noting my raised eyebrows, a nearby Blue Angels spokesman laughs: “The Air Force has all the cool call signs like ‘Maverick.’ Navy pilots get the goofy ones”). Walborn doesn’t yet fly in the six-pilot show (he’ll join them next year); instead, he narrates the routines from the ground and pilots Blue Angel 7, the team’s two-seat F/A-18, used for VIP flights. Like all the Blue Angels, though, Walborn is a kick-ass pilot: more than 1400 flight hours, 346 carrier-arrested landings (he served on the USS Kitty Hawk), numerous decorations and medals, and the kind of aw-shucks, square-jawed confidence that immediately makes you feel embarrassed by your own pathetic, second-rate existence. “It’s got 638 horses? Man!”Walborn says as he eyes the ZR1. “Think you’ll be able to beat it?” I ask. Walborn flashes a grin. “I think we’ll do all right.”

MOTOR TREND.COM AUGUST 2009 35 THE F/A-18S USED by the Blue Angels have their nose cannons removed, inverted fuel pumps and a smoke-oil tank installed, and a special high-effort spring in the flight-control stick (for more precise control). If necessary, each aircraft can be readied for combat duty in just 72 hours. 24/7 PRECISION IS ESSENTIAL, BECAUSE, QUITE SIMPLY, BLUE ANGELS FLYING IS DANGEROUS AS HELL. THE SHOW’’S HIGH G AEROBATIC MANEUVERS PLACE INTENSE DEMANDS ON PILOTS AND AIRCRAFT ALIKE. blue devil vs. blue angel (feature)

Time to trade Blues. As crew chief Austin Armstrong straps me into the rear ejection seat of Blue Angel 7, he shares a few tips. “Don’t touch anything” Then he adds: “Unless you need a barf bag—those are right here.”

36 AUGUST 2009 MOTOR TREND.COM are clear. It’s taken a supersonic fighter jet to do it, but the Blue Devil is finally beaten.

I’ll get plenty of chances to hick myself. “We’ll do a vertical takeoff,” says Walborn over the intercom as we line up on the runway. “Pull about 5.5 g.” He shoves the throttles to military power, 10,700 pounds of thrust per engine, then goes to full afterburner—all 32,000 pounds. The acceleration is wicked; my helmet is pinned to the seat. In no time we’re airborne, just feet off the runway, then I hear Walborn again. “Three, two, one!” Instantly I weigh 1000 pounds as the Hornet goes vertical and the g forces crush down hard. In

The F/A-18 cockpit fits like a wetsuit, with the stick between my legs, throttles to the left, and a few multifunction displays ahead of me. Soon Walborn is climbing the stairs and belting into the forward seat. The Blue Angels don’t wear g suits, because the inflating and deflating air bladders would impair their ultra-precise movements of the control stick. Instead, during high-g aerobatics they squeeze their legs and grunt like crazy to keep the blood in their brains and not pass out—the so-called “hick maneuver.”

The ZR1 isn’t done eliciting “wows,” though. After Walborn lands and I congratulate him on his win, we climb aboard the Blue Devil, this time with me in the passenger seat.Walborn gives the gas a tentative poke, then plants the pedal.“This thing really goes!” he says, grin as wide as the runway. After another minute or two, his confidence climbing fast, he’s gunning past 130 mph and loving it. In fact, the ZR1 has the entire Blue Angels team doing oooohs and aahhhhs. Clearly, testing hot cars for a living is one of the few jobs in the world (maybe Playboy photographer too) that can make a fighter jock envious.

TORCHED BY AN ANGEL BLUE DEVIL and Blue Angel are close up to about 80 mph, when the afterburner-fed F/A-18 pulls away with awesome, nearly linear acceleration. 1801601401201008060402000 510152025 (mph)speed time (sec) Blue DevilBlue Angel 0-30 1.6 1.9 1.6 0-40 2.2 2.5 2.1 0-50 2.9 3.1 2.7 0-60 3.5 3.6 3.3 0-70 4.2 4.1 4.1 0-80 4.8 4.7 4.9 0-90 5.5 5.3 5.8 0-100 6.1 5.8 7.0 0-110 6.8 6.4 8.1 0-120 7.5 7.0 9.5 0-130 8.2 7.6 11.1 0-140 8.9 8.3 13.0 0-150 9.6 8.9 15.8 0-160 10.3 9.5 18.9 0-170 10.9 10.1 23.1 1/4 time 10.5 10.3 11.2 1/4 speed 163.7 173.9 130.5 45-65 1.3 1.1 1.4 Blue Angel Run 1 Run 2 DevilBlue

blue devil vs. blue angel

BLUE ANGELS flight leader, CDR Greg McWherter, USN (Blue Angel 1), prepares for morning practice (top left) After drag race (top right), it’s the author’s turn to fly; he’s strapped into Blue Angel 7 by crew chief AME2 Austin Armstrong (middle left) Opposite: post-flight, St. Antoine and Walborn discuss whose blue machine can make passengers throw up quicker.

MOTOR TREND.COM AUGUST 2009 37

(feature)

38 AUGUST 2009 MOTOR TREND.COM five seconds we’re at 7000 feet. And we’re only getting warmed up. Soon we’re well out over the Gulf of Mexico, and Walborn uncorks some Blue Angels magic.We fly an inverted pushover (negative 2.2 g—which makes your eyeballs feel like they’re about to pop out of your skull); we do Immelman turns, loops, steeply banked minimum-radius turns (at well over six g—I’m hicking for all I’m worth), and low-speed,“high alpha” flight (with the Hornet almost sitting on its tail). Then Walborn dives for the water and shoves the throttles to the stops. The speed comes on hard, the water is whooshing past, and…we break Mach 1, the speed of sound. I can’t detect a thing, but I feel absolutely wonderful. “Hey! Check our speed: 666 knots [766 mph],”Walborn says.“I guess the Blue Devil is still riding with us!” All too soon, we’re headed back to Pensacola. But Walborn has one more trick in store. As we circle in to land, he performs a brutal 180-degree change of direction at speed.The g meter goes through the roof: 7.2 g. Somehow, with all the grunting and leg-squeezing and hickmaneuvering, I manage to stay awake. My lunch even stays put. After driving the Chevrolet Corvette ZR1, it’s not easy to be impressed by a vehicle, but the Boeing F/A-18 has done it—and then some. And what has our “race” proved? If nothing else, that America builds two of the world's most monumental speed machines.You can even have one of them free of charge.Your local Navy recruiting officer will be delighted to tell you all about it. ■ Ride along in the Blue Devil and the Blue Angel by watching our extended video feature, viewable online at youtube.com/motortrend, hulu.com, and at motortrend.com Special thanks to: U.S. Navy Blue Angels blueangels.navy.mil Alpinestars racewear alpinestarsinc.com

MOTOR TREND.COM AUGUST 2009 39

blue devil vs. blue angel

AFTER START flag drops (thanks to supervisor AZ1 Bridgette Shaw, opposite), Blue Devil (wired with data acquisition and video) stands on its tail and jumps out to brief lead. By 80 mph, though, it’s all over—Blue Angel pulls ahead, goes airborne at 150 knots (172 mph), and disappears into the clouds. On the cool-down, Walborn enjoys a victory flyby (above).

(feature)

42 AUGUST 2009 MOTOR TREND.COM ● words todd lassa ● photographs wesley allison FROM MIDSIZE TO FULL-SIZE TO INEAR-LUXURY

MOTOR TREND.COM AUGUST 2009 43 (ﬁrst test) ford taurus sel

(ﬁrst test) ford taurus sel

44 AUGUST 2009 MOTOR TREND.COM Mulally used the name to rebadge the slowselling Avalon-competitor, the Five Hundred. He also pushed for shorter lifecycles; one of Ford’s biggest problems was that it let fresh, successful models go stale before replacement. An extensive Taurus facelift quickly morphed into a major redesign. Designers had a clay model of the ’10 Taurus by the summer of 2007. The board approved its final design in early spring 2008, no more than 18 months before it was to go on sale. Before redesign work began, Ford unveiled the Interceptor, a V-8-powered concept built off a Mustang chassis, at the January 2007 North American International Auto Show. There’s a bit of the Interceptor’s rear quarter-panels in the new Taurus, and the taillamps connected by a thin, horizontal chrome strip are straight off the concept. You’ll recognize the Interceptor’s high beltline and cowl and low, squat, and fast roofline.While the ’10 Taurus carries over the 2009’s Volvo-based platform and its nearcrossover-level ride height, designers have lowered the roofline up to three inches in spots.The ’10 Taurus also has an Interceptorlike “power-bulge” hood and a variation of the three-bar grille. Then there’s the dash-to-axle. Ford’s program for a new rear-drive, independent rear-suspension platform to replace the decrepit Crown Victoria’s began and ended with the Interceptor concept. Mulally slashed development budgets and cut employees, placing the Blue Oval in a much better position than GM and Chrysler. And so, the front-/all-wheel-drive, V-6-only Taurus FRANKLIN DELANO Roosevelt drove a Ford.You’ve seen the photograph of him behind the “banjo” steering wheel of his 1936 Ford Phaeton V-8, wearing a hat, teeth clenched around a cigarette holder, the car’s added hand controls out of sight. Our patrician 32nd president could’ve bought anything—say, a V-16 Cadillac from the top of General Motors’ six brands. FDR’s four-door ragtop cost $737.50 during the Great Depression, making it the topline Ford, $23 less than the cheapest Pontiac 6 convertible.WithLincoln the Ford Motor Company’s only indulgence and badge-engineered Mercurys a couple years away, Henry Ford figured the full Ford division lineup had a car everyone from the working man to the upper-middle classes could need. From the coming B-segment Fiesta to the 2010 Taurus, Ford is returning to those roots.

FoMoCo’s outsider chief executive officer and president, Alan Mulally, revived the Taurus name after he joined the company in 2006.The 1986-05 Toyota Camry-competitor had too much equity to throw away, so

REDESIGNED Taurus reveals nary a hint of the awkward looking 2005-2009 Five Hundred/Taurus. Though they share a platform, the new car’s roofline is three inches lower in spots.

Taurus designers and engineers believe they may be the first of their kind and are meant to keep the driver alert. They’re the first of their kind for good reason, though.

The $31,995 Taurus Limited is just shy of matching the Lincoln MKS, with perforated, leather-trimmed seats (heated and cooled in front, heated in the rear) and lots more stuff. SEL and Limited models are available with AWD. Ford admits that Taurus nearly encroaches on MKS territory. The Lincoln features a higher-grade leather and has had FORD could have had RWD, except the funding wasn’t there. Instead, vestiges of the Interceptor concept’s styling made it into the Taurus’ tail. It also got dual exhaust pipes.

Kneading of the buttocks is a strange sensation—we’ll take the backrub.

MOTOR TREND.COM AUGUST 2009 45 replaces the RWD Crown Victoria and Mercury Grand Marquis. The Freestyle/ Taurus X and Mercury Montego/Sable die after model year ’09. Ford put some of that RWD development money into the interiors. Dashboard and interior door panels are thickly padded, as in the Lincoln MKS, and the ambient lighting in the interior door pockets and footwells, available in seven colors, is as trick as in any German luxury car.The Taurus’ center stack expands out from a deep dash, cocooning the driver almost like a sporty car with a “cockpit”-style driver’s seat. That space-consuming center stack acknowledges that the full-size Taurus isn’t a high-volume family sedan like the Fusion, and doesn’t need to conserve every inch of interior space. There’s also no mention in the Taurus’ ample spec sheet of rear-seat TV screens for the kids. The car comes with everything else: adaptive cruise control and collision warning with brake support, BLIS blindspot info system with cross-traffic alert and voice-activated navigation with Sirius Travel Link. Every Taurus except the base $25,995 SE, the fleet/rental car, comes with paddle shifters for the six-speed automatic.You hit the back of the steering-wheel-mounted paddle for upshifts and thumb the front of them for P235/55R18downshifts.all-season tires on aluminum wheels are standard on our SEL tester, which starts at $27,995 and is the volume trim level. Also standard are supplemental park lamps, body-color dual-heated power mirrors, and Sirius satellite radio. Our black SEL was loaded, at $32,485 with leather, Multi-Contour front seats with Active Motion (stress-relieving air bladders), the top option group including Sync, a reverse sensing system, those ambient interior lights, “intelligent access” with push-button start, power-adjustable pedals, Sony 390-watt audio with 12 speakers, and P255/45R19 all-season tires on painted Sparkle Silver aluminum wheels. About those Active Motion front seats. They massage your backside, not your back.

The driver’s seat is stingy with bolstering, though, and it feels as if you’re sitting on it, not in it. The ride height exacerbates theDesignedproblem.for aging baby boomers, you step directly into the car, not down into it.

(ﬁrst test) ford taurus

All this cushiness and stuff translates into a rather sublime near-luxury drive.The chassis is smooth, and the car is extremely quiet.

Toyota and Honda had good reason to envy the Taurus, which within a couple of years found itself competing with the hideaway-headlamp Accord for the title, best-selling car in America. From the early 1990s, Japanese midsize cars got larger with every generation and were harder to distinguish from each other. Toyota’s redesigned 1992 Camry entered the race, and by ’93 the Japanese maker had to supplement U.S. production with boatloads of imports. For several years, the Taurus, Camry, and Accord traded ﬁrst through third, each breaching the 400,000-unit level. They resorted to raising ﬂeet sales and to generous late-December discounts. The Taurus’ Hertz lot ubiquity even made popular culture when Patricia Arquette’s character in “Flirting With Disaster” (1996) asked, “Does anybody actually own a white Taurus, or are they all rentals?”

The ’96 Taurus distinguished itself from the Camry and Accord with “ovoid” styling, to the detriment of the Ford’s sales numbers. By now, the tri-headed sales race was falling apart. Honda ofﬁcially dropped out of the race, saying it would no longer bring in expensive import Accords to supplement domestic Accord production in its race against Camry. In 2005, Ford discontinued the midsize Taurus and then brought it back as a full-size model. Ford moved just 53,000 such Tauri last year, compared with 148,000 Fusions, the old Taurus’ successor. In a disastrously slow year, without changing nameplates or market position, Honda sold 373,000 Accords and Toyota sold 437,000 Camrys.

Mid-level SEL adds supplemental parking lamps over the base SE model. sel

FORD CALLS the electric razor-look take on the signature three-bar grille “evolutionary.”

FORD’S MIDSIZE WAS ONCE THE CAR TOYOTA AND HONDA WANTED TO BEAT THE 1986 TAURUS was so radical that Ford kept the car it was meant to replace, the prosaic, rear-drive LTD II, in production until the new family sedan caught on with buyers. Taurus snagged Motor Trend’s 1986 Car of the Year award and set a standard for clean, modern sedans on the large end of the burgeoning midsize market.

46 AUGUST 2009 MOTOR TREND.COM many of the Taurus’ advances “backfilled” into it. And FoMoCo believes few buyers will cross-shop the Lincoln and the Ford.

That’s often a good thing, but the new Taurus pretty much retains the old Five Hundred/ Taurus’ ground clearance, ride height, and shoulder-line height, if not its roofline. This stance was designed to accommodate the Freestyle/Taurus X crossover, too, so you’re nearly as high up as in a minivan or low crossover.Evenwith the lowered roofline, there’s space enough to wear a hat, should you be so crass as to wear one indoors (no wonder FDR chose a Phaeton). The back seat is loaded with head, leg, and shoulder

TARGET TAURUS

THE NEW CAR’S interior suggests a level of luxury and quality far above anything offered in previous Taurus models.

48 AUGUST 2009 MOTOR TREND.COM 2010 FORD TAURUS SEL POWERTRAIN/CHASSIS DRIVETRAIN LAYOUTFront-engine, FWD ENGINE TYPE 60-deg V-6, alum block/ heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 213.3 cu in/3496 cc COMPRESSION RATIO10.3:1 POWER (SAE NET)263 hp @ 6250 rpm TORQUE (SAE NET)249 lb-ft @ 4500 rpm REDLINE 6500 rpm WEIGHT TO POWER15.4 lb/hp TRANSMISSION 6-speed automatic AXLE/FINAL-DRIVE RATIOS2.77:1/2.06:1 SUSPENSION, F;RStruts, coil springs, antiroll bar; multilink, coil springs, anti-roll bar STEERING RATIO 17.4:1 TURNS BRAKES,LOCK-TO-LOCK3.2F;R12.8-in vented disc; 13.0-in disc, ABS WHEELS 8.0 x 19-in, cast aluminum TIRES 255/45R19 100V M+S, Goodyear Eagle RS-A DIMENSIONS WHEELBASE 112.9 in TRACK, F/R 65.3/65.5 in LENGTH X WIDTH X HEIGHT202.9 x 76.2 x 60.7 in TURNING CIRCLE39.7 ft CURB WEIGHT 4060 lb WEIGHT DIST., F/R60/40% SEATING HEADROOM,CAPACITY5F/R39.0/37.8 in LEGROOM, F/R 41.9/38.1 in SHOULDER ROOM, F/R57.9/56.9 in CARGO VOLUME 20.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.5 sec 0-40 3.7 0-50 5.2 0-60 7.1 0-70 9.4 0-80 11.9 0-90 14.8 0-100 19.0 PASSING, 45-65 MPH3.8 QUARTER MILE 15.4 sec @ 91.2 mph BRAKING, 60-0 MPH129 ft LATERAL ACCELERATION0.81 g (avg) MT FIGURE EIGHT27.6 sec @ 0.64 g (avg) TOP-GEAR REVS @ 60 MPH1550 rpm CONSUMER INFO BASE PRICE $27,995 PRICE AS AIRBAGSSTABILITY/TRACTIONTESTED$32,485CONTROLYes/yesDualfront, front side, f/r curtain BASIC WARRANTY3 yrs/36,000 miles POWERTRAIN WARRANTY5 yrs/60,000 miles ROADSIDE ASSISTANCE5 yrs/60,000 miles FUEL CAPACITY 19.0 gal EPA CITY/HWY ECON18/28 mpg (est) CO 2 EMISSIONS 0.90 lb/mile (est) MT OBS FUEL ECON15.2 mpg RECOMMENDED FUELUnleaded regular space for three adults. No surprise then that this big family car takes fast corners with loads of tirescrubbingReboundundersteer.dampingis pretty firm though, and body roll is nicely controlled. The steering mostly feels precise with good weighting, if a bit too loose just off center, with a kind of bump-steer looseness when cornering on rough or highly crested roads. The 3.5-liter Duratec V-6 is a willing partner, delivering decent, smooth power. The six-speed’s paddle-shifters are a bit slow. Best to let the tranny controller do its thing, except on steep roads. At press time, Ford was awaiting EPA certification, but expects to match or better the ’09 Taurus’ 18/28 mpg with front drive. That’s just one or two mpg better than fullsize rear-drive cars like the Hyundai Genesis V-6 sedan (18/27) and aging Chrysler 300 3.5With(17/25).the Taurus’ tall overall height, it necessarily has to be a longer car in order to look like a long, sleek sedan, so it weighs within a couple pounds of its reardrive competitors, wiping out FWD mass efficiency.The2010 Ford Taurus is by necessity a compromised redo. Unlike Ford’s last such car, the 2008-10 Focus, the new Taurus is a good-looking compromise with subtle luxury, offering Great Recession consumers a lot of elegant kit for the money. It’s the right kind of car for the times, a car our current president may want to be photographed driving, sans the cigarette holder. ■ (ﬁrst test) ford taurus sel

52 AUGUST 2009 MOTOR TREND.COM CRACKING THE HYBRID CODE IN THE COMPACT-LUXURY-SEDAN CATEGORY ● words matt stone ● photographs brian vance

The debate continues as to whether hybrids are a viable long(or even short-) term solution to the cost/efficiency/emissions conundrum. A lot depends on the cost of entry, the price of fuel, and one’s desire to minimize his carbon footprint. No matter, consumer desire for hybrids has never been stronger. The Obama administration’s mandate for earlier and more aggressive CAFE standards will push the hybrid demand curve harder. Lexus has made its call and is first in the compact-lux-sedan pool with the new-for-2010 HS 250h. It resembles the brand’s own IS, and, at about two-inches longer than a C-Class, fits dimensionally midway between the IS and larger ES. But the HS 250h employs an entirely different chassis and bodywork. The gasoline engine, electric motor and hybrid drive system,

lexus hs 250h (ﬁrst drive)

MOTOR TREND.COM AUGUST 2009 53 AS DIFFERENTas they may seem, there’s one thing the BMW 3 Series, Audi A4, Lincoln MKZ, Mercedes-Benz C-Class, Volvo S60, Acura TL, Infiniti G37, Cadillac CTS, and all their competitors have in common: None of them is offered with a gas/electric hybrid powertrain.

ECO-FRIENDLY materials line trunk, interior kick panels. Remote Touch puts a mouse at your fingertips. Tune the HS 250h’s power curves with the touch of a button.

54 AUGUST 2009 MOTOR TREND.COM function, and regenerative braking helps recharge the nickel/metal/hydride battery pack.Unique is the HS’s programmable enginemanagement system.The car starts in Normal mode, which is designed to deliver linear throttle response and everyday balance between performance and economy. Three buttons on the instrument panel allow a choice between Power, Economy, and EV modes. Power is obvious, calibrated for the best performance (hint: maximum acceleration is obtained by also shifting the transmission into the “B” position, which is designed to deliver an extra dose of regenerative braking, but also dials up the most accelerative punch). Economy mode softens the throttle response at takeoff with the intent to educate drivers to be smoother away from the line, when most fuel is Selectingwasted.EV commands the HS into electric-only mode, designed for enginefree running in places like enclosed parking lots or during a slow-traffic crawl. But you have to treat the gas pedal with eggshell-like respect. Too much toe will fire the engine, which also kicks on at 20 mph, however gentle you are with throttle. The system works: On a flat stretch of private road, we drove more than two miles in EV, and the batteries were still half-charged. Additional efficiency and earth-friendly measures include the use of ecoplastics, recycled materials, LED lighting (less battery draw), an infra-red-rays-reducing windshield, and a class-leading Cd of 0.27. If you hunger for technology, the HS 250h will feed your boiler. Besides all the tech required to manage and maximize its hybridness, you can order rear and front parking-assist cameras, a heads-up instrumentation display, Mark Levinson infotainment packages (including DVD audio, voice recognition), and an outstanding nav package with a large, high res screen. Bundled with the nav is a suite of services called Enform. Besides the usual map functions, you can receive subscriptionbased XM weather reports, sports and stocks updates, and live Destination Assist. It’s all managed by a mouselike controller and electronic controller hardware are architecturally similar to those in the Toyota Prius, although most everything is larger and more powerful for this application.There’s a bit of under-the-sheets borrowing from the Toyota Avensis sedan sold in other markets. Yet, in spite of a familiar and familial Toyota/ Lexus look and feel, it is fair to call the HS a dedicated hybrid platform. Lexus says models like the RX 400h and GS 450h are “no compromise” hybrids, vehicles that deliver modestly improved mileage with little loss of performance or luxury feel. The HS 250h, like the Prius, is about maximum efficiency with minimal environmental impact.While most players in this category rely on at least six cylinders for power, the HS’s gas engine is a 2.4-liter Atkinson-cycle four, rated at 147 horses.Two electric motors assist the total horsepower rating up to 187. Again like the Prius, the powertrain is backed by a continuously variable transmission that varies the ratios depending upon rpm, load, and throttle position. One of the motors acts as the starter, the HS features an auto stop/start (ﬁrst drive) lexus hs 250h

N_\epflèm\jkèXe\nZXin`k_X[mXeZ\[\e^è\k\Z_efcf^p#jlZ_XjX?pYi`[#pflj_flc[eËk_Xm\kf nfiipXYflkk_\hlXc`kpf]]l\cXe[k_\gfk\ek`Xccp_Xid]lc[\gfj`kjc\]kY\_è[Ypè]\i`fi]l\cj%=l\cj n`k_K\Z_ifeK\Z_efcf^pb\\gpfli\e^è\Zc\XeXe[_\cgpfl^\kk_\dfjkflkf]pflièm\jkd\ekÇ \m\en_\epflZXeËkb\\gk_\flkj`[\Zc\Xe%K_\Zc\Xeè^gfn\if]K\Z_ife`jfecpXmX`cXYc\è:_\mife# K\oXZfXe[:Xck\o]l\cj% K_\[ìkfek_\flkj`[\ [f\jeËkk\cck_\jkfipf]n_XkËjle[\ik_\_ff[% © )''0:_\mifeGif[lZkj:fdgXep#JXeIXdfe#:8% 8cci`^_kji\j\im\[%:?<MIFE#k_\:_\mife?XccdXib# k_\JkXiKCf^f#:8CK<O#k_\:Xck\oJkXiXe[K<:?IFEXi\ i\^`jk\i\[kiX[\dXibjf]:_\mife@ek\cc\ZklXcGifg\ikpCC:% nnn%K\Z_ife%Zfd

56 AUGUST 2009 MOTOR TREND.COM called Remote Touch, mounted within easy reach on the center-stack/console. This system is so easy to use it makes most other central controller designs look silly.

CENTER STACK andSpoilerenginefour-cylinderconfirmHS250hasatechleader.andsatinchrome18-inchwheelsdenoteTouringPackagemodel. (ﬁrst drive) lexus hs 250h 2010 LEXUS HS 250H BASE PRICE $37,900 (est) VEHICLE LAYOUTFront-engine, FWD, 5-pass, 4-door sedan ENGINE 2 Atkinson-.4L/147-hp/138-lb-ftcycleDOHC 16-valve I-4 plus two electric motors bringing total system output to 187 hp TRANSMISSION Continuously variable auto CURB WEIGHT 3700 lb (mfr) WHEELBASE 106.3 in LENGTH X WIDTH X HEIGHT184.8 x 70.3 x 59.3 in 0-60 MPH 8.4 sec (mfr est) EPA CITY/HWY FUEL ECON34/35 mpg CO 2 EMISSIONS 0.56 lb/mile ON SALE IN U.S.Currently

The interior is a comfy enough place. Up-front room is good. The front seatbacks and rear headliner are scalloped to increase rear cabin room, which is fine for six-footers.

How to describe the HS driving experience? “Efficient”?Yes.“Soothing”? Maybe. “Luxurious”? Mostly. “Exciting”? No. It’s just not the car’s mission. Zero-to-60 takes 8.4 seconds, says Lexus. The process is accompanied by the usual hybrid accel curve of the engine spooling to maximum revs (and noise) while the electric motors do their CVT thing. The engineers have worked hard to quell engine roar, but you won’t mistake Synergy Drive’s four for a velvety six or small V-8. There’s also the whirr of the regenerative brakes, the engine cutting in and out, various systems doing their thing.These techno sounds won’t drive you out of the car, but they’re there. The aim is efficiency, but it comes at some sacrifice to the impression of luxury.

The HS’ electric steering has more feel and response than in the Prius, but you won’t mistake it for a 3 Series. Ditto the brakes, which feel wooden and nonlinear. The car handles well enough, but won’t set any lap records. It rides comfortably and is quiet on the cruise.There’s minimal road rumble, and the low aero resistance keeps windnoise in check.We recommend the Touring package, which includes larger 18-inch wheels, sportier suspension tuning, a rear spoiler, and aluminum-trimmed pedals. It makes the car handle more responsively and feel better planted, with no loss in ride quality.

Lexus hasn’t released pricing as of this writing, but hints at a base MSRP around $38,000. Order the Navigation and Touring or Technology packages, and it’ll crest $40K with ease. Lexus hopes for around 24,000 buyers per year whose most important purchase criteria are technology and ecology. In the HS 250h, they’ll find a generally well-engineered and executed machine; so far, one in a class of one. If you value mph over mpg and redlines above green ones, there are many more compelling choices in this price range. ■

The materials choices aren’t as dazzling as they are in upper-crust Lexus models, but everything is of high quality and fits together nicely. Leather seating surfaces and door inserts are standard, as are dual-zone HVAC, tilt/tel wheel, power everything, 10 airbags, Bluetooth—even first aid and tool kits. Considering all the technology and functions that need managing, the various buttons and controls are straightforward.

58 AUGUST 2009 MOTOR TREND.COM ● words todd lassa (ﬁrst drive) lincoln mkt ecoboost THEREINTERPRETINGGREATAMERICANPRAIRIESCHOONER

MOTOR TREND.COM AUGUST 2009 59

) lincoln

a kind of two-tone look to the model. The Panoramic Vista Roof is fixed in standard form. A power sunroof is optional. The “premium innovations” list reads like a Mercedes or Lexus spec sheet, as recited by Bill Gates. EcoBoost-powered MKTs come with electric power steering, which in turn allows for the Active Parking Assist option, Lincoln’s more successful take on the Lexus LS automatic-parkingfor-doltsLincolnoption.says that, unlike competitors’ systems, it works when parking uphill.

“FLYING WING” grilles now lead off the modern Lincoln lineup, save for the MKX. (That facelift is about a year away.) The latest model to receive this retro treatment is the MKT, a six- or seven-passenger crossover utility vehicle Lincoln calls its new flagship. The wing-free Navigator sport/utility costs a bit more, but it’s relegated to a future of very low volume, high-profit model.

60 AUGUST 2009 MOTOR TREND.COM with FWD or fully automatic AWD. MKT with EcoBoost comes with AWD only. A six-speed automatic with a paddle attached to the steering wheel uses the paddle for upshifts, thumb control for downshifts. It can be confusing, especially in the middle of a turn, with the controls out of place. Most owners will let the tranny shift itself, except when crossing mountain ranges. Like General Motors with its Lambda large crossovers, soon to be reduced to Chevrolet Traverse, GMC Acadia, and Buick Enclave (and probably, the next-generation Cadillac Escalade moving to the platform to compete directly with the MKT), this new Lincoln and the Flex share underpinnings but no sheetmetal.While we find the boxy, upright Flex a refreshing CUV take on the modern wagon, it has been far from a sales success compared with competitors like the Traverse.The curvy, flowing MKT won’t have any problems with the creased-sheetmetal averse, though reader comments of our motortrend.com first drive reveal a fairly even split among the love it versus hate it camps.TheLincoln further distinguishes itself with an all-glass roof, adding weight and

There’s adaptive cruise control, intelligent access with push-button start, adaptive headlamps and standard high-intensity discharge lamps, automatic high beams, rain-sensing wipers, Blind Spot Information System, Cross Traffic Alert, a reverse camera, and, of course, standard Sync. With its thickly padded dash and door trim panels, the MKT’s interior trumped that of an Audi Q7 4.2, which Lincoln thoughtfully provided for the first drive, at Ford Motor Company’s Romeo Proving Ground in Michigan. The wrapped and stitched dash is soft and cushy where the Q7’s is made of hard, though high-quality, plastic. And

One thing the MKT doesn’t need behind its 1941 Continental-like grille is an eightcylinder engine. Turbocharging, direct injection, and the high compression that goes with it replace two cylinders in Ford Motor Company’s coming line of EcoBoost engines.The first of this new family, a 3.5-liter twin-turbocharged V-6, is just the ticket to making a big, post-SUV prairie schooner like the MKT quick and efficient. Base engine for the MKT is a 270-horse, 3.7-liter Duratec V-6, also standard in the 2010 MKS. Lincoln certified both engine choices on premium, though you can run either on regular without affecting the warranty. Lincoln rates the Duratec on regular at 268 horsepower. It doesn’t list a regular-fuel horsepower rating for the EcoBoost. In the MKT, the Duratec is available drive mkt ecoboost NO BOXY Flex, MKT sheetmetal is unique, though interior is simply an upscale version of the Ford’s.

(ﬁrst

INCREASING concerns for fuel economy and low CO2 emissions steered Lincoln clear of the Yamaha V-8 available in the MKS’s platform sibling, the Volvo S80. Instead, the top-of-the-range MKS comes with the same 355-horse twin-turbo 3.5-liter V-6, coupled with AWD to avoid torque steer, as in the new MKT. With less weight than the crossover bears and the same 1500-5250-rpm peak torque band, the MKS EcoBoost easily lives up to its promise, accelerating with alacrity from a dead stop. Both new Lincolns are plush and extremely quiet. With that kind of smoothness, accelerating to, say, 120 mph is like taking a walk in the park. Lincoln says the EcoBoost’s power equals a 4.6-liter V-8’s—200 cc larger than the Volvo-Yamaha engine.

MOTOR TREND.COM AUGUST 2009 61

The MKS does this with minimal chassis upgrades, which include a new electric power-steering system, new front and rear anti-roll bars, revised suspension and bushings, and a new upper-shock mount design. An optional Sport Appearance package comes later this year with dark headlamp/foglamp lenses, unique badging, and an upgraded interior. It doesn’t pretend to be a sport sedan. The car tends toward excessive, benign understeer and some easily controlled high-speed wallow. As with the MKT, you discover the bump stops quickly on rough pavement. The MKS is simply not engineered to be the kind of car the EcoBoost otherwise suggests. The large, front-drive-based lux car is the replacement for the much longer, lower rear-drive Town Car. This is a stately sedan designed to exude quiet luxury, even if the headlamp and foglamp lenses are blacked out. 5-pass, 4-door

2010 MKS: ANOTHER NAIL IN THE V-8’S COFFIN regularon273-hp/270-lb-ftfuel;premiumrecommended*On*; 2010 LINCOLN MKS BASE PRICE $41,695-$48,595 DRIVETRAIN Front-engine, FWD/AWD,

sedan ENGINES 3.7L/275-hp/276-lb-ft* TRANSMISSION 6-speed automatic CURB WEIGHT 4150 - 4300 lb (mfr) WHEELBASE 112.9 in LENGTH X WIDTH X HEIGHT204.1 x 75.9 x 61.6 in 0-60 MPH 5.9-7.0 sec (MT est) EPA CITY/HWY FUEL ECONNot yet rated ON SALE Currently “PREMIUMLISTINNOVATIONS”READSLIKEA LEXUS OR MERCEDES SPEC SHEET AS RECITED BY BILL GATES.

62 AUGUST 2009 MOTOR TREND.COM the fit-and-finish, even for preproduction MKTs, was quite good. Except for dash/ instrument panel design, a dollop of real wood trim and higher quality seat leather, the Lincoln’s design is much closer to the Flex inside than outside, a testament to the surprising quality of the Ford’s interior.

While Lincoln may try to pass off its MKT as a kind of rolling boardroom, it’s really a family-size luxo wagon, the logical successor to the not-quite-logical Navigator.

The EcoBoost engine is a worthy alternative to the V-8, able to motivate large, heavy objects along vast expanses of American highway. Powering the MKT, it feels more sprightly than the 350-horsepower, 325-pound-feet Q7 V-8.The twin turbos, each serving a bank of the vee, need a couple hundred rpm over idle to get up and go.

There’s just half a beat of lag after tip-in.

Peak torque kicks in quickly, though, at 1500 rpm, and stays there right up to 5250. Lincoln estimates 7.0-seconds 0-to-60 mph (about 8.6 for the 3.7 Duratec). It feels quick and composed to 120 mph and beyond.

WRAPPED

(ﬁrst drive) lincoln mkt ecoboost 2010 LINCOLN MKT BASE PRICE $44,995-$49,995 VEHICLE LAYOUT Front-engine, FWD/AWD, 6- or 7-pass, 4-door SUV ENGINES 355-hp/350-lb-ft3.7L/270-hp/270-lb-ft*DOHC24-valveV-6;3.5L/twin-turboDOHC24-valveV-6 TRANSMISSION 6-speed automatic CURB WEIGHT 4700-4950 lb (mfr) WHEELBASE 117.9 in LENGTH X WIDTH X HEIGHT207.6 x 76.0 x 67.4 in 0-60 MPH 7.0-8.1 sec (mfr est.) EPA CITY/HWY FUEL ECON17/24 mpg (est, EcoBoost) CO 2 EMISSIONS 0.98 lb/mile (est) ON SALE IN U.S. Currently *Onrecommendedpremium;268-hp/267-lb-ftonregular

As with the Flex, six-passenger MKTs will be available with a center-console refrigerator. Thanks to the optional sunroof and the more rakish D-pillar versus the Flex’s, the MKT’s third-row seat is best left to the kids or those shorter than five-anda-half feet. First and second rows are very roomy and comfortable.

As a postmodern prairie schooner, the MKT’s chassis isn’t quite up to the task of meeting the engine’s potential.The EcoBoost version comes with stiffer front and rear springs versus the Duratec version’s and retains its 32mm front/22mm rear anti-roll bars.

The EcoBoost makes the MKT feel light and lively. Keep in mind, though, it’s a traditionally cushy Lincoln. When pushed, the electric power steering feels too light and needs corrections on crowned or bumpy roads. You’ll also find the MKT’s bump stops on crusty roads, although the damping rebound is excellent and keeps everything in proper control. Lincoln benchmarked the Q7, of course, and the Acura MDX, plus Mercedes’ R-Class for the MKT. That’s the kind of crossover it is, somewhere between Q7 and R-Class, with an optional engine that will make you king of the big family vacation, able to cross the Continental Divide in a single bound and without the need of a thirsty V-8. ■ and stitched dash is soft and cushy, with real wood trim. Rest of interior is closer to that of its Flex sib.

Even with a late-summer on-sale date quickly approaching, Lincoln didn’t have EPA fuel mileage numbers, but expect 17/24 mpg for the AWD EcoBoost model, well ahead of the 800-pound-heavier Q7’s 13/18 mpg and bettering the Acura MDX’s 15/20 or the Buick Enclave’s 16/22.

(ﬁrst test) ferrari 16m scuderia spider CELEBRATING ITS SWEET16TH F1 CHAMPIONSHIP, THE SCUDERIATOPLESSGOES ● words frank markus 64 AUGUST 2009 MOTOR TREND.COM

MOTOR TREND.COM AUGUST 2009 65

(ﬁrst test) ferrari 16m

FERRARI is one of the few automakers on planet earth to have any news worth celebrating these days, but indeed the prancing horse posted a 54-million-euro profit for the first quarter of 2009, its new entry-level California has a two-year waiting list, and the scuderia won its 16th Formula 1 constructor’s championship in 2008. To celebrate, Ferrari’s flashing the world with a topless version of the 430 Scuderia dubbed 16M and festooned with badges to remind the generations to come of Scuderia Ferrari’s auspicious racing record. Of course, in Italy, the number after 16 is unlucky, and so far the 2009 F1 season has been less auspicious, but for now let’s bust out the prosecco and toast better Functionally,days.the 16M is a Scuderiafied F430 Spider. It gets the same low-backpressure, higher-compression (11.9:1 versus 11.3:1) V-8 good for 503 horses and 347 pound-feet (versus the F430’s 483/343) bolted to the same F1-Superfast2 transmission capable of shifting in 60 milliseconds with torque interruption of about 40 milliseconds. The chassis setup is also nearly identical from the standard carbonceramic brakes (15.6 inch front, squeezed by six-piston calipers, 13.7-inch rear with four-piston calipers), wider 19-inch tires on unique rims (including an optional new design for the Spider), harder and lower springs, and the race-tuned-adjustable damping, F1 Trac, and E-Diff systems. The ability to engage the most aggressive driving modes on the manettino switch while setting the suspension to its softer setting to help keep the tires pressed to the pavement on bumpy stretches is probably even more useful in the Spider.

That sounds pretty darned steep for a V-8 Ferrari, but then this promises to be history’s quickest flip-top Ferrari road car. We set out to prove that claim, but on the day of our drive, the famous Fiorano circuit was occupied, and the airstrip we used to test the coupe was not available. So we had to resort to a less optimal stretch of flat and deserted asphalt that looked smooth and seemed to have decent grip.We lined up for the launch, put a foot on the brake, toggled CST off, pressed the LC button, saw the “L” flashing in the gear-number display, revved to 4000 rpm, released the brake and modulated the throttle for what felt like a too-low-speed, near bogging launch, followed by blistering acceleration through four gears’ worth of shrieking g-sled acceleration that may have been audible at the Lambo factory 20 miles away in Sant’Agata Bolognese. After considerable cooling down and a few nice quiet braking tests, it was time for another try, this time with a few more revs on the dial. Too much wheelspin, too abrupt a corrective lift. We made two more attempts, each from slightly different starting points and neither felt quite ideal, but as the first of several waves of journalists to drive this brand new 16M, we’d been asked to limit our testing to four launch-control starts. Our best results: 3.8 seconds to 60 mph, 11.8 at 122.7 mph in the quarter. That’s just ahead of the F430 Spider, but six or seven tenths and almost four mph off the coupe’s time. Overlaying the acceleration curves proves the difference is almost entirely before 20 mph. The 45-65-mph passing times are within two tenths. Braking was off just a bit too, at 96 feet from 60 mph versus 93 and 282 from 100, versus 255. Some of that difference will be accountable to the scuderia spider SEEMS SAFE to assume this is the quickest open Ferrari this side of the single seaters.

The biggest tuning difference between the Scuderia coupe and Spider involve the engine note, which was revised to eliminate some uncomfortable frequencies by fitting unique intake manifold resonators (the torque curve is unchanged). Mass increases by 199 pounds, raising its weight-to-power ratio from 5.9 to 6.3 pounds per horsepower, but it’s still about 175 pounds lighter than the F430 Spider. Torsional rigidity drops some 30 percent relative to the roofed version, though the Scuderia mods improve the F430 Spider’s torsional strength marginally.While we’re speaking in relative terms, we may as well disclose that, at $313,350, the 16M costs $25,382 more than the Scuderia coupe and $78,553 more than an F430 Spider.

66 AUGUST 2009 MOTOR TREND.COM

buyers to pop for the

IT’S HARD to imagine what prompted Ferrari to develop a “handling package” for its flagship GT, the 599 GTB Fiorano, as we can’t recall ever hearing, reading, or publishing any complaints about the original chassis setup. Maybe a Lotus cut Mr. Montezemolo off in traffic during his commute to the office. Whatever the impetus, the resulting Handling GranTurismo Evoluzione setup is Chassisimpressive.upgrades include stiffer springs (by 17/15 percent front/ rear) that lower the car 10 mm, a stiffer rear anti-roll bar (25 mm from 23.5), a firmer and quickerresponding calibration of the magnetorheological shocks, a halfdegree front-camber increase, and new compound and construction of the identically sized Pirelli PZero tires, which mount to three-piece composite wheels with forged centers. The front wheels are a halfinch wider to improve the contact patch. Ferrari claims these changes increase roll stiffness by 19 percent, boost lateral grip by eight percent, and cut the amount of steering input required to achieve 0.80 g by 20 percent, all of which shaves 0.6 second off the lap time on its namesake track. Engine output is unchanged, though the exhaust is retuned to feature lower frequencies, and the throttle mapping is tied to torque output rather than rpm. These improvements are as impossible to argue with as they are to detect on the twisty roads outside Maranello, with no base model on hand for comparison. The increased front-end grip and body control enable later braking and sharper turn-in that, along with the more urgent sounding exhaust serve to mask the car’s porcine two-tonnage better than God’s own girdle and a well-cut black dress. The sublime HGTE seats offer adjustable bolsters on the backrest and seat cushion for tailormade lateral support. Complaints? The brakes allow too much pedal travel before biting, the exhaust is a tad boomy around 3000 rpm, and the spectacular handling exacts a noticeable ride penalty. also but that includes the full grilles (larger or mesh), black, tailpipes, and more. 40 percent of HGTE. they like those above Maranello, they’ll their

live near roads

carbon-ﬁber interior kit, a choice of unique

Ferrari expects

get

a revised rear diffuser in matte

eggcrate

money’s worth. 2010 FERRARI 599 GTB FIORANO HANDLING GTE FERRARI 599 GTB FIORANO HANDLING GTE BASE PRICE $356,825 VEHICLE LAYOUTFront-engine, RWD, 2-pass, 2-door, coupe ENGINE 6.0L/612-hp/448-lb-ftDOHC48-valveV-12 TRANSMISSION 6-speed auto-clutch manual CURB WEIGHT (F/R DIST)4000 lb (mfr) WHEELBASE 108.3 in LENGTH x WIDTH x HEIGHT183.7 x 77.2 x 52.6 in 0-60 MPH 3.3 sec (MT est) 1.8-MILE ROAD COURSE LAP85.9 sec EPA CITY/HWY FUEL ECON11/15 mpg CO 2 EMISSIONS 1.55 lb/mile (est) ON SALE IN U.S.Currenly TRANSFORMING GT TO G WHIZ

new

The package

MOTOR TREND.COM AUGUST 2009 67

exacts a $30,095 upcharge,

68 AUGUST 2009 MOTOR TREND.COM extra weight and some possibly to green (900-mile) hardware—but not much. The factory quotes a Fiorano lap time just 1.5 seconds slower than the coupe’s. Given that, it seems safe to assume this is indeed the quickest open Ferrari this side of the company’s perennially triumphant singleseaters.Ifitdoesn’t actually run quite as quick as the Scud coupe, it feels much quicker top down, the same way sledding down a hill felt faster and more exhilarating than riding down it cooped up in your mom’s car. Attack a set of switchbacks alfresco and, while your fingers are receiving abundant information from the well-weighted helm, your ears receive corroborating evidence about exactly which tires are scuffing or squealing as a result of cornering forces or intervention from the antilock, E-Diff, or CST systems. Depending on how much runoff is available in the corners, a flick of the manettino switch can dial the amount of allowable oversteer up or down quite reliably from zero slip angle in Normal mode, to Formula-Drift in Race mode. Sport seems ideal for narrow Italian back roads. In between the turns, there’s that inimitable flat-plane-crank V-8 wail bouncing off the retaining walls and goading you to charge deeper into each corner, testing the seemingly infinite depth of the carbon-ceramic discs’ braking power. They’re incapable of vibration-inducing warpage and incredibly resistant to fade. In 120 miles of driving over roads of varying quality, no bump or dip ever elicited a shake or shimmy of chassis flex, but the violence of a full-throttle Racemode upshift sends a shudder through the structure that I don’t recall feeling on the same roads in the coupe. One can imagine more exciting ways of getting from point A to point B while enjoying the sun and wind—a flying-squirrel suit, a jet pack, a rocket luge—but it’s hard to think of an open four-wheeler that’s this exciting to drive and still offers full weather protection, A/C, and a decent sound system (put your pencils down, Ariel Atom buffs). That’s ample cause for celebration even in a down year. ■ (ﬁrst test) ferrari 16m scuderia spider FACTORY quotes a Fiorano lap time just 1.5 sec slower than the coupe's. 2010 FERRARI 16M SCUDERIA SPIDER BASE PRICE $313,350 PRICE AS TESTED$313,350 VEHICLE LAYOUTMid-engine, RWD, 2-pass, 2-door, convertible ENGINE 4.3L/503-hp /347-lb-ft DOHC 32-valve V-8 TRANSMISSION 6-speed auto-clutch manual CURB WEIGHT (F/R DIST)3175 lb (43/57%) WHEELBASE 102.4 in LENGTH x WIDTH x HEIGHT177.6 x 75.7 x 47.9 in 0-60 MPH 3.8 sec* QUARTER MILE 11.8 sec @ 122.7 mph* BRAKING, 60-0 MPH96 ft BRAKING, 100-0 MPH288 ft 1.8-MILE ROAD COURSE LAP86.5 sec** EPA CITY/HWY FUEL ECON11/16 mpg CO 2 EMISSIONS 1.52 lb/mile ON SALE IN U.S.Currently * Sub-optimal launch ** Ferrari test driver, Fiorano circuit

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MOTOR TREND.COM AUGUST 2009 71

72 AUGUST 2009 MOTOR TREND.COM FIRST you scan the options list: touchscreen navigation, premium leather trim, rear parking sensors, iPod adapter, Bluetooth hands-free phone connectivity, backup camera, Alpine audio system, powerfolding mirrors. Next you check the badge on the nose.Then you’re sure you’re looking at the wrong car. Except you aren’t. The arrival of the new mid-engine Evora, due on our shores in January, may mark the first time in nearly two decades that the words “Lotus” and “shoehorn” haven’t been used in the same sentence.Following the demise of the muchunloved Excel in 1992, Lotus Cars stopped building 2+2s to concentrate instead on a unleashing a steady volley of tiny, minimalfrills two-seaters—Elises and Exiges and assorted variations thereof. Each has offered a driving experience akin to grabbing hold of a live high-voltage wire. And each has coddled its two occupants with all the comfort and luxury of a discount motel’s Guantanamo suite. Well, after a rainy three-hour drive in the new Evora across Scotland’s green hills, past wave-swept lochs, down battered two-lane carriageways…I’m fine. Great, in fact. No post-go-kart stress disorder. No residual engine ringing in the ears. No lingering embarrassment at having poorly executed my dismount from the driver’s seat and ended up sprawled across the asphalt with a foot caught in the steering wheel. What’s more, I could’ve brought my wife and daughter along, and they’d have thoroughly enjoyed it, too.

(ﬁrst drive) lotus evora

The Evora marks a turning point for the British maker. This may be the first-ever Lotus built for everyone.

Wonderful as the Elise and Exige are as single-malt sports cars (such are the metaphors that come to mind when you’re surrounded by Scottish distilleries), they are one-dimensional machines—and unabashedly so. Strap one on and attack your favorite mountain pass until your mouth hurts from grinning, yes, but then put it away until next weekend.

The Evora is different. First, it’s bigger. Not big, just bigger. Compared with the Elise, wheelbase grows by nearly 11 inches and overall length climbs by nearly two feet (though it’s about four inches taller than the Elise, the Evora retains the low-slung stance of a running shoe). If those increases seem significant, they only prove how Lilliputian the Elise really is. In the metal, the “big” Evora looks lithe and tidy. Indeed, the composite bodywork is so lean, the hood emblem mounts directly over the end of the front subframe (the rear overhang is almost equally minimal). It’s a beautiful piece too: Styled by design manager Steve Crijns and Lotus design chief Russell Carr, the Evora resembles a small shark. It’s so pretty you want to pet it, but you don’t ’cause it might also snatch off a finger. Unlike the Coke-bottle Elise and Exige, the Evora slips easily through the air (drag coefficient: 0.33) while its top-exit radiators (in the hood), rear spoiler, and rear diffuser combine for significant downforce at speed. Naturally, it also offers something the Elise and Exige never could: a rear seat. True, it’s a small one, built only for children or “5th-percentile females” (I think that has something to do with how much they watch “The View”). But it’s there (or skip the rear seat if you want and order your Evora with a rear luggage shelf instead). Front-seat room is up conspicuously, so much so that you’ll no longer rub shoulders with your passengers. I’m six feet tall and easily had two inches of headroom to spare. Best of all, you can actually climb into the Evora’s cockpit without instructions or a presoak in WD-40.Goahead and blink a few times, because inside the Evora looks like no other Lotus before it. There’s carpeting and everything. A nicely stitched leather dash. Plus all those options like satnav, Bluetooth, and premium audio. Check out the smart details, too: a dead pedal stuck just where your

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74 AUGUST 2009 MOTOR TREND.COM left foot wants to rest, aluminum climatecontrol buttons that look good and make sense, a racy flat-bottom steering wheel. When I mention that last touch to vehicle engineering director Roger Becker (who’s been at Lotus for more than four decades), he laughs. “Ah! The steering wheel that divided a family!” Turns out Becker’s son Matthew, now executive engineer in charge of vehicle dynamics, wanted a conventional round wheel.“That one looks like someone dropped it,” says Matt. Sorry, son: We’re with Dad on this one. Lotus has a long history of borrowing from Toyota’s parts shelves, and the Evora is no different. In the mid-mounted engine bay sits a version of the twin-cam, 3.5-liter V-6 that also serves in such Toyotas as the Camry and the Venza. A Camry motor in a Lotus? Why, yes—and, says Paul Birch of Lotus powertrain systems, both automakers are damn proud of that.“Toyota engineers even asked us very politely…‘Could you mention that you’re using a Toyota engine?’” Birch says. “And we’re like, ‘Why wouldn’t we?’” As it does with all the hardware it sources, Lotus added its own “sparkle” to the Toyota six, including a new exhaust system. Output is 276 horsepower at 6400 rpm and 258 pound-feet of torque at 4700.“Wait,” you may be saying.“Doesn’t Toyota also make a more potent, direct-injection version of that engine?” It does—but the DI motor is set up only for longitudinal applications and won’t fit in the Evora’s transverse bay. Unlike Toyota, Lotus mates the 3.5-liter six with a manual transmission.The six-speed is borrowed from a Toyota diesel powertrain, and in standard form its tall ratios help deliver exceptional fuel economy. Lotus will also offer a Sport version, though, incorporating its own third-, fourth-, fifth-, and sixth-gear cogs. Fuel economy drops about 3 mpg with the Sport six-speed, but performance jumps. Lotus claims the Evora will run to 60 in just 4.9 seconds. Lotus also builds its own clutch and revises the linkage for a tighter, more aggressive shift feel. For the 2011 model year, Lotus will add an optional six-speed automatic with paddle shifters, another Toyota unit.“We’ll revise that one for Lotus duty, too,” says Becker. Aside from its Toyota-sourced powertrain, the Evora is a clean-sheet car. “It shares only about three percent of its parts with other Lotus models,” says Becker.“And those bits are almost all nuts and washers and bolts.” Like the Elise and Exige, the Evora uses an extruded and bonded aluminum chassis. But the structure of the new Low Volume Versatile Vehicle Architecture is vastly different. The chassis is composed (ﬁrst drive) lotus evora

GO AHEAD and blink a few times. Evora cabin looks like no other Lotus before it.

insight.honda.com 1 800 33 Honda EX model shown. Eco Assist and the Eco Assist symbol are trademarks of Honda Motor Co., Ltd., and may not be used or reproduced without prior written approval. ©2009 American Honda Motor Co., Inc. the INSiGHT. a new hybrid from Honda. Introducing a hybrid for everyone. With features most of us don’t expect on a car this affordable. Including projector-beam headlights, six airbags, MP3 jack, folding rear seats and an innovative Eco Assist TM system. Just a few of the many standard features that make this the hybrid designed and priced for us all. The new Insight. from Honda. for everyone. for the many.

The engine is a sweetheart, loaded with torque and eagerly spinning to high revs (select Sport mode, and throttle response quickens while max revs climb by 500 rpm).The motor’s 276 horses are more than enough to motivate the Evora’s claimed 3050 pounds. The six-speed is brilliant, shifting with just a flick of the lever and aided by an ultra-smooth clutch—added by Lotus. The pedals are perfect for heel-and-toe work.

Riding shotgun, Paul Birch tells me that the Evora even outgrips the purebred Exige S on semi-slick tires. “We’ve measured sustained lateral readings of 1.3 g,” he says. “On street tires.”

76 AUGUST 2009 MOTOR TREND.COM 2010 LOTUS EVORA BASE PRICE $75,000 (est) VEHICLE LAYOUTMid-engine, RWD, 4-pass, 2-door, coupe ENGINE 3.5L/276-hp/258-lb-ftDOHC24-valveV-6 TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST)3050 lb (mfr) WHEELBASE 101.4 in LENGTH x WIDTH x HEIGHT170.9 x 72.8 x 48.1 in 0-60 MPH 4.9 sec (mfr) EPA CITY/HWY FUEL ECON24/31 mpg (est) CO 2 EMISSIONS 0.73 lb/mile ON SALE IN U.S.January 2010 of a central tub to which a front and rear subframe are bolted on each end. Both subframes are designed to deform and absorb the majority of the impact in a crash (the rear subframe passes the new 50-mph “bullet” rear-collisions test), while the centerpassenger section remains intact. If, say, the front structure is damaged in an accident, it’s a relatively simple exercise to remove it and bolt-on a new one. Brakes are large ventilated discs (crossdrilled with Sport pack) with four-piston calipers. Tires are Pirelli PZeros on 18-inch (front) and 19-inch (rear) alloy wheels (cast wheels are standard, with forged optional). Though it’s easy to climb into and even relatively easy to see out of, the Evora is very much a Lotus. The steering is direct, precise, alive with feedback.You’d never know it’s hydraulically assisted—it’s that pure.The front end feels light and bites hard into turns (despite the rain), and the grip feels limitless (U.S. Evora models will offer standard traction and stability control, both with Sport modes and also fully defeatable).

About a third of those will head to the states, beginning in January. U.S. pricing hasn’t yet been announced, but Lotus says to expect a base of around $75,000.

The Evora rocks. It looks fabulous, it’s a quantum leap up in Lotus refinement and driveability, yet it retains the feathery, purebred feel of its feisty two-seat siblings.

It’s a truly unique vehicle, too—Lotus claims it’s the only car in the world that can reach 60 in under five seconds, top 160 mph, and deliver more than 30 mpg on the highway (U.S. EPA figures are estimates for now).

POINT:TURNINGThe Evora may be everyone.builtLotusfirst-everthefor (ﬁrst drive) lotus evora

In fact, in many ways the Evora feels very much like an Elise, with the same hardwired-to-you character.Yet it rides far better and, of course, offers a far more pleasant ambiance. Part of that quality stems from the structure’s rigidity, said to be 2.5 times stiffer than the Elise’s. Lotus will build just 2000 Evoras annually.

“Nothing else like it” has long been a Lotus hallmark, of course. Now, though, that’s a real compliment. ■

1-888-372-8473 ©2009 Tire www.tirerack.comRack INSTALLDELIVERBUYRESEARCH Since 1979 ®Tire Buying ON THE PHONE Wherever you are our Recommended Installers are nearby and ready to install your order! It’s easy to find one near your home or office and your order can be shipped directly to an installer location from one of our five strategically located distribution centers. Because the best tires in the world can’t help you if they’re not properly installed on your vehicle. Our sales specialists can determine which tire is best for your driving needs and then offer you our list of the Recommended Installers in your area. A hassle-free installation experience. Just ask when you’re placing your order. A NATIONAL NETWORK OF OVER 5,000 RECOMMENDED INSTALLERS. ONE MORE WAY TIRE RACK IS REVOLUTIONIZING THE WAY YOU BUY TIRES. AND A NATIONAL NETWORK OF OVER 5,000 INDEPENDENT RECOMMENDED INSTALLERS THE LARGEST SELECTION OF TIRES ANYWHERE ONLINE At tirerack.com, selecting a Recommended Installer is easy. Search results identify our Price Pledge Plus installers, too. These installers consistently achieve excellent rankings in our survey results and their prices are shown online. Pick an installer. Call them to set up an appointment. Drive in for installation! Find a Recommended Installer: ZIP Code: GO

TRUCK & SUV Wheels Visit www.tirerack.com to see an additional 104 truck and SUV wheel styles! ® Comes with Red, Chrome & Carbon Fiber Inserts Comes with Red, Chrome & Carbon Fiber Inserts ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm Prices Subject to Change Prices Vary by Application NASCAR ® DAYTONA 17 18 20 STARTING AT $139ea. ULTRA WHEEL NOMAD 15 16 17 STARTING AT $96ea. ZINIK Z12 MAZOTTI 18 20 22 24 STARTING AT $99ea. MAMBA M4 17 18 20 22 STARTING AT $149ea. GRANITE ALLOY GA10 18 20 22 STARTING AT $109 ea. GRANITE ALLOY GA9 15 16 17 STARTING AT $105ea. ATX CHAMBER Teflon® 15 16 17 18 STARTING AT $149ea. 3 of the 129 styles available for the 2009 Audi A4 at www.tirerack.com Visit www.tirerack.com to see our entire selection of over 516 wheel styles! O.Z. ULTRALEGGERA HLT 19 20 STARTING AT $149ea. O.Z. ALLEGGERITA HLT 17 18 STARTING AT $299 ea. ZINIK Z27 SOFIN 18 19 20 STARTING AT $149ea. AVARUS AV5 mach. black 18 19 20 STARTING AT $169 ea. ENKEI PERF. EDR9 15 16 17 18 STARTING AT $120ea. BREYTON RACE GTS-R 18 STARTING AT $309 ea. BREMMER KRAFT BR03 18 19 STARTING AT $165 ea. ASA AR6 mach. anth. 17 18 STARTING AT $139 ea. ASA AR9 mach. anth. 18 19 STARTING AT $174 ea. O.Z. SUPERLEGGERA III blk. 18 19 20 STARTING AT $826 ea. O.Z. BOTTICELLI 17 18 STARTING AT $255ea. KAZERA KZ-H 17 18 STARTING AT $129 ea. MODA MD7 17 18 STARTING AT $125ea. MODA MD8 17 18 STARTING AT $118ea. MSW TYPE 20 mach. black 15 16 17 18 STARTING AT $85ea. BBS CH 17 18 19 STARTING AT $440ea. RIAL PORTO 18x8 $188ea. ENKEI PERFORMANCE EKM3 18x8 $195ea. ASA GT1 18x8 $164ea. 2009 Audi A4 with 18" XLine by O.Z. Energy titanium mirror SEE ONTHEMYOUR CAR Visit the Upgrade Garage Experiencewww.tirerack.com.atone-click access to everything that ﬁts your vehicle, and keep a wishlist of your favorites. WHAT ABOUT TPMS? If your vehicle came equipped with a direct tire pressure monitoring system, we can assist you in selecting wheels that are compatible with its sensors. We also offer an extra set of sensors for all TPMS systems, so your tire and wheel package can arrive with sensors already installed. WANT MORE INFO? Call and talk to our highly trained experts.

On-/Off-Road All-Terrain Developed for the drivers of jeeps, pickup trucks and sport utility vehicles looking for on- and off-road capability using standard, as well as large diameter wheels, the Road Venture AT is designed to combine on-road handling with off-road traction. LT 215/75 R- 15CSS OWL P 225/75 R- 15SS OWL P 235/75 R- 15SS OWL P 235/75 R- 15XL SS OWL LT 235/75 R- 15C SS OWL LT 30X9.5 R- 15C SS OWL 31X10.5 R- 15C SS OWL 32X11.5 R- 15C SS OWL 33X12.5 R- 15C SS OWL LT 215/85 R- 16E SS OWL LT 215/85 R- 16D SS OWL LT 215/85 R- 16E LT 225/75 R- 16E SS OWL LT 225/75 R- 16D SS OWL P 225/75 R- 16SS OWL P 235/70 R- 16SS OWL LT 235/85 R- 16E SS OWL P 245/70 R- 16SS P 245/70 R- 16SS OWL LT 245/75 R- 16E SS OWL P 245/75 R- 16SS P 245/75 R- 16SS OWL P 255/70 R- 16SS OWL P 265/70 R- 16SS P 265/70 R- 16SS OWL LT 265/75 R- 16E SS OWL P 265/75 R- 16SS OWL LT 265/75 R- 16C SS OWL LT 265/75 R- 16D SS OWL LT 285/75 R- 16D SS OWL LT 305/70 R- 16E SS LT 315/75 R- 16D SS P 235/65 R- 17AS LT 235/80 R- 17E AS P 245/65 R- 17AS P 245/70 R- 17AS LT 245/75 R- 17E AS P 255/65 R- 17SS OWL 265/65 R- 17SS LT 265/70 R- 17C AS P 265/70 R- 17SS P 265/70 R- 17SS OWL LT 265/70 R- 17E AS LT 285/70 R- 17D AS P 285/70 R- 17SS P 285/70 R- 17SS OWL LT 315/70 R- 17D AS 33X12.5 R- 17D SS OWL 35X12.5 R- 17C SS OWL P 265/70 R- 18SS P 265/70 R- 18SS OWL LT 275/65 R- 18E AS P 275/65 R- 18SS OWL LT 275/70 R- 18E SS LT 285/65 R- 18D SS LT 325/65 R- 18D AS LT 355/65 R- 18D AS LT 325/60 R- 18D AS 275/55 R- 20XL SS P 275/60 R- 20AS P 305/50 R- 20XL AS LT 305/55 R- 20E SS LT 355/50 R- 20E AS LT 325/60 R- 20D AS LT 355/60 R- 20D AS LT 325/50 R- 22E AS On-/Off-Road All-Terrain Developed for pickup, crossover and sport utility vehicle drivers looking for long wear, year-round traction and a comfortable ride, the Road Venture SAT (Stylish All-Terrain) is designed to combine traction in dry, wet and wintry conditions, including in light snow. P 225/75 R- 15 P 235/75 R- 15 LT 235/75 R- 15C 30X9.5 R- 15C 31X10.5 R- 15C LT 215/85 R- 16E LT 225/75 R- 16E P 235/70 R- 16 LT 235/85 R- 16E P 245/70 R- 16 LT 245/75 R- 16E P 245/75 R- 16 P 255/70 R- 16 P 265/70 R- 16 LT 265/75 R- 16C LT 265/75 R- 16E LT 285/75 R- 16D P 235/65 R- 17 P 245/70 R- 17 P 255/65 R- 17 P 265/65 R- 17 P 265/70 R- 17 P 285/70 R- 17 P 275/65 R- 18 Off-Road Maximum Traction Developed for the drivers of modiﬁed jeeps, pickup trucks and sport utility vehicles desiring to combine exotic looks, large rim diameter sizes and off-road capability, the Road Venture MT is designed to be at home in mild to wild off-road conditions. LT 235/75 R- 15C 31X10.5 R- 15C 32X11.5 R- 15C 33X12.5 R- 15C 35X12.5 R- 15C 205/80 R- 16XL LT 225/75 R- 16D LT 235/85 R- 16E LT 245/75 R- 16E LT 265/75 R- 16D LT 265/75 R- 16E LT 285/75 R- 16E LT 305/70 R- 16 LT 315/75 R- 16E LT 265/70 R- 17C LT 265/70 R- 17E LT 315/70 R- 17D 35X12.5 R- 17E 33X12.5 R- 18E 35X12.5 R- 18D 38X15.5 R- 18D 33X12.5 R- 20E 37X13.5 R- 20E 38X15.5 R- 20D 37X13.5 R- 22E 37X14 R- 24D 38X14 R- 24E ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm

Ask about our Tire Road Hazard Service Program ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm Ultra High Performance All-Season Developed for drivers of sports cars, sports coupes, performance sedans and sport trucks, the ExtremeContact DWS (Dry, Wet & Snow) is designed to satisfy their year-round driving needs by blending dry and wet road performance with light snow and slush traction. 205/55 R- 16 215/55 R- 16 225/50 R- 16 225/55 R- 16 205/50 R- 17XL 215/45 R- 17XL 215/50 R- 17XL 225/45 R- 17 225/50 R- 17 235/45 R- 17 235/50 R- 17 245/40 R- 17 245/45 R- 17 255/40 R- 17 275/40 R- 17 225/40 R- 18XL 225/45 R- 18 235/40 R- 18 235/45 R- 18XL 235/50 R- 18 245/40 R- 18 245/45 R- 18 255/35 R- 18 255/40 R- 18XL 255/45 R- 18XL 265/35 R- 18XL 275/35 R- 18 275/40 R- 18 235/35 R- 19XL 245/35 R- 19XL 275/40 R- 19 285/30 R- 19XL 245/30 R- 20XL 245/35 R- 20XL 245/40 R- 20XL 255/35 R- 20XL 275/35 R- 20XL 275/40 R- 20XL 265/30 R- 22XL 285/30 R- 22XL 295/25 R- 22XL 255/30 R- 24XL Maximum Performance Summer Developed for the drivers of sports cars, sports coupes and performance sedans, the ExtremeContact DW (Dry & Wet) is designed to deliver good ride quality and serious performance on both dry and wet roads. NOTE: Like all summer tires, the ExtremeContact DW is not intended to be driven in near-freezing temperatures, through snow or on ice. 205/55 R- 16 225/50 R- 16 225/55 R- 16 205/50 R- 17XL 215/45 R- 17XL 215/50 R- 17XL 225/45 R- 17 225/50 R- 17 235/45 R- 17 235/50 R- 17 245/40 R- 17 245/45 R- 17 255/40 R- 17 275/40 R- 17 225/40 R- 18XL 225/45 R- 18 235/35 R- 18 235/40 R- 18XL 235/45 R- 18XL 235/50 R- 18 245/40 R- 18 245/45 R- 18 255/35 R- 18 255/40 R- 18XL 255/45 R- 18XL 265/35 R- 18XL 275/35 R- 18 275/40 R- 18 235/35 R- 19XL 245/35 R- 19XL 255/40 R- 19XL 275/40 R- 19 285/30 R- 19XL 245/30 R- 20XL 245/35 R- 20XL 245/40 R- 20XL 255/35 R- 20XL 275/35 R- 20XL 325/25 R- 20XL 245/35 R- 21XL 295/30 R- 21XL New for 2009 New for 2009 Congratulations to Continental Tire for Winning the 2009 Tire Rack One Lap of America Steven Rankins’ and Will Taylor’s Nissan GT-R with ContiSportContact 3 tires Valid in all 50 U.S. states and D.C. only from 6/1/09–7/31/09 or while supplies last. Tires must be purchased from in-stock inventory. Valid only with original, dated paid receipt for the purchase of 4 passenger or light truck/SUV Continental tires with a total value of $440 or more (excluding mounting, balancing, shipping, taxes, road hazard insurance or any other fees associated with the purchase). Limit one GPS per person. GPS unit and color may vary. Visit www.tirerack.com/specials for complete offer details. (EXCLUDING MOUNTING, BALANCING, SHIPPING, TAXES, ROAD HAZARD INSURANCE OR ANY OTHER FEES ASSOCIATED WITH THE PURCHASE)

Sumitomo HTR Z III Max Performance Summer The HTR Z III (High Technology Radials-3rd generation) tire was developed for spor ts cars, spor ty coupes and high per formance sedans and is designed to showcase Sumitomo’s technical resources by providing high-speed handling stability along with trac tion on dr y and wet roads. For a complete list of sizes and prices visit www.tirerack.com Five Rib Asymmetric Tread Pattern Large outboard tread blocks promote responsive handling, high-speed stability and dry road traction. Wide Circumferential and Long Lateral Grooves provide drainage that helps evacuate water to increase wet traction and hydroplaning resistance. Continuous Inboard Ribs improve tire longevity by resisting irregular wear associated with independent rear suspensions. 205/45 ZR- 16 205/50 ZR- 16 225/60 ZR- 16 235/60 ZR- 16 205/40 ZR- 17 205/50 ZR- 17 215/40 ZR- 17 215/45 ZR- 17 225/45 ZR- 17 235/40 ZR- 17 235/45 ZR- 17 245/40 ZR- 17 245/45 ZR- 17 255/40 ZR- 17 255/45 ZR- 17 P275/40ZR- 17 225/40 ZR- 18 235/40 ZR- 18 245/40 ZR- 18 255/45 ZR- 18 265/35 ZR- 18 275/35 ZR- 18 275/40 ZR- 18 285/30 ZR- 18 285/35 ZR- 18 235/35 ZR- 19 XL 245/35 ZR- 20 255/35 ZR- 20 Sumitomo HTR Z II Ultra High Performance Summer The HTR Z II (High Technology Radials-2nd generation) tire was developed for spor ts cars, spor ty coupes and per formance sedans and is designed to blend a unique appearance, dr y and wet road per formance and ride comfor t. 205/50 ZR- 17 XL 215/45 ZR- 17 215/50 ZR- 17 225/45 ZR- 17 XL 225/50 ZR- 17 235/45 ZR- 17 235/50 ZR- 17 235/55 ZR- 17 245/40 ZR- 17 XL 245/45 ZR- 17 255/40 ZR- 17 275/40 ZR- 17 215/40 ZR- 18 225/40 ZR- 18 XL 225/45 ZR- 18 XL 235/40 ZR- 18 XL 235/50 ZR- 18 245/40 ZR- 18 XL 245/45 ZR- 18 XL 255/35 ZR- 18 XL 255/40 ZR- 18 XL 255/45 ZR- 18 XL 265/35 ZR- 18 XL 265/40 ZR- 18 275/35 ZR- 18 275/40 ZR- 18 285/30 ZR- 18 XL 285/35 ZR- 18 295/30 ZR- 18 235/35 ZR- 19 XL 245/35 ZR- 19 XL 245/40 ZR- 19 XL 245/45 ZR- 19 255/35 ZR- 19 255/40 ZR- 19 275/30 ZR- 19 XL 275/40 ZR- 19 225/35 ZR- 20 245/35 ZR- 20 XL 245/40 ZR- 20 255/35 ZR- 20 XL 275/30 ZR- 20 XL 275/35 ZR- 20 285/30 ZR- 20 XL 265/30 ZR- 22 295/25 ZR- 22 XL Wide, Arched Tread Blocks provide block stability to promote responsive handling and dry road traction. Circumferential Center Rain Groove and multi-direction water channels resist hydroplaning and increase wet traction. Continuous Center Ribs enhance straight-line tracking, high-speed stability and promote even wear. NOTE: Like all summer tires, the HTR Z III and HTR Z II are not intended to be driven in near-freezing temperatures, through snow or on ice. Ask about our Tire Road Hazard Service Program ©2009 Tire Rack1-888-372-8473 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm

84 AUGUST 2009 MOTOR TREND.COM R JUST WHAT KIND OF PERSON COVERS 13 STATES AND 3200 MILES TO RACE 11 TRACKS IN EIGHT DAYS? WE TACKLE THE 2009 TIRE RACK ONE LAP OF TOAMERICAFINDOUT. ● words edward loh/carlos lago ● photographs brian vance RU

one lap of america (feature)

MOTOR TREND.COM AUGUST 2009 85UI

IN THE PANTHEON of motorsport, the One Lap of America teeters on the exhausted, bleeding edge of the lunatic fringe. It is the bastard child of two of man’s most spiritually rewarding, gasoline-powered endeavors: automobile racing and roadBirthedtripping.26years ago by legendary automotive journalist (if there is such a thing) Brock Yates and dragged kicking and screaming into the 21st century by his son, Brock Yates Jr., the One Lap has been covered within the pages of a magazine called…well that’s not important now, is it?

The point is, over the last quarter century, One Lap of America has quietly become one of the most demanding motorized events in the world. Think your 24 Hours of Le Mans runs long? One Lap takes roughly 192 hours from start to finish. Indy 500 or Bathurst 1000 puts miles on the odo? This year’s One Lap covered over 3200 miles—and is considered a short one in comparison with yearsPonypast.upa $2500 entrance fee, throw a helmet and fire extinguisher in the vehicle and you’re ready to devour 13 states and 11 different tracks in just eight days. From autocrossing to drag racing, oval tracks to road courses, the One Lap has it all, with a diabolical twist—hundreds of transit miles separate each day’s races. Of course, there are rules for this sort of thing, but they’re surprisingly brief and (gasp) guided by common sense and fair play. One rule that stands out: All track lapping and the thousands of miles in between must be completed in the race car on one set of street tires.

86 AUGUST 2009 MOTOR TREND.COM ALL OVER THE MAP DAY 1: (A) Skidpad—Tire Rack, South Bend, IN: 0 mile (B) Time trial—Autobahn Country Club, Joliet, IL: 106 miles DAY 2: (C) Autocross— Turfway Park, Florence, KY: 304 miles (D) Oval—Highland Rim Speedway, Greenbrier, TN: 246 miles DAY 3: (E) Time trial— Talladega Grand Prix Raceway, Munford, AL: 269 miles DAY 4: (F) Time trial— Sebring (G)FL:Raceway,InternationalSebring,616milesDragrace—Gainesville Raceway, Gainesville, FL: 202 miles DAY 5: (H) Time trial— Daytona FL:Speedway,InternationalDaytonaBeach,128miles DAY 6: (I) Time trial— Carolina Motorsports Park, Kershaw, SC: 439 miles (J) Time Performancetrial—BMWCenter, Greer, SC: 154 miles DAY 6: (K) Time trial— BeaveRun Motorsports Complex, Wampum, PA: 562 miles DAY 8: (L) Skidpad— Tire Rack, South Bend, IN: 239 miles TOTAL: 3265 MILES

To put that in perspective, imagine entering a marathon where every two to three miles you had to sprint a few 100-yard dashes. Now imagine running this whole thing in a pair of Chuck Taylors. No racing slicks, no shaved tires, nothing under a UTQG tread-wear rating of 140 is allowed in One Lap. To prevent ringer rubber, all

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AFTER TIRE and safety check, Brock Yates delivers opening remarks and warnings. Then it's time for the first event, wet skidpad on Tire Rack's test track. Some of the wilder One Lap race cars include a '47 Plymouth rat rod, a '89 Alfa campaigned by some Rice University students, a carbon-fiber-bodied BMW Z4, and an apparently street-legal Ultima GTR. When not riding his motorized barstool, Brock Jr's favored mount is a BMW 550i provided by BMW'sDrivingPerformanceCenter.

88 AUGUST 2009 MOTOR TREND.COM competitors must purchase their tires from one of the 12 brands offered by tire retailer and official sponsor, the Tire Rack, which then brands each one and spray paints the manufacturer’s name on for greater visibility.

Laps are timed cumulatively and scored using a modified NASCAR multiplier system. For the 2009 One Lap, the maximum points possible per event was 315 (63 entrants x 5 points), with each successive placing losing five points. This kept the racing close for the front runners and made missing an event or placing poorly absolutely catastrophic.

So One Lap is cheap, well regulated, and brutally paced, but who considers this sort of thing fun? There’s only one way to find out. Rather than field a team, we decide to reconnoiter the event with our crack squad of motoring professionals.You could think of us as elite commandos on an eight-day tactical deployment, but our mount is neither a Bradley nor an Abrams. Instead, we’ve called in the services of a suburban assault vehicle built for the dual terrain encountered by the workaday warrior, the Chrysler Town & Country minivan (see sidebar). This is not quite as effete as you might think: Upon arriving at Tire Rack’s headquarters in South Bend, Indiana, for the kickoff and first event, we’re ambushed by One Lap race cars ranging from a Honda Fit and Toyota Camry all the way up to a Porsche GT2 and Nissan GT-R. Scattered about are a number of horrifically uncomfortable-looking racing chariots that make us grateful for our leather swaddled captains' chairs. One of the vehicles, a fast and sinister-looking track special known as an Ultima GTR, could be described as the single worst road-trip vehicle known to man. What kinds of people are crazy enough to get behind the wheels of such hardware for over 3200 miles? As we find out over the eight-day ordeal, One Lap entrants come from all over the country, all walks of life and livelihoods and can resemble you or me; but they are also deeply, often disturbingly, different. Though they bear no identifying mark and offer up no secret handshake, One Lappers all appear to belong to a secret society of selfflagellating masochists—possibly the same one that produced Bruce Jenner and Lance Armstrong—characterized by a love of high horsepower, caffeine, and cheap motel rooms. Many are repeat One Lap offenders, but few are like Michael Hickman.Though there are a couple other 20-year veterans, no one has done it the way he has: consecutively and in the same car. His 1981 Camaro Z28 has over 115,000 miles on it—all from One Lap. Fay Teal has been running One Lap for the last 23 years, many with her husband and driver, David, because of, not in spite of, her multiple sclerosis. For the Teals, One Lap is not only a charitable way to raise funds and awareness for MS, it’s a way to release and have fun with the friends they’ve made over the years.

There are many father and son teams, all with great stories to tell. Carl Warren and adopted son Sam took on One Lap in that aforementioned Ultima GTR—which means no air conditioning, radio, or trunk. Seventeen-year-old Joseph Lyons got his dad, Robert, involved and showed him the AWD joys of a tricked-out 2006 Mitsubishi Evo. And then there’s a set of rookies, Walt and J.C. Krueger, who are running a Frankenstein’d,V-8-powered, 1987 Mazda RX-7. It doesn’t look like much until it finishes 39th overall and 1st in class.

As far as the racing goes, One Lap has become something of a misnomer. The miles between events are not counted for time or points. This prevents teams from “cannonballing” from venue to venue, though they do need to show up at each event to stay in the hunt.While One Lap has autocrosses and drag races, the bulk of the races are individual time trials on road courses. Competitors are not limited to just one lap at the various venues, they usually get a recon lap and three hots per session.

MOTOR TREND.COM AUGUST 2009 89 RAIN HITS particularly hard early on, forcing the cancellation of Day 2's oval-track racing in Tennessee. After a 616-mile run to Florida, it's blue skies and fast times for the hot laps at Sebring and bracket racing in Gainesville. one lap of america (feature)

So we contacted our friends at Chrysler, who graciously loaned us a glossy black Town & Country minivan equipped with Swivel ’n’ Go seating (includes a second row of rotating captains' chairs and a stowable table) and the exclusive Uconnect system.

What is this? Essentially a wireless Internet system that provides rolling Web access for everyone in the vehicle. We had our doubts that the system would work; surely we’d encounter connectivity issues with our Macs and PCs, and coverage would almost certainly disappear as we motored out of major cities. However, the system proved surprisingly robust. We never had a problem and connecting coverage became brieﬂy spotty only well past the midway point, somewhere deep in Alabama. The driver had his share of toys as well. To augment the Town & Country’s GPS navigation system, we brought along a Garmin Nuvi 205 portable unit as well. Why? Not only does it offer a second opinion on our on chosen route, the Garmin unit allows entry of destinations while in motion (unlike Chrysler’s system). To protect us on long Interstate transits, we relied on temporal and spiritual countermeasures. Molokai Mike, a diminutive but powerful Tiki god we picked up at Trader Vic’s in Chicago, guarded us from highway mischief. Flashing just above him were the four glowing red arrows of a Valentine One radar detector.Forthose of you playing at home, no, we did not run out of power points. Up front, the Garmin Nuvi and Valentine One took up the two 12-volt outlets at the bottom of the center console. The third 12-volt outlet in the bin between the front seats powered an inverter juicing the co-driver’s laptop. Second-row passengers ran their laptops or iPhone chargers off another two power points near the left rear door jamb. How did the One Lap racers do it without luxuries like laptops, wireless Internet and reclining captain’s chairs? We have no idea.

THOUGH WE DIDN'T RALLY between tracks in a stripped-out race car loaded with tires and tools, we did have to transport two writers, a photographer, a video producer, and all the gear it takes to post photos, videos, and blogs immediately after each event (see it all at www. motortrend.com/onelap).

Who enters the One Lap? Small-business owners, college students, a heart surgeon, a radiologist, even a team of Swiss chocolatiers racing a GMC Jimmy SUV and Chevy HHR SS panel wagon. Among the hordes of BMW drivers is M3 pilot Mike SchnellRenner (loosely, fast runner in German), a professional racing instructor from BMW’s performance school in South Carolina. He’s not the only one with a checkered (flag) background; from autocross champions to professional shoes, One Lap brings the C16 addicts, including tree-hugging racing nut Blake Fuller. He literally went the racing green route with his “hot-rod” hybrid Nissan Altima, stripped, caged, and bathed in a radioactive emerald hue. As the miles pile up and days run into each other, we get to know many of these folks and find them normal and exceptionally friendly. Why then would they pay to subject themselves to such punishing, self-destructive activity?

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Some do it for the clannish camaraderie created by the event’s beautiful, yet brutal structure.

Father and son Yates have been COVERING THE CRAZIES IN A CHRYSLER

DAYTONA'S MASSIVE 480-acre facility and 31-degree banking do nothing to intimidate our brave One Lappers, who push until they spin or make that inside pass. The Team Cannonball Nissan GT-R (bottom right) races to a 1st-place finish at the Speedway on the way to the overall win.

one lap of america (feature)

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After hundreds of miles and thousands of points, veterans Jones and Collado’s fully built BMW M3 race car snatches the final podium spot from the impossibly fast WRX of rookies Barber and Wiesenhahn. Final score: 4960 to 4955. What about the guys in the back, the no-hopers and backmarkers who can’t even smell a class victory? What drives them?

You have to go back to the marathon analogy to answer that question. Very few enter a 26-mile foot race thinking that they can win—and yet many still welcome the suffering as a test of will. It’s the “Can I finish?” question that draws many rookies to One Lap. For the veterans, it’s the challenge of finishing better than last year. They are the true racing addicts for which the event presents many once-in-a lifetime opportunities. Want to test your skills where all the NASCAR teams run (Carolina Motorsports Park)? Or blast your own car around Sebring’s Gurney Bend and Fangio Chicane? Want to feel g loads of Daytona’s 31 degrees of banking?

Too bad, you should’ve run One Lap this year. If nothing else, One Lap of America is a guaranteed eight-day furlough from reality. While following the competitors all over the Midwest and South, we’ve seen nothing but brief glimpses of roadside motel rooms, the bottoms of too many Styrofoam coffee cups, and racetrack after bloody racetrack. For your average One Lapper, the promise of that kind of escape is irresistible, an unfiltered, super-concentrated dose of racing for those who need to live it, breathe it, be it—if only for a few days. Reconstituted over time, in memory, One Lap serves to nourish these starving racers until it’s time do it all over again. ■ For detailed, day-by-day coverage of the 2009 Tire Rack One Lap of America, including photo galleries and videos, visit www.motortrend.com/onelap.

92 AUGUST 2009 MOTOR TREND.COM doing this for so long and have created such deep relationships with the various venues that, on most mornings, teams can simply roll into a track and be lapping at the limit in about half an hour. No waiting, just racing. As the days wear on, One Lappers begin to resemble a tribe of Mad Max nomads as they spill out of all manner of filthy, grimecovered racing sleds to lay down tarps for tools and spare parts. While shaving or eating or both, they wander about the paddock in dirty racing suits nodding and grunting at one another, ready to strap on a helmet and go zooming about the track at the bleat of a Thosebullhorn.staged in the pits hoot and holler as their brothers blast past. They gasp at every shunt, cheer every save, and offer a helping hand or high five at the end of a session. Then they quickly pack up and leave—only to repeat the ritual hundreds of miles away at some other tarmac thunderdome. For some, this bonding experience alone is worth the price of admission. That can’t be the only reason, can it? It’s a question that demands answering during many of the grueling track-to-track slogs—like the 550-mile run from BMW’s Perfomance Center in South Carolina to BeaveRun in Pennsylvania. Are a few hours of trackside fellowship worth miles and miles of nothing but Waffle House, gas station coffee, and more Waffle House? No, there are other reasons. For the front-runners, the chance of victory becomes the siren song. This year’s epic battle between the Team Cannonball GT-R of Rankins and Taylor and the Porsche 911 GT2 of Lier and Stewart lights up not only the pit and paddock, but forums and blogs all across the country. Even though Rankins and Taylor clinch the win two days before the One Lap ends, the heat of battle persists to the end.; 3rd place is decided on the very last day, by the slimmest possible margin—on a skidpad no less.

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THE HOME STRETCH is a brutal 562 mile slog from BMW's Performance Center in South Carolina to BeaveRun in Pennsylvania, but at least the weather's nice (opposite page). Cold and wet conditions can't dampen the spirits of those who complete this year's epic journey. Will Taylor and Stephen Rankins, drivers of the Team Cannonball GT-R (bottom right) celebrate their overall victory with One Lap founder, Brock Yates.

one lap of america (feature)

What Matters to You?

Today, America needs fresh leadership to lead us as a nation out of this economic crisis. Leadership must come not only from our political leaders but also from the average citizen. The exporting of American jobs is a trend that must be stopped and reversed. When I walk into my local hardware store, I typically find 85% of the goods for sale are manufactured 7,000 miles away. Recognizable American brands have been forced by shortsighted management and buyers at large national chains to build factories overseas just to save a lousy $.50 on a tape measure. To these ruthless buyers, it is all about the money. Rarely are product quality, the political system, human rights, animal rights and environmental costs to the planet considered, not to mention the cost to our society of exporting not only jobs, but an entire factory! At MacNeil Automotive, we are doing our part for the American economy and for our 300 million fellow citizens and neighbors. My philosophy is that if my neighbor doesn’t have a job, sooner or later I won’t have a job either. For example, we used to have our All-Weather Floor Mats manufactured in England by a company that used antiquated, inefficient equipment. They made a decent floor mat for us, but we thought we could build a better floor mat for our customers using modern American technology, American raw materials and skilled American workers. So in 2007 we transferred all of our floor mat manufacturing back to the United States. Today, we build the best fitting, highest quality automotive floor mats in the world, right here in America. Our machine shop is equipped with 17 CNC machining centers including four 4 axis mills and one 5 axis mill that produce between 30 to 50 injection and thermoforming molds per month. We have one shift of highly skilled American Journeymen toolmakers and apprentices, but our machines run 24 hours a day, 7 days a week. There is not a more efficient tool and mold making operation in the world - and guess what, it’s right here in America.

Specialists in Original Equipment and Aftermarket Automotive Accessories

Furthermore, all of our CNC mills are manufactured in Oxnard, CA by Haas. Our 1,000 ton injection molding machines are made in Bolton, Ontario of American and Canadian components. Our thermoforming machinery is made in Carol Stream, IL. The raw steel and aluminum billets which make up our tooling are sourced from American steel and aluminum mills such as Vista Metals in Fontana, CA. The raw materials that make up our All-Weather Floor Mats, FloorLiners, Cargo Liners and Mud Flaps are manufactured in Bellevue OH, Arlington TX, Wichita KS and Jasper TN. Our forklifts are made in Columbus IN and Greene NY. Our warehouse racking is manufactured in Tatamy PA. At MacNeil Automotive, we are also very aware of sustainability and our responsibility to the environment. We are proactive in controlling waste and recycling all of the unused raw materials from the manufacture of our tooling and products including: aluminum, steel, rubber, TPO, TPE, paper and cardboard. As you can see, we are as dedicated to designing, developing and manufacturing the finest automotive accessories for our consumer and OEM clients as we are passionate about supporting the American economy, preserving the American industrial infrastructure, and keeping the “money” in our family, a family of 300 million people from all over America. Life is simple; be good to your fellow man, be kind to animals and the environment, and place building a quality product, supporting your country and your fellow American worker before profit. And, one last thing - let’s all do our best to balance family time with work time as our children are the future of DavidSincerely,America.MacNeil, dmacneil@macneil.comFounder/CEO

*We pay regular shipping within the 48 contiguous states, when shipped to the same address on additional sets of floor mats or a cargo liner when purchased in combination with a set of front floor mats; or additional sets of Side Window Deflectors when purchased in combination with a front set of Side Window Deflectors; or an additional ClearCover ; or an additional PlateFrame™ WE GUARANTEE YOUR SATISFACTION. If you are not satisfied with your order, call to return your unused product within 30 days for a complete refund, less shipping & packaging. Prices subject to change without notice. Accessories available for: Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti • Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan • Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More! Automotive Accessories WeatherTech® All-Weather Heavy-Duty Floor Mats. The best protection for your vehicle’s carpeting. FloorLiner™ Extreme-Duty Floor Protection. The FloorLiner™ accurately and completely lines the interior carpet giving “absolute interior protection” Deep channels carry fluids and debris to a lower reservoir, away from your feet! RearOverthe Hump FloorLiner™ All-Weather Floor Mats Available in Black, Tan and ApplicationsGray!to fit over 400models!vehicle Available in Black, Tan and Gray! Applications for virtually any vehicle!

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98 AUGUST 2009 MOTOR TREND.COM (comparison)

● words arthur st. antoine ● photographs evan klein AUDI A8L 4.2 QUATTRO ● BMW 750LI ● MERCEDES-BENZ S550

Of the three, the Audi rides on the oldest platform. The secondgen A8, officially the “D3,” appeared for the 2004 model year— and promptly won the first lux-sedans comparison we put it in (September 2004). Audi has since freshened the A8’s face, adding its now-signature trapezoidal grille for 2005, but the basic aluminum body panels, lightweight aluminum space frame, and quattro all-wheel-drive system remain. The 32-valve, 4.2-liter V-8 now delivers 350 horses at 6800 rpm; it mates to a six-speed automatic with paddle shifters.

Mercedes’ classic S-Class has been around since the 1955 model year, though the current, tenth-generation “W221” first appeared on our shores in 2006. The S550 is bursting with innovative tech— including infra-red Night View Assist and Distronic Plus cruise control that in stop-and-go traffic can brake the car to a halt and then, as traffic begins moving again, accelerate automatically. The

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JASON STATHAM AND PIERCE BROSNAN, playing their silver-screen action selves, battled the baddies in a BMW 7 Series (“The Transporter,” “Tomorrow Never Dies”). For his sequel, Statham switched to an Audi A8L, a car he also drove in “Transporter 3.” As for the third premium German giant, the Mercedes-Benz S-Class, versions of the maker’s flagship sedan have appeared in everything from “The Sopranos” to “Ocean’s Eleven,”“Ronin,”“Enemy of the State”—in fact, just about any action flick or TV show involving piles of cash or a “Mr. Big.” So, yes, you know they’re all good—action pros don’t play around with second-rate tools. But of the current-gen versions, which of the three ranks as our favorite getaway? It’s a closely matched trio.The Audi A8L 4.2 quattro, the MercedesBenz S550, and the brand-new BMW 750Li: Each sports a twin-cam V-8 making between 350 and 400 horsepower.The three are within an inch of each other in overall length (each is a long-wheelbase version; the Benz is sold only in extended form stateside) and range from a low of 4449 pounds (Audi) to a high of 4659 pounds (comparison) (BMW). Base prices are close enough that cost probably won’t be a major issue for the moneyed shoppers considering these steeds: Audi ($78,725), BMW ($86,025), Mercedes-Benz ($91,225).

MOTOR TREND.COM AUGUST 2009 101 AUDI A8L 4.2 QUATTRO ● BMW 750LI ● MERCEDES-BENZ S550 THREE DARK, turnsBenzBodyhowactionidealbottom)cabingame.theythoughblueattractL.A.throughsedansexpensiveexceedinglyluxuryhustlingdowntownissuretothemenin(opposite)—inourcasewereinontheAudi'sartful(opposite,providesfront-rowseat.NoteoptionalActiveControlholdsflattestinhard(below).

BMW 750LI(comparison)

S550 soldiers into 2009 largely unchanged, sporting a 32-valve, 5.5-liter V-8 good for 382 horsepower at 6000 rpm and feeding its brawn through the maker’s superb seven-speed automatic. The upstart player is BMW’s 7, all-new for 2009. Both standard and stretched versions are available (the Li adds 5.5 inches of wheelbase); each includes aluminum doors and an aluminum roof that reduces weight and lowers the car’s center of gravity. Inside, the new 7 takes technology to an entirely new level. Standard Dynamic Damper Control constantly adjusts the compression and rebound of each shock individually. Infra-red Night Vision can recognize pedestrians in the road ahead. Front-fender Side View cameras peer left and right down the road before your eyes get there. The high-resolution, 10.2-inch navigation display offers a 3-D view that can show representations of actual buildings. FlexRay high-speed data transmission allows the 16 on-board computers to speak to each other 20 times faster than on conventional automobile networks. And on and on. Of course, the engine is tweaked to the max too: Fortified with twin turbos and direct injection, the 32-valve, 4.4-liter V-8 thumps out 400 horsepower and more torque (450 pound-feet) than the 6.0-liter V-12 in the 760iL did. We cut loose in all three cars at the test track, over our favorite rural roads, and even for some cinematic “getaway” driving in downtown Los Angeles (with traffic controlled by LAPD escorts). What follows are our impressions and recommendations, whether you’re looking to make like Statham, or simply want to get away from it all. FIND THE DOORS' grab handles—they're hidden in the upper wood trim (750Li passengers will fumble to close the huge doors). Steering wheel feels not luxurious but rubbery; overall, cabin is dark and bloated with daunting tech.

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The new 7 Series isn’t a luxury sedan. It’s an instruction manual on four wheels. That’s not hyperbole: So complex and mechanically intimidating is this new machine, BMW has wisely incorporated the operating instructions for the myriad systems right into the on-board hard drive (you can summon pages using the iDrive controller). That’s if, of course, you can figure out how to call up the manual first. This is engineering run rampant. It’s as if BMW, like the rocket scientists in “The Right Stuff,” regards the human almost as “a redundant component.” Can this new 7 Series really be from the same company that builds the M3, perhaps the world’s single finest all-around automobile—a car that functions as an extension of the driver’s feet and hands? The 7 seems to deny that relationship at every turn. When our test car arrived, I ambled down to the MT garage to find technical editor Kim Reynolds sitting in the back seat, attempting to use the rear-seat entertainment system ($2200). “Well, I’ve been fiddling for a few minutes now,” he said.

THIRD PLACE: BMW 750LI

WITHOUT QUESTION one of the handsomest cabins on the road. Audi is as user-friendly as it is fetching, with intuitive MMI interface and clever steering-wheel controls. 4.2-liter V-8 isn't the strongest, but it's smooth and leads trio in fuel efficiency.

“Still haven’t got any sound.” That’s the 750Li in a nutshell. It’s the Windows Vista of luxury cars. The Side View cameras, for instance, sound intriguing in theory, but in practice the view they provide is difficult to interpret. How far away is that car coming at me really? Do I trust this camera’s message and pull out now? Am I upside down? The Night Vision view is similarly frustrating.Yes, it’s great fun at stoplights—you can see the heat fading off the tires of the car stopped in front of you, then watch the heat trace on the road as it drives away. As a

AUDI A8L 4.2 QUATTRO

104 AUGUST 2009 MOTOR TREND.COM practical device for detecting humans (or, say, deer) in the road ahead, however, it’s nearly impossible to monitor the display while driving (the system is a $2600 option). Scan the test results, and the 750Li presumes to be a star. And, indeed, it dusted off its two rivals in straight-line sprints, at just 4.9 seconds to 60 mph nipping the S550 by 0.4 seconds and the A8L by 1.4. It also posted the best braking and figureeight results, albeit by the tiniest of margins.Yet off the clock the BMW pleased none of us. Throttle and transmission response is herky-jerky, thwarting all attempts to impress your passengers

with your driving smoothness—and at the same time damping your enthusiasm. Steering feel is just…okay (our test car did not have the optional Active Steering). The chassis, despite those whiz-bang adaptive shocks and all that processing power, fails at both handling poise and ride comfort. The dour interior doesn’t delight the eyes or your tactile senses. Our test car even emitted an annoying background fan or gear whine that seemed to follow throttle movements. This from a $105,370 luxury sedan—and a brand-new design at that?

Summed up senior editor Ed Loh in the logbook:“No question the BMW is a fast, fast getaway sedan—the one you want when you’re carting a boatload of dough out of Terry Benedict’s casino. Squash the gas pedal and the big 7 just goes and goes.The problem is, that’s about all it does. Its lazy throttle response, turbo lagwhatever the problem is—kneecaps the car in situations when full throttle isn’t required (99 percent of the time). I can forgive a luxury sedan that gets this formula wrong the other way—buttery

S550 COCKPIT feels almost Bauhaus compared with the other two, but that simplicity is a plus. Beautiful detailing (wood-rimmed wheel, contour lights under the dash trim) and elegant materials pamper you like a day at a luxury spa.

MERCEDES-BENZ S550(comparison)

FIRST PLACE: MERCEDES-BENZ S550

The Audi’s brand of special treatment begins the moment you climb aboard. The cockpit radiates artistry, from the glow of the gorgeous wood trim to a headliner trimmed in chocolate-colored, suede-like Alcantara (“I don’t know whether to stroke it or eat it,” says Loh).Without the giveaway of the steering wheel, you could be convinced you’re sitting inside an exclusive L.A. club. If you need more evidence, have an earful of the optional, $6300 Bang & Olufsen audio system (including elegant tweeters that rise out of the dash). For the price of a good motorcycle, you’re in wooferthumping, Biggie-bumping bliss.

The A8L may have an edge for the sheer beauty of its cabin, but in almost every other respect the big Benz is unsurpassed. Ride quality, for instance, is brilliant—smooth, relaxed, unfazed by road imperfections. Yet, magically, the S550 also cranked out the highest skidpad grip, 0.89 g.The Airmatic suspension with Adaptive Damping beautifully manages the ride/handling tradeoff, while optional Active Body Control ($3960) holds the Benz flat when

AUDI A8L 4.2 QUATTRO ● BMW 750LI ● MERCEDES-BENZ S550

“The balance between ride and response is lovely,” Loh writes.

LICENSE TO GRILLE: Getaway trio storms past downtown L.A.'s Frank Gehry-designed Walt Disney Concert Hall before pausing to soak up the sunshine on Grand Avenue (below).

MOTOR TREND.COM AUGUST 2009 105 smooth most of the time, hopeless in full-throttle situations. This is unconscionable.”

The gap from third to second is huge; then second and first places hang tight. Winner in its last comparison test five years ago, the A8L remains a delicious and compelling automobile.

Audi’s MMI multimedia interface works intuitively; it’s among the best multifunction controls we’ve used. Another draw is the sticker. While price undoubtedly isn’t a deal maker or breaker for these affluent shoppers, the A8L undercuts the others significantly. As-tested, even with the extravagant audio system, it’s $94,425—nearly $11,000 less than the next-costliest BMW

SECOND PLACE: AUDI A8L 4.2 QUATTRO

The Audi scored second-highest on lateral grip, yet its ride doesn’t give up much (though it’s no match for the creamy Benz). Straightline speed is third by a good margin, but the Audi puts its power down so smoothly you likely won’t mind. The 750Li driver will beat you in a sprint, but he’ll suffer for it.

This is a distinctive, flavorful automobile oozing luxury feel. Add in its fine road manners, the stability of quattro all-wheel drive, and a “value” price, and the A8L is an easy recommendation for anyone in search of a great getaway.

106 AUGUST 2009 MOTOR TREND.COM (comparison) AUDI A8L 4.2 QUATTRO ● BMW 750LI ● MERCEDES-BENZ S550 heeled hard into a corner (check out the cornering photos). Our test car also boasted the optional Sport Package (a heady $5690), adding 19-inch AMG wheels and Continental performance tires. So fortified, our S550 proved an eager partner when hustling over favorite roads. Handling feel is very good, grip exceptional, balance impressive. “Big and athletic, but graceful,” writes Loh. “Emmitt Smith of ‘Dancing with the Stars,’ not the Dallas Cowboys.” The 5.5-liter V-8 doesn’t have the perfect-storm power of the BMW, but it’s infinitely more pleasant to spur. Zero to 60 mph takes just 5.3 seconds, and throttle response is fluid. The brakes feel soft at first, but as you acclimate to them they’re easy to modulate. You can drive the S550 like the skilled chauffeur you are. No worries about spilling the champagne in back. Like its rivals, the Benz is enormous in the rear seat, with room to stretch the legs (and a giant trunk, too). But its seats are the best for support. You also grow to appreciate the pared-down, almost minimalistic cabin. This is the anti-7 Series, the luxury of simplicity. Ed Loh gets it just right: “There’s an overall unfussiness to the Benz. From the dash layout to the (only) two driving modes—unlike the BMW’s Comfort/Normal/ Sport/Sport + modes. Not that there isn’t tech built in—from the COMAND interface to crazy-configurable seats, the Benz equals the others in terms of gee-whiz features. Its advantage is that it doesn’t depend on these goodies or substitute them for luxury. Enough glam for the rappers, enough gravitas for the yuppie hedge funder who wants to cover up his nouveau riche stink, yet simple enough for your rich, tech-illiterate uncle. Ride, style, power delivery—the S550 nails all the major luxury categories.” The Mercedes-Benz S550 does what a premium luxury sedan should: It makes you feel like a king. And as a getaway vehicle, we can think of no finer way to escape. ■

MOTOR TREND.COM AUGUST 2009 107 2009 AUDI A8L 4.2 QUATTRO2009 BMW 750Li 2009 MERCEDES-BENZ S550 POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front engine, AWD Front engine, RWD Front engine, RWD ENGINE TYPE 90-deg V-8, alum block/headsTwin-turbo 90-deg V-8, alum block/ heads 90-deg V-8, block/headsalum VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 254.1 cu in/4163 cc 268.2 cu in/4395 cc 333.2 cu in/5461 cc COMPRESSION RATIO 12.5:1 10.0:1 10.7:1 POWER (SAE NET) 350 hp @ 6800 rpm 400 hp @ 5500 rpm 382 hp @ 6000 rpm TORQUE (SAE NET) 325 lb-ft @ 3500 rpm 450 lb-ft @ 1800 rpm 391 lb-ft @ 2800 rpm REDLINE 6800 rpm 7500 rpm 6500 rpm WEIGHT TO POWER 12.7 lb/hp 11.6 lb/hp 12.1 lb/hp TRANSMISSION 6-speed automatic 6-speed automatic 7-speed automatic AXLE/FINAL-DRIVE RATIOS 3.31:1/2.29:1 3.46:1/2.39:1 2.65:1/1.93:1 SUSPENSION, FRONT; REAR Struts, air springs, adj shocks, anti-roll bar; struts, air springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Multilink, coil and hydraulic springs, adj shocks; multilink, coil & hydraulic springs, adj shocks STEERING RATIO 16.1:1 19.1:1 17.8:1 TURNS LOCK TO LOCK 2.8 3.2 2.8 BRAKES, F;R 14.2-in vented disc; 14.7-in vented disc; 13.2-in vented disc; 12.2-in vented disc, ABS 14.5-in vented disc, ABS 11.8-in vented disc, ABS WHEELS, F;R 9.0 x 20-in, cast alum 8.5 x 19-in; 9.5 x 19-in, cast alum8.5 x 19-in; 9.5 x 19-in, cast alum TIRES, F;R 275/35R20 102Y Dunlop SP Sport Maxx 245/45R19 98Y; 27540R19 101Y Goodyear Excellence 255/40R19 100Y; 275/40R19 101Y Continental Conti SportContact 2 DIMENSIONS WHEELBASE 121.0 in 126.4 in 124.6 in TRACK, F/R 64.1/63.6 in 63.4/65.0 in 63.0/63.2 in LENGTH X WIDTH X HEIGHT 204.4 x 74.6 x 57.3 in 205.3 x 74.9 x 58.3 in 205.0 x 73.7 x 58.0 in TURNING CIRCLE 41.7 ft 41.7 ft 40.0 ft CURB WEIGHT 4449 lb 4659 lb 4614 lb WEIGHT DIST., F/R 57/43% 51/49% 53/47% SEATING CAPACITY 555 HEADROOM, F/R 37.4/38.3 in 40.8/38.9 in 37.8/38.5 in LEGROOM, F/R 41.3/42.3 in 41.2/44.3 in 41.9/42.3 in SHOULDER ROOM, F/R 59.1/57.5 in 59.2/57.6 in 59.1/58.7 in CARGO VOLUME 14.6 cu ft 14.0 cu ft 16.3 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.0 sec 1.7 sec 2.0 sec 0-40 3.2 2.8 2.9 0-50 4.7 3.8 4.0 0-60 6.3 4.9 5.3 0-70 8.0 6.6 6.9 0-80 10.5 8.0 8.7 0-90 13.0 9.7 10.8 0-100 15.8 11.9 13.1 PASSING, 45-65 MPH 3.0 2.3 2.6 QUARTER MILE 14.7 sec @ 96.1 mph 13.4 sec @ 105.7 mph 13.8 sec @ 102.3 mph BRAKING, 60-0 MPH 114 ft 112 ft 115 ft LATERAL ACCELERATION 0.87 g (avg) 0.86 g (avg) 0.89 g (avg) MT FIGURE EIGHT 26.3 sec @ 0.68 g (avg) 26.2 sec @ 0.70 g (avg) 26.3 sec @ 0.69 g (avg) TOP-GEAR REVS @ 60 MPH 1700 rpm 1800 rpm 1500 rpm CONSUMER INFO BASE PRICE $78,725 $86,025 $91,225 PRICE AS TESTED $94,425 $105,370 $111,550 STABILITY/TRACTION CONTROL Yes/yes Yes/yes Yes/yes AIRBAGS Dual front, f/r side, f/r curtain, front knee Dual front, front side, f/r head Dual front, f/r side, f/r curtain BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited 4 yrs/Unlimited Unlimited FUEL CAPACITY 23.8 gal 21.7 gal 23.8 gal EPA CITY/HWY ECON 16/23 mpg 14/22 mpg 14/22 mpg CO 2 EMISSIONS 1.05 lb/mile 1.16 lb/mile 1.16 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium

MARCELLO

that defines Maserati’s distinctive, luxury-sport personal

lassa (newcomers) maserati granturismo s automatic driving la dolce vita With automatic, as smooth as Mastroianni 2009 MASERATI GRANTURISMO BASE VEHICLEPRICE$125,900LAYOUTFront-engine, RWD, 4-pass, 2-door coupe ENGINES 4 TRANSMISSION6-speed32-valve.7L/433-hp/361-lb-ftDOHCV-8automaticCURBWEIGHT4150lb(mfr)WHEELBASE115.8inLENGTHxWIDTHxHEIGHT192.2x75.4x53.3in0-60MPH4.6sec(MTest)EPACITY/HWYFUELECON11/18mpg(MTest)CO2EMISSIONS1.45lb/mile(MTest)ONSALECurrently

Mastroianni has been reincarnated. Maserati’s GranTurismo S Automatic has the suave good looks and smooth, effortless acting abilities of Fellini’s alter ego in “8½” and “La Dolce Vita.” The new car tosses out the GranTurismo S’ six-speed Duo-Select manual for a six-speed paddle-shifted ZF. It dismisses the S’s passive damping suspension for the base GranTurismo’s Skyhook suspension with its adjustable aluminum dampers. Hit the “sport” button, and the suspension stiffens while an exhaust flap opens to turn up the volume on the lovely, throatybrappy Italian V-8 soundtrack. Nino Rota would approve. A 49/51 weight distribution evens out the manual’s 47/53 This is essentially the 4 2 liter GranTurismo automatic with a 4 7 liter V-8 upgrade. Identify the three models from the color of the cam covers: Maserati Blue for the GranTurismo’s 405-horse, 4 2, Ferrari Red for the 433-horse, 4 7 liter GranTurismo S, and darker red for the 433-horse, 4.7 liter S Automatic. Maserati claims the automatic adds 0 1 second to the acceleration of the Duo-Select GranTurismo, which would put it at 4 6 seconds to 60 mph. The GranTurismo S no longer plays in the shadows of its faster, costlier sibling; it has its own game, competing directly with grand tourers that tilt toward luxury more than sport, like the Mercedes SL-Class. While ZF sells this six-speed to a number of competitors, Maserati engineers developed their own paddle-shift system. Right paddle to upshift, left paddle to downshift. It feels lighter, less crisp than most paddle-shift transmissions, whether automatic or twin-clutch manual. And yet, it’s quick and precise and gives full control to the driver. It’s the most engaging torque-converter manumatic to date. It rained on the hilly, twisty roads near Modena the day of our test drive, which slows one down when driving a big, fast, expensive sport coupe. Even with a safety cushion, the GranTurismo S Automatic felt sure-footed enough on its standard 20-inch wheels and tires to handle the curves with élan. With electronic nannies on, you can elicit sl wheelspin coming out of the corners. With this transmission, suspension and exoticar engine, the is a suave sport coupe ity. ■ todd

110 AUGUST 2009 MOTOR TREND.COM

Automatic S

ight

Powertrain offerings are the same as in IS sedans. The IS C runs Lexus’ .-liter V-, good for  horsepower and  pound-feet of torque. Choose between six-speed automatic and manual transmissions. The IS C is powered by a .-liter V-, cranking out  horses and  pound-feet, served with a six-speed automatic only. The . shakes off the convertible’s extra - pounds pretty easily; the . has to work harder. These are typical Lexus engines: turbine smooth with a flat torque curve, but somewhat lifeless and devoid of a tasty exhaust note. Lexus admits that even with all the additional chassis rigidity measures undertaken, the IS C loses about  percent of its torsional stiffness compared with the sedan. This takes form as minor cowl shake and body tremors when the pavement is anything but smooth. It’s more noticeable with the top down and further accentuated in an example equipped with -inch wheels.TheIS C is supple without being mushy. Top up, there’s nary a squeak or creak and minimal windnoise, especially with the optional wind blocker installed. Our pick of this litter is the IS C with the automatic transmission and -inch wheels and tires. The least expensive offering, it carries the best EPA mileage ratings. The standard rolling stock preserves ride quality and minimizes body shudder. And the .-liter/auto-trans combo is in keeping with the car’s character as a cruiser, not a racer. If you’re less about speed than style, and want to save around $ over a comparably equipped  Series, the IS C is a classy way to roll. ■ matt stone

YOU’LL recognize the IS C retractable hardtop coupe as a member of Lexus’ IS family, yet every body panel (save the hood) is new. The chassis architecture remains the same, and overall length is increased . inches over the sedan. The top goes up and down quicker than any other in this category. There’s not a brace or strut visible inside, and the eﬀect is most coupelike. The audio system’s volume amps up when the top goes down, and the HVAC system knows to deliver more air. Rear seat room is so-so, but if the front passengers share their seat travel, it’s possible to pack a pair of adults in back for moderate jaunts.

112 AUGUST 2009 MOTOR TREND.COM (newcomers) lexus is c reach for the sky Taking further aim at the 3 Series 2010 LEXUS IS C BASE TRANSMISSIONS6-speedVEHICLEPRICE$39,365-$44,815LAYOUTFront-engine,RWD,4-pass,2-doorconvertibleENGINES2.5L/204-hp/185-lb-ftDOHC24-valveV-6;3.5L/306-hp/277-lb-ftDOHC24-valveV-6manual,6-speedautomaticCURBWEIGHT3850-3900lbWHEELBASE107.5inLENGTHxWIDTHxHEIGHT182.5x70.9x55.7-55.9in0-60MPH5.8-8.4sec(mfrest)EPACITY/HWYFUELECON18-21/25-29mpgCO2EMISSIONS0.81-0.94lb/mileONSALEINU.S.Currently

2-door TRANSMISSION6-speedENGINE3.7L/350-hp/276-lb-fthatchDOHC24-valveV-6manualCURBWEIGHT3300lb(mfr)WHEELBASE100.4inLENGTHxWIDTHxHEIGHT174.3x72.6x51.8in0-60MPH4.6sec(MTest)EPACITY/HWYFUELECON18/26mpgCO2EMISSIONS0.93lb/mileONSALEINU.SFall2009 X2LAPALMEJULIA

■ scott

EVERYTHING about the all new Nissan NISMO Z is better: interior, exterior, and especially the performance. Horsepower and torque have been bumped up a bit. The NISMO gets  more horsepower than the  sport, along with  more revs, while the torque is up by six pound-feet.Butthereal story is how different this car feels from its predecessor, the NISMO Z. The crisp turn in is still there, but now you get good rotation as well. Going into a corner, the front end bites hard just as the rear starts to come around letting you get through and out of the turn even better. This new feel gives you amazing confidence, really letting you push the car hard. All this is possible due to the new suspension tuning: The front spring rate has been increased by  percent, rear by , front stabilizer rate is up  percent, rear , and the front damping factor is up  percent with the rear up a considerable  percent, all of which increases roll stiffness by  percent. These adjustments have made the NISMO an incredible trackThecar.exterior has significant changes as well. Gone are the boy-racer looks and front fangs, replaced with a much more subtle yet equally effective groundeffects package.

114 AUGUST 2009 MOTOR TREND.COM (newcomers) nissan nismo 370z c’mon, try me From boy-racer to ground-effects track car 2009 NISSAN NISMO 370Z BASE PRICE$40,500 (est) VEHICLE LAYOUTFront-engine, RWD,

The front appears similar but the rear is completely different than the NISMO Z’s. The large, square tail and rear diffuser have been replaced with a much cleaner, more integrated rear end. The diffuser is still there, but it doesn’t stick out as much, giving the car much sleeker look. As for the interior, changes are not as drastic, just a bit of decoration. Nissan has adorned the seats and tachometer with the NISMO name and added a numbered NISMO plaque between the seats. Additional NISMO emblems are found on the strut tower brace, each wheel, the rear hatch, the exhaust finishers, and the dampers—that’s  in all. It’s nice to see a company evolve its product, taking something that was good and making it better. That’s exactly what Nissan has done with the new NISMO Z. mortara 2-pass,

Acceleration is liquidy-smooth en route to an estimated .-second -to--mph time, and while slowing, the engine undetectably switches oﬀ at  mph. The result is  mpg in the city and  on the highway from this very big sedan (now featuring a revised nose and taillights common to its S-Class siblings).

A coda: Just before departing for our day’s drive program, a Mercedes technician opened an S’s hood so we could get a better look at the hardware. “Can we see the battery?” we asked. The plastic covering was popped oﬀ. “It’s made by Continental,” the technician instructed. “And the cells?” we asked.

116 AUGUST 2009 MOTOR TREND.COM (newcomers) mercedes-benz s400 hybrid fast tech The lowest CO2 emissions in the luxury segment 2010 MERCEDES-BENZ S400 HYBRID BASE PRICE $90,000 (est) VEHICLE LAYOUT Front engine, RWD, 4-door5-pass,sedan ENGINE TRANSMISSION7-speed20-hp/118-lb-ft3.5L/275-hp/255-lb-ftDOHCV-6pluselectricmotor;comboutput:295-hp/283-lb-ftautomaticCURBWEIGHT4600lb(mfr)WHEELBASE124.6inLENGTHxWIDTHxHEIGHT205.7x73.7x58.2inEPACITY/HWYFUELECON23/33mpg(est)CO2EMISSIONS0.73lb/mile(est)ONSALESeptember2009

IN 2003, I attended the Electric Vehicle Symposium in Long Beach, California, and at the conclusion of a presentation by a major advanced-tech battery manufacturer, a questioner asked about the prospects of lithium-ion batteries for automobiles. The presenter was stony-faced for a few seconds. And then responded with a cocked head: “What do you mean by lithium batteries in cars?” Nickel-metal-hydride was then considered the cutting-edge in battery tech, and the questioner’s lithium-ion query was greeted with absolute puzzlement. Fast forward six years: There, tucked in the corner of MercedesBenz’ new S Hybrid’s engine bay, is a -cell lithium-ion battery about the size of a shoebox. Because of too many YouTube clips of laptops aﬂame, the chemistry’s initial foray into the real-world is getting the kid-glove treatment, the most important kindness being cooling via the A/C system’s refrigerant.

The battery provides a -second punch of power (limited by the system’s heat buildup) via a thin, -horsepower motor slotted between the engine and sevenspeed automatic transmission in much the same fashion as Honda’s Integrated Motor Assist. However, unlike Honda’s system, Mercedes’ application is truly mild. It can’t propel the car in EV mode at all. Still, its motor’s whopping  pound-feet of torque represents a disproportionate kick to the  pound-feet delivered by the -horse, .-liter, Atkinsoncycle V- (the system’s combined horsepower equates to , combined torque,  pound-feet).

“They’re produced by Saft, in Europe, the technician replied. Yep, you guessed it—Saft is the same company whose representative couldn’t comprehend the question about lithium batteries in cars, six years earlier. ■ kim reynolds

Soap. Rinse. Play. With PUR® filter technology, the all-in-one Mr. Clean AutoDry Carwash allows your car to dry itself to a spot-free shine so you don’t have to. ©P&G 2009

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inspection/rotate

EIGHT MONTHS and nearly , miles in, the Jetta TDI continues to deliver impressive, hybridlike fuel economy. We’ve averaged . mpg, thus far, and many editors have seen well above that. “I’m getting around  mpg in daily rush-hour commuting, and looking through the logbook, I’m astounded to see -mile jaunts on $ worth of diesel,” writes associate Web editor Rory Jurnecka. Truck Trend Web producer Melissa Spiering managed to go  miles between fill-ups. “I would buy the Jetta TDI based alone on the miles I put on it this past weekend,” she notes. “I was amazed at how it sipped fuel on the highway.”Whileour editors can’t complain about the mileage, they continue to throw criticism on the DSG transmission. “I’m starting to dislike the DSG,” notes associate Web editor Scott Evans. “I tried over and over to figure out how to motivate the car from a stop smoothly, but there doesn’t seem to be any rhyme or reason to it. Sometimes it pulls away smoothly, sometimes there’s a clunk and a jerk. Nothing I tried would consistently get the car moving without any fuss. Volkswagen needs to have another go at the transmission programming and get this thing updated in time for the launch of the diesel Golf in the U.S.” Any other perceived faults? Jurnecka notes that the “turn signal stalk is ridiculously close to the steering wheel; as a result, I find my fingers brushing against it while steering on a regular basis.”Naturally, Jurnecka finds much to love with the Jetta, including the storage cubby at the base of the center console and the sunroof’s sliding shade: “It’s slatted toward the front to allow more light in without actually sliding the shade all the way open. Gives a more airy sunroof feeling without baking in warm weather. Brilliant!” Months/miles in service 8/17,902 Avg econ/CO2 35.1 mpg/0.63 lb/mi problems $0 change/ tires)

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■ Normal-wear cost $0 118 AUGUST 2009 MOTOR TREND.COM words ron kiino Volkswagen Jetta TDI 2009 Fuel sipper delivers transmission torment (long-term test) update X2LAPALMEJULIA

None ■ Maintenance cost

I contacted the makers of Extenze the very next day and asked them what they needed me for. They explained that they had a desire to have a medical doctor in their T.V. commercials to talk about the effectiveness of the ingredients in Extenze. At that moment an idea sprang into my head. I told them if they would let me improve the formula of Extenze, I would do the commercial for free! Before I knew it I was working with their chemists at the manufacturing plant where we added the most revolutionary thing to the formula of Extenze. We added DHEA, also known as the "mother of all hormones.” DHEA is the most important human prohormone and is the prohormone that converts into testosterone in men. DHEA levels decrease with the aging. Production peaks in a man’s early 20's, and declines about 10% every 10 years. Low levels of testosterone can lead to low sex drive and a smaller sex organ.

After a few more weeks of tweaking the formula of Extenze, we were done. The new Extenze formula has been selling even better then the old formula, with over 75% of sales to repeat customers. Extenze has been on the market for 7 years and has sold almost a quarter of a billion capsules to men all over the world. It doesn't matter if you're 18 or 80 years old. In my opinion Extenze can make you larger, harder and increase both your intensity and pleasure and it is as simple as taking a single tablet daily. Extenze is so sure it would work for anyone that they're sending out a free one-week supply of Extenze for nothing more then the cost of a postage stamp. You can contact them directly at 800-641-4743. I recommend any man healthy enough to engage in sexual activity should try Extenze. You have nothing to lose but a lot to gain.

I wish I had a dollar for every patient or person that asked me over the last few years about increasing the size of “that certain part of the male body.” The preoccupation with size that men have is a mystery to most women. The fact is it is completely normal for most men to want to be larger. It doesn't matter if they are smaller than average, average, or larger than average. It's even been my experience that guys that are almost too big, so big in fact that many women wont go near them with a ten foot pole (sorry about that) still want to be larger! I was so intrigued by this fact that I started to do research about the "so called" male enhancement pills that came on the market several years ago. The concept that a simple pill could noticeably increase the size of a man’s organ seemed plausible, but I wanted to know more. I had done much research over the years about certain sexually enhancing compounds available, so I believed the concept was sound that a pill could be made to make a man larger. My first task was to look at some of the ads I had seen in magazines for male enhancement. There were some amazing claims by many of these makers. My personal favorite was a cream that claimed to make men instantly larger. I had to laugh out loud when I read what it said. The ad read, “apply cream, rub vigorously, increase your size.” I thought for a minute and then decided you could put virtually anything on a man, including guacamole, and if he rubbed vigorously it would increase his size. Then there was an ad for a pill, that if taken daily, would increase the length of a man by 3 to 4 inches in just a few short days (sorry about the “short” comment). I'm sorry, but after all those years of medical school, I know enough about anatomy to know that a guy who is 5 inches in length isn't going to add 3 to 4 inches to his little friend unless he buys a rope, gets a large brick, finds a bridge and...well, you get the picture. At about this time I was beginning to think that perhaps these makers hadn't found the magic mixture of compounds I had hoped they might have. As the founder of both the Stein Medical Institute and the Foundation for Intimacy, I have spent most of my adult life trying to improve men and women's sexual health. I pride myself on being the best medical doctor I can be and my reputation is important to me. So, when out of the clear blue sky, I got a call from the makers of Extenze, the leader in male enhancement, wanting me to be in one of their TV commercials, I thought, “Boy, did they pick the wrong guy!” Little did they know that I had done real research into this concept and had recently looked at some of these male enhancement products. But the makers of Extenze seemed to be genuinely convinced that their product really worked, and they claim to have sold over 100 million capsules to men all over the world. “Over 100 million capsules taken by men.” With that single declaration, they had my interest. Either Extenze really worked or these guys were the world’s greatest snake oil salesmen. So I requested that they send me Extenze formula so I could review it, then we would talk.

I then visited the Extenze.com web site, where I found a page that showed the top twelve adult film stars, all holding Extenze and endorsing it. I thought to myself, “Is it possible Extenze actually works?”

The next day I received the proprietary Extenze formula and there it was, virtually all of the ingredients that I hoped would be in a male enhancement product, 19 pharmaceutical grade nutraceuticals. There was Yohimbe (which used to be available by prescription only,) L-Arginine, Maca...all of it was there.

Male Enhancement Pills . . . Is it a Hoax or Do They Really Work? “a pill that, if taken daily, would increase the length of a man by 3 to 4 inches.” Advertisement Dr. Daniel Stein, M.D. "they claim to have sold almost a quarter of a billion capsules to men." A Pill That Can Increase Your Size!* Just pay for the postage stamp. 800-641-4743 *These statements have not been evaluated by the Food and Drug Administration. ExtenZe is not intended to diagnose, treat, cure, or prevent any disease. www.MyExtenZeToday.com FREE supplyweek

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Any other likes? “I’m also a fan of the ‘man-step’ in the tailgate,” notes Ougarov. “It makes getting in and out of the bed much easier, as well as loading and unloading of cargo. I wouldn’t be at all surprised to see everyone else copy the idea.” ■ Months/miles in service 5/11,712 ■ vg econ/CO2 15.2 mpg/1.28 lb/mi ■ Unresolved problems None ■ Maintenance cost $48.21 (oil change/ inspection/rotate tires) $0

LAGOCARLOSWALKERWILLIAMOIL?YOURPROTECTINGWHAT’SBUTENGINE.YOURPROTECTSOILYOURCHOOSEYOURWEAPON:FRAM.COM.TOGOPROTECTION,ENGINEABOUTMORELEARNTO withprotectionenginethetimes3GetFRAM®ExtraGuard®orleadingofaveragetheonbasedGuard,Toughwithtimes6FRAM®®withprotectionengineofmiles10,000toupgetOrlters.fieconomydoublethanmoreholdsandtrapswhichGuard,XtendedFRAM®®fieconomyleadingofaveragetheofdirtthelters.*microns.20>particlesfor4548-12ISOunderXG8Aand66073387A,PH8A,toequivalentmodelsoftestingon*Basedfitheoflifetheforitholdbutdirttrapjustnottoabilitylter’sfiaofmeasuretheisprotectionEnginelter.U.S.A.theinPrintedInc.InternationalHoneywell©2009 HERESTOPSDIRTTHE TM 10KULTIMATE PROTECTIONMILE * 6XSUPERIOR PROTECTIONENGINE 3XADVANCED PROTECTIONENGINE * 3XADVANCED

■ Months/miles in service 4/5388 ■ Avg econ/CO2 17.6 mpg/1.10 lb/mi

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2009 FORD F-150

2009 PHOTOGRAPHERGENESISHYUNDAI4.6

■ Unresolved problems None ■ Maintenance cost $0 ■ Normal-wear cost $0 long-term test) update

Julia LaPalme took the Genesis on a trip to San Francisco and came away appreciating the seats (“Seats are comfortable and cushy. What a plush way to drive  miles on a weekend.”), the ride (“The suspension absorbs enough of the road imperfections for comfort, but leaves enough feel to remind me I’m still driving.”), and the general feel (“Overall, the vehicle feels like a good replica of a Lexus or Acura.”). That said, she wasn’t fond of the cruise control (“Cruise control is not terribly responsive. I set it to  mph, and within a minute, it had dropped to .”) and the iPod interface (“While scrolling through artists, I got all the way to the ‘S’ artists, which took a bit of time. I left the screen unattended for about  seconds, and the screen defaulted back to the main menu, forcing me to start at ‘A’ again. Frustrating.”).

“THIS TRUCK is chock full of clever features that make your life a lot easier when hauling more than just the typical load of air,” says associate Web editor Kirill Ougarov.“Forstarters, the trick folding plastic bed shortener/extender: Folded inward, it comes in handy for keeping small loads (such as half a bed full of power tools) from shifting around, and folded out it keeps eight-foot-long boards from sliding out. And when not needed, it folds nicely to the side and out of the way.”

Assistant Web producer Nate Martinez took the XF on a trip to San Diego and fell in love with “the chic interior details. I can see how the retractable vents and gearshift knob could be too much for some, but they do well for me. They’re fresh appointments that set this Jag apart. They’re also cool treats with which you can impress your hot date or best buddies.” ■ Months/miles in service 9/12,380 ■ Avg econ/CO2 15.9 mpg/1.22 lb/mi ■ Unresolved problems None ■ Maintenance cost $0 (oil change/ inspection) ■ Normal-wear cost $800.93 (replace tires)

under , miles on the XF, the Jag’s rear Pirellis indicated they’d had their fair share of aggressive launches and cornering. So we decided to try a set of Falken’s ultra-high-performance FK tires, which promise precise handling and low noise. So far, they’re performing as advertised, delivering no perceptible drop-oﬀ from the OE PZeros.

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2009

2009 SUZUKI EQUATOR RMZ-4 SPORT “THIS TRUCK is just the right size for freeway or around town driving,” notes managing editor Rusty Kurtz. “It’s comfortable on the road and can maneuver in parking lots with ease.” Kurtz adds, “All is not perfect. It does have a large turning radius, so you have to swing wide to get into tight parking spots. The brake pedal feels like mush. In fact, it caused a moment of panic the ﬁrst time I stopped—the stepping-in-oatmeal feel takes getting used to. The faux wood trim looks cheap and the interior would look better without it. The power window controls were in an awkward position for me; they should be placed farther forward on the door panel. I also didn’t care much for the position of the dead pedal.” Still, Kurtz likes the Equator enough that he concludes, “Sign me up any time this truck needs miles.” ■ Months/miles in service 2/8743 ■ Avg econ/CO2 16.6 mpg/1.17 lb/mi ■ Unresolved problems None ■ Maintenance cost $29.17 (oil change/ inspection/rotate tires) ■ Normal-wear cost $0 JAGUAR

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■ Months/miles in service 7/15,058 ■ Avg econ/CO2 20.8 mpg/0.93 lb/mi ■ Unresolved problems None ■ Maintenance cost $225.02 (2-oil change/inspection/rotate tires, 1-replace cabin air ﬁlter) ■ Normal-wear cost $0 (long-term test) update

2009 MAZDA6 S GRAND

At  miles, the  made its ﬁrst service stop, a $. oil change, full inspection, and tire rotation. in

service 5/7530 ■ Avg econ/CO2 19.9 mpg/0.97 lb/mi ■ Unresolved problems None ■ Maintenance cost $102.65 ■ Normal-wear cost $0 LAPALMEJULIAWALKERWILLIAM MotorTrendAutoShows.com ;= 23: N =Ò \ US 1]c\bg/ cb]AV ]e = Q b#³& ' Q / \ OVSW [1 ]\ dS \ bW ]\1S \ bS ` N :]\ U 7 a ZO \ R / cb]AV ]e = Q b$³& ' Q< OaaOc DSbS ` O \ a ;S []` WO Z1 ]Z WaSc [ N BO [^ O 0Og7 \bS `\ O b W ]\ OZ / cb]AV ]e = Q b !³ # ' Q BO [^ O 1 ]\ dS \ bW ]\1S \ bS ` N 1S \bÒZ 1OZWT ]`\ WO / cb]AV ]e = Q b '³<]d ' Q 4` Sa \]1]\d3 \ bS ` bOW \[ S \ b 1S \ bS ` N ; S [^ VW a7 \bS `\ O b W ]\ OZ / cb]AV ]e <]d ³ ' Q /U ` WQS \ bS `3f ^]1S \ bS ` N 1S \bÒZ 4Z ]` WRO 7 \bS `\ O b W ]\ OZ / cb]AV ]e <]d $³ ' ' Q=` O \ US 1 ] c \ bg 1 ]\ dS \ bW ]\1S \ bS ` N / ` W h]\ O 7 \bS `\ O b W ]\ OZ / cb]AV ]e <]d $³ ' ' Q> V ] S \ Wf 1 ]\ dS \ bW ]\1S \ bS ` N ;]b]`B` S \ R 7 \bS `\ O b W ]\ OZ / cb]AV ]e: O aDSUO a <]d %³ ' ' Q :Oa DSUOa 1 ]\ dS \ bW ]\1S \ bS ` N < O a Vd WZZS 7 \bS `\ O b W ]\ OZ / cb]AV ]e <]d %³ ' ' Q< OaVdW ZZ S 1 ]\ dS \ bW ]\1S \ bS ` N >c S `b]@ WQ]/ cb]AV ]e 2SQ"³$ ' Q> cS ` b ]@WQ ]1 ]\ dS \ bW ]\1S \ bS ` N AWZWQ]\DOZZSg7 \bS `\ O b W ]\ OZ / cb]AV ]e 8O \%³ Q AO \8 ] aS ;Q3 \ S ` g 1 ]\ dS \ bW ]\1S \ bS ` N A ]cb V 1O `] ZW \ O 7 \bS `\ O b W ]\ OZ / cb]AV ]e 8O \#³% Q 1O `]Z W \ O 4W ` ab 1S \ bS ` N C b OV 7 \bS `\ O b W ]\ OZ / cb]3 f^] 8O \#³& Q A ] cbV B]e \ S 3f ^] aWbW ]\1S \ bS ` N <]`b VSO ab7 \bS `\ O b W ]\ OZ / cb]AV ]e 8O \ ³ " Q @V ] RS 7a Z O \ R 1 ]\ dS \ bW ]\1S \ bS ` N ; W aa W aa W ^^ W 7 \bS `\ O b W ]\ OZ / cb]AV ]e 8O \ " Q 8OQYa ]\1 ]\ dS \ bW ]\1 ][^Z Sf N > S \\ag Z d O \ WO / cb]AV ]e 8O \ &³! Q>/ 4O `[AV ]e 1 ][^Z Sf3f ^]1S \ bS ` N < Se8S à Sg/ cb]AV ]e 8O \ &³! Q ;SOR ]e Z O \ Ra 3f ^] aWbW ]\1S \ bS ` N ES abDW ` UW \ WO 7 \bS `\ O b W ]\ OZ / cb]AV ]e 8O \ '³! Q 1VO `Z Sab ]\1WdWQ 1S \ bS ` N ;]b]`B` S \ R 7 \bS `\ O b W ]\ OZ / cb]AV ]e 0OZ b W []` S 4SP³" Q 0O Z bW []` S 1 ]\ dS \ bW ]\1S \ bS ` N 7 ]e O 7ZZW \] W a@SUW ]\ OZ / cb]AV ]e 4SP ³" Q @WdS ` 1S \ bS `1 ]\ dS \ bW ]\1S \ bS ` N 5 ` SO bS `; WZ e O c YSS / cb]AV ]e 4SP ³ & Q ;WReSab /W `Z W \ Sa 1S \ bS ` N DW ` UW \ WO;]b]`B` S \ R 7 \bS `\ O b W ]\ OZ / cb]AV ]e ; O ` ³" Q 5 ` SObS `@WQV []\ R 1 ]\ dS \ bW ]\1S \ bS ` N 4W àb6Oe OWWO \7 \bS `\ O b W ]\ OZ / cb]AV ]e ; O ` #³ & Q 6OeOWW 1 ]\ dS \ bW ]\1S \ bS ` N < Se; S f WQ]7 \bS `\ O b W ]\ OZ / cb]AV ]e / ^` !³ # Q / Z Pc _ cS `_ cS 1 ]\ dS \ bW ]\1S \ bS ` 6c \ R ` SRa] T\ Se[] RSZ dSVWQZSa ^ Zca Q]\ QS ^ b QO ` a VgP ` WRa Sf]bWQa;= @3 /ZZRObSaacPXSQbb]QVO\US

■ Months/miles

2009 NISSAN MAXIMA 3.5 SV AT 15,000 miles, our Maxima paid a second visit to Nissan of Thousand Oaks for an oil change, full inspection, tire rotation, and cabin air filter replacement for $.. While most editors consider the Maxima’s $, as-tested price too steep and its CVT too unenthusiastic, senior editor Ron Kiino feels otherwise. “I know there are plenty of sport sedans to be had for  large, but how many offer a heated steering wheel, -inch alloys,  horses, power moonroof, leather, Xenon headlamps, backup camera, and nav with traffic updates like our Maxima? On a spirited drive home, I found the CVT’s manual mode sufficiently sporty: The steering-wheelmounted paddles are big and well placed, and the ‘shifts’ are quick and do a commendable job mimicking actual gear changes.”

“SPEAKINGTOURING of the Jaguar [previous page], this Mazda S GT feels like a front-drive XF,” says “Obviously,Kiino.they’re two very diﬀerent sedans, but the road manners—lovely weighted steering, nicely calibrated throttle and brakes, and a graceful ride that imparts a sense of gliding over pavement—are especially similar.” Kiino, a fan of the Mazda’s blind-spot monitoring system, understands how it can annoy others. “On a couple occasions, I forgot that the BSM was on and was alarmed when I heard beeps as I went to change lanes. Luckily, the BSM can be disengaged via the dashmounted button.”

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WHEN THE Scion xB subcompact made its debut in  (along with Toyota’s Scion brand itself), America got its first real taste of undiluted Japanese eccentricity. A barely altered version of the domestic-market Toyota bB, sold in Japan since , the xB stood out on American roads like a Bentō box in a Texas steakhouse. Tiny, austere, and so unabashedly square it was actually cute, the xB won a loyal following among young (and old) drivers who admired its purity of purpose and uniquely unstylish style. Toyota sold more than , xBs in ; by , that figure jumped to more than , annually. Yet like everything American, or Americanized, the xB wasn’t destined to remain tiny. The second-gen model, unveiled for , grew by  inches in length and roughly  pounds. At the same time, it lost the original’s neo-architectural physique, instead wearing more conventional sheetmetal fashioned like a melting bar of Lifebuoy. It also lost, it seemed to us then, much of the first xB’s charming Japaneseness. The xB had grown up, yes, but in the process it had become a safe, tepid California Roll compared with its predecessor’s serving of deliciously horrific sashimi. Mind you, a good California Roll can be enjoyable, as we quickly learned when a 

GERMILLERJESSICA 124 AUGUST 2009 MOTOR TREND.COM Scion XB Better, but not as exceptional 2008 (long-term test) verdict words arthur st. antoine u ll” our car Base price $16,270 Options Navigation system ($1950), 16-inchtransmission,automatic$950,alloywheels($795),ScionSecurity($469),XMSatelliteRadio($449),carpetedﬂoormats($155),wheellocks($65) MSRP, as tested $21,103 Total mileage 18,999 Avg fuel economy 22.9 mpg Problem areas None Maintenance cost $213.25 Normal-wear cost $0 Three-year residual value* $12,662 Recalls*Automotive Lease Guide None

xB entered our long-term fleet in October . Starting at $,, our xB included satellite radio and—gads!—a navigation system, among other upgrades. Total sticker: a not-so-compact $,. Yet the accolades piled up fast. “I owned an original xB,” wrote managing editor Rusty Kurtz in the logbook, “and this new version addresses all the complaints I had about the first one. With more horsepower, it can now keep pace with fast-moving freeway traffic. Our long-term tester also has cruise control, something I was told wasn’t available even as a dealer-installed option on the first-generation car.”Obviously, Rusty was pleased to have the new twin-cam, .-liter four under this right foot, its  horsepower easily outgunning the  horses of the original xB. Like the original, our gen-two xB offered a four-speed as the only automatic. Didn’t seem to be a hindrance, though. “Normally, I’m a disappointed in modern vehicles that use four-speed automatics, but the unit in this xB is quite nice,” wrote Ron Kiino. “It’s responsive and seamless, offers useful sport and manual modes, and delivers good fuel economy. I like it over the Corolla XRS’s five-speed auto.” The xB’s biggest draw, though, was its, well, bigness. “The interior is massive, and it has way more amenities than you’d expect at this level,” wrote Allyson Harwood. “Easily passes my hockey-bag check,” agreed Mike Royer. “Plenty of room in the hatch for a lot of things.” I remember driving to lunch one day with Ed Loh in the passenger seat and commenting, “This xB is so smooth and roomy, why would you buy a Civic?” Ed just stared back and replied, “Good question.”

■ Carlos Lago

So if we weren’t ga-ga over the new xB’s sheetmetal, for sure we loved its extra power, its $..xBtheusingpointedmagicgigantic-interior-in-a-smallish-exterioract,andsuchnicetiesasanintegratediPodadaptor(thoughmorethanafewdriversoutthatchangingtheartistorsongthetouchscreenﬁrstrequiredbringingvehicletoacompletestop.Thosedamnlawyersagain).Bestofall,aftertheinitialinvestment,therequiredonlythesmallestofexpenditurestokeepusrollingrightalong.TheﬁrstKservice,anoilchangeandtirerotation,wascomplimentary.TheK,moreofthesame,costOnlytheKcostussomelargechange,rackingup$.foroil,tirerotation,anda

■ Mike Floyd from the logbook

“I ﬁnd myself liking the xB more and more, and in every way it’s superior to the previous gen (with the possible exception of exterior style). The 2.4-liter is sweet, the car is surprisingly quick, and it’s pretty agile, too. Great brakes, and much less body roll than you’d expect. I’ve seen a couple modded-out with rims and the like, and—I know I may get slammed for this—I think they look cool.”

X3GERMILLERJESSICA

2008 Scion DrivetrainPOWERTRAIN/CHASSISxBlayout Front engine, FWD Engine type I-4, alum block/head Valvetrain DOHC, 4 valves/cyl Displacement 144.1 cu in/2362 cc Compression ratio 9.8:1 Power (SAE net) 158 hp @ 6000 rpm Torque (SAE net) 162 lb-ft @ 4000 rpm Redline 6400 rpm Weight to power 19.6 lb/hp Transmission 4-speed automatic Axle/ﬁnal-drive ratios 2.74:1/2.79:1 Suspension, front; rear Struts, coil springs, anti-roll bar; torsion beam, coil springs Steering ratio 16.0:1 Turns lock-to-lock 2.9 Brakes, f;r 10.8-in vented disc; 11.0-in disc, ABS Wheels 6.5 x 16 in, cast aluminum Tires 205/55R16 EL400-02Bridgestone89H,TuranzaM+S WheelbaseDIMENSIONS 102.4 in Track, f/r 60.0/59.8 in Length x width x height 167.3 x 69.3 x 64.7 in Turning circle 34.8 ft Curb weight 3091 lb Weight dist, f/r 63/37% Seating capacity 5 Headroom, f/r 40.0/41.2 in Legroom, f/r 40.7/38.0 in Shoulder room, f/r 55.8/54.7 in Cargo volume behind f/r 69.9/21.7 cu ft TEST AccelerationDATA to mph 0-30 2.8 sec 0-40 4.2 0-50 6.2 0-60 8.5 0-70 11.0 0-80 15.1 0-90 20.0 Passing, 45-65 mph 4.5 sec Quarter mile 16.4 sec @ 82.6 mph Braking, 60-0 mph 126 ft Lateral acceleration 0.78 g (avg) MT ﬁgure eight 28.5 sec @ 0.57 g (avg) Top-gear revs @ 60 mph 2300 rpm CONSUMER Stability/tractionINFO control Yes/yes Airbags Dual front, front side, f/r curtain Basic warranty 3 yrs/36,000 miles Powertrain warranty 5 yrs/60,000 miles Roadside assistance N/A Fuel capacity 14.0 gal EPA city/hwy econ 22/28 mpg CO2 emissions 0.80 lb/mile MT fuel economy 22.9 mpg Recommended fuel Unleaded regular MOTOR TREND.COM AUGUST 2009 125

new cabin-air filter. In-between, the xB cost us… nothing. No issues, no fixes, no recalls. Our observed fuel economy for the full test, . mpg, was only fair for the class. It’s worth bearing in mind that, given its amphitheater interior, in usefulness the xB serves as a larger car. We also drove our tester hard, including one occasion where an intern clocked a good thousand miles attempting to keep up with a Corvette ZR, a Porsche GT, and a Nissan GT-R. As an art piece, xB version . falls far short of the idiosyncratic original. As a small car, though, it won all of us over. It’s even deserving of its own iconic status—it’s just that good. A “safer” xB, then: Unlike its Fugu-fish predecessor, you don’t have to brace yourself to drive it. ■

“The xB is no autobahn stormer. For our “War of the Worlds” comparo, I took the saddle of the four-wheeled cube and attempted to keep pace with three thoroughbreds on a drive from Los Angeles to Kingman, Arizona. I was not successful. The four-speed became a liability at speed, either buzzing redline in third or lugging in fourth. During our blast across Arizona, the xB drank three-fourths of a tank while the ZR1 consumed a half tank. A quick calculation, however, showed the xB returned 18.3 mpg. Impressive, considering the payload of testing and photo equipment stuffed into the back.”

“Perhaps what’s most impressive about the biggest Hyundai sport/ute ever oﬀered in the U.S. is the smooth and polished transmission,” Vance logged. “This six-speed might be the best automatic in the class, and even at wide-open throttle it transitions up or down to the next gear with almost no noticeable upset to the chassis. Paired with the .L V-, the Veracruz hauled our full load up the steep, long grade north of Bishop, California, at a steady  mph, with plenty of power to spare.”

126 AUGUST 2009 MOTOR HyundaiTREND.COMVeracruz Ltd. AWD Year-long cruz changes perceptions 2008 (long-term test) verdict words mike floyd tht our car Base price $36,445 Options Navigation package ($1750: Carpeted605-wattnavigation,InfinityLogic7Audio),floormats($125) MSRP, as tested $38,320 Total mileage 22,684 Avg fuel economy 16.1 mpg Problem areas None Maintenance cost $301.43 Normal-wear cost $40.33 Three-year residual value* $19,160 Recalls*Automotive Lease Guide Trailer hitch wiring harnesses VANCEBRIAN

Take, for instance, photographer Brian Vance’s long-distance jaunt, during which the Hyundai was more loaded than a crew of spring breakers after sucking down a tray of Jell-O shots.

MAYBE THEY should’ve called it the Genesis Crossover. The Hyundai Veracruz was one of the first salvos in the Korean automaker’s recent new-product assault on the U.S. market, which has been followed by the intros of the much-hyped Genesis Sedan and Coupe. The Veracruz has been generally well received since its launch in March  and scored an impressive comparison test victory against the  Lexus RX  in July of that year. But despite the positive vibes, only , Veracruz sport/utes moved off Hyundai dealership lots in  (in case you’re wondering, Toyota sold more than , RXs over the same period). Yes, we know,  was a bad year to be selling SUVs, but… Is it too late to change the name? So while it hasn’t exactly been shooting up the sales charts like a bullet, the Veracruz, as was the Genesis models that followed it, is also about showing critics that Hyundai can make a $, crossover that’s not only worth the money, but is also competitive with the best the world has to offer. After a year behind the Veracruz’s poweradjustable, leather-trimmed steering wheel, consider our perceptions changed.

Senior editor Edward Loh oﬀered many the same observations about the Veracruz’s overall ride, calling it “smooth, quiet, reﬁned, and willing to get up and boogie when needed.”

Powering the Veracruz is Hyundai’s .-liter, DOHC V-, which is roughly the same engine you’ll ﬁnd in the V- Genesis Sedan and the Genesis Coupe ., although in the Veracruz it puts out  horsepower and  pound-feet. Mated to a smooth-shifting six-speed automatic with Hyundai’s Shiftronic manual setup, it pushed our tester to  mph in . seconds ﬂat and onto a quarter mile of . at . mph. We found the power more than adequate to propel the -pound AWD crossover through just about any situation during our , miles occupying the well-executed and attractive leather-trimmed cockpit.

“I almost hate to admit how much I like this Veracruz—so much for my Pennzoil-fed enthusiast’s heart,” opined editor at large Arthur St. Antoine. “It goes down the road expensively. It shifts expensively. It rides expensively.”

With . cubic feet of cargo room when the second and third rows are folded down and . with just the third row down, the Veracruz oﬀers a solid amount of cargo space, as Vance

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■ Arthur St. Antoine “It took all of 10 minutes to get to Chronic Tacos—and to convince my brother that, Hyundai or no, this Veracruz is a pretty sweet ride. It’s not hard to do, with a qualitylooking interior, rockin’ stereo, ultra-smooth transmission, and enough power to feel impressive. His chief complaint was the styling, insisting the Veracruz looks like “something an old lady would drive.” Can’t win ’em all, I guess.”

■ Rory Jurnecka from the logbook found out (the RX, in comparison, offers . and ., respectively). And that third row can actually fit adult humans. The Veracruz also proved trouble-free from a maintenance standpoint, requiring nothing more than two service visits during its stay— a $. oil change, inspection, and tire rotation at  miles and a $. replica service that also included replacement of the cabin air filter, at , miles. And for normalwear costs, the Hyundai accrued a balance of only $. for new wiper blades. There was some picking of nits, most notably with the optional $ navigation system— Hyundai’s first—which could take too long to boot up and be hard to see during the day and too bright at night. The power tailgate was cited as too slow, and the  model didn’t come with a backup camera option—a musthave in the segment.

2008 Hyundai Veracruz Ltd. AWD DrivetrainPOWERTRAIN/CHASSISlayout Front engine, AWD Engine type 60-deg V-6, alum block/heads Valvetrain DOHC, 4 valves/cyl Displacement 230.6 cu in/3778 cc Compression ratio 10.4:1 Power (SAE net) 260 hp @ 6000 rpm Torque (SAE net) 257 lb-ft @ 4500 rpm Redline 6400 rpm Weight to power 17.8 lb/hp Transmission 6-speed automatic Axle/ﬁnal-drive ratios 3.20:1/2.20:1 Suspension, front; rear Struts, coil springs, anti-roll multilink,bar;coil springs, anti-roll bar Steering ratio 18.9:1 Turns lock-to-lock 3.3 Brakes, f;r 12.6-in vented, disc; 12.8-in disc, ABS Wheels 7.0 x 18 in, cast aluminum Tires 245/60R18 104T M+S, Michelin Latitude Tour WheelbaseDIMENSIONS 110.4 in Track, f/r 65.7/65.7 in Length x width x height 190.6 x 76.6 x 68.9 in Ground clearance 8.1 in Approach/depart angle 24.8/22.7 deg Turning circle 36.7 ft Curb weight 4620 lb Weight dist, f/r 56/44% Towing capacity 3500 lb Seating capacity 7 Headroom, f/m/r 40.3/39.9/36.1 in Legroom, f/m/r 42.6/38.4/31.5 in Shoulder room, f/m/r 60.6/60.2/56.1 in Cargo volume beh f/m/r 86.8/40.0/6.5 cu ft TEST AccelerationDATA to mph 0-30 2.8 sec 0-40 4.2 0-50 6.1 0-60 8.0 0-70 10.8 0-80 14.0 0-90 17.5 Passing, 45-65 mph 4.1 sec Quarter mile 16.3 sec @ 86.5 mph Braking, 60-0 mph 140 ft Lateral acceleration 0.78 g (avg) MT ﬁgure eight 28.1 sec @ 0.59 g (avg) Top-gear revs @ 60 mph 1700 rpm CONSUMER Stability/tractionINFO control Yes/yes Airbags Dual front, front side, f/r curtain Basic warranty 5 yrs/60,000 miles Powertrain warranty 10 yrs/100,000 miles Roadside assistance 5 yrs/unlimited miles Fuel capacity 20.6 gal EPA city/hwy econ 15/22 mpg CO2 emissions 1.11 lb/mile Recommended fuel Unleaded regular

(long-term test) verdict VANCEBRIANX2GERMILLERJESSICA 128 AUGUST 2009 MOTOR TREND.COM

“The ’Cruz doesn’t bug you by trying to be “modern” or “techno”; it just does its job well. Not long ago, I put nearly 1000 miles on it while driving—with ﬁve Persian girls aboard—to Santa Cruz and back. Everyone enjoyed the ride (I, ahem, most of all).”

And while the overall exterior look is clean and nonthreatening, the Veracruz almost blends in too much and falls short of making a design statement. Gas mileage was nothing to shout about either, with an overall combined fuel economy of . mpg, south of the EPA estimated  mpg combined. For context, our similarly sized longterm Mazda CX- returned  mpg. It’s always important to note, however, that we tend to be leadfoots in our test vehicles to better evaluate them under acceleration. In the end, though, we found much to like and not so much to carp about during our year-long ride in the Veracruz. And despite it not exactly hitting its sales stride thus far, Hyundai has created an SUV we deemed more than worthy of consideration in the three-rowcrossover segment. Now, about that name…

How about Genesis X? ■

marketplaceperformance 323/782-2852CALLSECTIONTHISINADVERTISETO MOTOR TREND.COM AUGUST 2009 129

323/782-2852CALLSECTIONTHISINADVERTISETO marketplaceperformance 130 AUGUST MOTOR TREND.COM

marketplaceperformance 323/782-2852CALLSECTIONTHISINADVERTISETO MOTOR TREND.COM AUGUST 2009 131

323/782-2852CALLSECTIONTHISINADVERTISETO marketplaceperformance 132 AUGUST MOTOR TREND.COM

marketplaceperformance 323/782-2852CALLSECTIONTHISINADVERTISETO MOTOR TREND.COM AUGUST 2009 133

323/782-2852CALLSECTIONTHISINADVERTISETO marketplaceperformance 134 AUGUST MOTOR TREND.COM

marketplaceperformance 323/782-2852CALLSECTIONTHISINADVERTISETO MOTOR TREND.COM AUGUST 2009 135

handling is a relative term

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(archive) words matt stone

Front drive? No such thing at Ford’s premium luxury outlet, as evidenced by the new for-1970 model. It dwarfs even today’s Town Car with a 225.0-inch overall length atop a limo like 127.0-inch wheelbase. Grunt came from a pre smogger 460-cube V-8, good for 365 horses. We called it “Plush Polished Provocative ” We also reported on a young, handsome, Italian immigrant who had just won the Indy 500. His name is Mario Andretti coverage august 1969

TRENDMOTOR ARCHIVE

MOTOR TREND.COM

Crossovers?

MOTOR TREND (ISSN 0027-2094) August 2009, Vol. 61, No. 8 Copyright 2009 by Source Interlink Magazines, LLC. All rights reserved. Published monthly by Source Interlink Media, LLC, 261 Madison Avenue, Fifth Floor, New York, NY 10016. Periodicals postage paid at New York, N.Y. and additional mailing ofﬁces. Subscription rates for one year (12 issues): U.S., APO, FPO, and U.S. possessions $18. Canada $31 (price includes surface mail postage to Canada and GST—reg. no. 872093125RT0001). All other countries $33. For address changes and subscription assistance: Motor Trend, P.O. Box 420235, Palm Coast, FL 32142-0235, 800/800-6848 (U.S.), 386/447-6383 (intl.); motortrend@emailcustomerservice.com. Please include name, address, telephone number on any inquiries. To order back issues, logon to www.primediabackissues.com or write: Motor Trend Back Issues, 2900 Amber Lane, Corona, CA 92882. Cost: $6 each, plus $3 shipping and handling. Please specify magazine and issue date. If this is not speciﬁed, your check/money order will be returned to you. Wait 3-4 weeks for delivery.

What the 2CV lacked in ability, it made up for in charm

MOTOR TREND’S editors have never rolled a car during skidpad evaluation, but the late Len Frank, editor at large, and Tony Assenza, feature editor, tried their hardest with this Citroën 2CV. The Deux Chevaux (in reference to the two taxable horsepower the car produced) was to France what the original VW was to Germany, the Mini to Britain, and the Fiat 500 to Italy: basic transportation, with the emphasis on basic Nearly all of the 2CV’s glass was flat, the earliest models boasted seats wrapped in wicker, and the car’s 0-to-60 time is best measured with a sundial How is it, then, that the 2CV and the others, all of which were intended as mere tools for the masses, are recognized as landmark designs and cultural icons? No matter: From 1949 through 1990, Citroën sold millions of 2CVs the world over. It’s safe to say, however, that its handling prowess wasn’t one of the reasons. The 2CV’s ethos, two-cylinder power, and basic shape live on, however, in India’s new Tata Nano. ■ 136 AUGUST 2009

SEE

IT’S HARD NOT TO GIVE IN TO YOUR MUSTANG SIDE. EVEN IF YOU’RE LEGALLY BLIND.

ROGER KEENEY LOST HIS SIGHT 20 YEARS AGO. BUT THAT DIDN’T STOP HIM FROM UNLEASHING HIS MUSTANG SIDE IN A NEW 2010 MUSTANG. THINGS FROM HIS POINT OF VIEW AT THE2010MUSTANG.COM.

Motor trend August 2009

Articles inside

Archive

Running with the Fools?

Rising Sign

Blue Devil vs. Blue Angel

Cause Célèbre

High Bred

Forties Wink

Long-Term Verdicts

The Big Picture