Monday, July 18, 2011
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2012 Fiat 500: That’s amore
By Mark Phelan
McClatchy News Service
I want to sing along with Dean Martin. “Volare,” “Arrivederci Roma,” “Mambo Italiano,” “That’s Amore.” I’m feeling it. I’m awash with Italian romance, besotted by the Fiat 500, ready to toss three coins in the fountain and hurry back to Sorrento. The Fiat 500 coupe is an eye-opening double-shot of espresso to the subcompact segment. Lavishly supplied with style and spunk, the little 500 should also be a wakeup call to any automaker who thinks it can still get away with selling dull, poorly equipped small cars. The little 500 borrows its name from a string of historic small Fiats that dates to 1936, but the 2012 model that just went on sale is strictly 21st century. It has the latest electronic, voice-recognition, safety and engine technology. Prices for the 2012 Fiat 500 start at $15,500. All 500s come with a 101-horsepower 1.4-liter four-cylinder engine that features MultiAir, Fiat’s awardwinning valve-timing system that boosts power and reduces fuel consumption. A five-speed manual transmission is standard. Stepping up to a six-speed automatic raises the base price to $16,500. I tested a well-equipped Fiat 500 Sport with the manual transmission, a power sunroof, Bose sound system and other features. It stickered at $19,400. All prices exclude
destination charges. The Fiat 500 competes with small cars like the Ford Fiesta, Honda Fit and Mini Cooper. The 500 is smaller than the Fiesta, Fit and Mini, but it offers loads of space for two and the ability to carry four when absolutely necessary. The 500’s styling borrows from a predecessor that went on sale in the 1950s. Affordable and easy to fix, that 500 was one of the cars that put Europe on wheels. Despite its small size the 500 has plenty of room in the front seat, including sky-high headroom. The rear seat should be encased in glass: It’s for use only in emergencies, but it will hold two. Cargo capacity is 9.5 cubic feet with the back seats up and a very useful 30.1 with them folded flat. A big binnacle in front of the driver houses the speedometer and tachometer in concentric rings, with the fuel gauge and other info in the center. The layout is unusual but intuitive. I got used to it in minutes. Bright plastic inserts that matched the exterior paint adorned the dashboard. The seats were bordered in wonderful cocoa-brown leather, with a handsome gray vinyl in the middle. There’s very little storage space. Floor-mounted cupholders don’t leave much room for sunglasses, phones, etc., and the small glove box was nearly full when loaded with an iPod and Wayfarers in addition to the owner’s manual.
The 500’s voice-recognition system to control phones, iPods, etc., is terrific. Fiat developed the sysytem, Blue & Me, with Microsoft, as Ford did with its equally excellent Sync system. The 500 is the first car with Blue & Me in America, but you can expect to see it on every Fiat and Alfa, and probably future Chrysler, Dodge and Jeep models. The light and maneuverable 500 rewards enthusiastic driving. I got more Italian with every minute behind the wheel, revving the engine to the red line, shifting fast and frequently, and slipping into gaps in traffic that were as thin as a lira. The car tracks flat and stable through curves. The suspension absorbed bumps and held the road well. The 500 was comfortable and secure on fast highway runs, though wind noise was noticeable. The 500’s fuel economy is good, but not great, with an EPA rating of 30 mpg city, 38 highway and 33 in combined driving. The 500 is so overflowing with style, features and fun that I don’t expect fuel economy to be anybody’s No. 1 reason to buy, but the car’s preference for premium fuel — recommended for best power and fuel economy, but not required — was a disappointment. Despite that, I’m smitten. I drove the 500 down the street with a cloud at my feet. That’s amore, Dino.
MCT News serviCe
The 2012 Fiat 500 is impressively good for tiny size, price.
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Page 2 / Monday, July 18, 2011
Tallahassee Democrat / OnTheMOve
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Monday, July 18, 2011 / Page 3
OnTheMOve / Tallahassee Democrat
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Page 4 / Monday, July 18, 2011
Tallahassee Democrat / OnTheMOve
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Monday, July 18, 2011 / Page 5
OnTheMOve / Tallahassee Democrat
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Page 6 / Monday, July 18, 2011
Tallahassee Democrat / OnTheMOve
2011 Scion tC: more Automotive reads to style than sportiness add to your beach tote By Larry Printz
McClatchy News Service
By Larry Printz McClatchy News Service
The badge says Scion, but the second-generation Scion tC could just as easily be thought of as a Toyota Celica for the new millennium. The tC looks fresh and modern, but its personality will be familiar to Celica fans. As with the previous tC, the new one is a front-drive, three-door liftback with a decidedly sporty attitude. Like the Celica, it’s not the sportiest sports coupe out there, but it handles itself well enough. For 2011, Scion gets a fresh appearance based on the Scion Fuse concept car. Toyota designers in California took inspiration from a racing helmet for the tC’s design. Its simple, bold shapes are offset by a distinctively mean face. Clearly, this model’s buff bod has a bit more testosterone. That same thought goes for what’s under the hood, if you know what I mean. There’s an all-new 2.5-liter inline four-cylinder engine pumping out 180 horsepower, 19 more than the previous model. Performance is further improved through the assistance of a lightweight exhaust system. Power is fed to the front wheels through a six-speed transmission — either manual or automatic. The latter features sequential shifting, allowing for a bit of fun for the clutch averse. This little sucker’s mill has decent oomph, with enough juice to be entertaining, but not so much as to keep you constantly on the lookout for a filling station. Wider 18-inch wheels aid the cause of this affordable coupe, providing agile handling, with quick, if numb, steering. Body lean is wellcontrolled in all but extreme
DaviD Dewhurst/toyota/MCt
The second-generation Scion tC could just as easily be thought of as a Toyota Celica for the new millennium. maneuvers, and grip is fairly good. Braking is OK, but the pedal of the well-used test sample had a long dead spot before the brakes grabbed hold. Stability control, traction control, anti-lock brakes, electronic brake-force distribution and brake assist are standard. Like any sport coupe, there will be road, engine and tire noise, enough that you’ll have to turn up the volume on the audio system. Speaking of audio systems, the standard 160-watt Pioneer sound system has three preset sound profiles, so you can’t tune the treble and bass manually. Sound was nothing special, a disappointment considering this car’s target audience. Not only that, some of the buttons were incredibly tiny. Opt for the optional 300-watt Alpine unit. The interior ambience of this car was pretty much what you would expect at this price. There’s lots of hard plastic that had pleasing textures. But the preponderance of it, and its black color, lent the interior a cave-like feel. Thankfully, the glass moon roof brightened things up
considerably. Scion makes piloting the tC a pleasant experience. It has a sporty, flat-bottomed steering wheel; a nice, if nonsensical, touch. The front bucket seats were comfortable, although, as expected, the seat bottom cushions are a little short for taller drivers. As for the back seat, fold it down to enlarge the cargo space. You really wouldn’t want to put anybody back there. By contrast, there’s lots of space in the center console, with four cupholders and a large console bin that holds 18 CDs, and a flat storage area in front of the transmission lever. Overall, the tC is a sports coupe that’s very easy to live with, at a price that won’t break the bank. But that’s secondary to the tC’s style. Judging from the number of folks who turned their heads to catch a glimpse of it, it has it in spades. Not that there’s anything wrong with that. After all, when was the last time you heard a Toyota termed stylish? Clearly, the young dog can teach the old dog a trick or two.
Headed for a vacation this summer? Given the economic malaise, it may just be the Oceanfront or the hammock in your backyard. Still, you might be tempted to spend a lazy day with a good read. Here are four new books that will satisfy the urge for a great summer read. n “The Big Roads: The Untold Story of the Engineers, Visionaries, and Trailblazers Who Created the American Superhighways” by Earl Swift; Houghton Mifflin Harcourt, 384 pages ($27) Former Virginian-Pilot reporter Earl Swift has done something that hasn’t been done before: assembled an entertaining, coherent history of America’s highway system. It starts back at the dawn of the automobile, involving auto industry titans such as Carl Fisher and Henry P. Joy. But most of the book revolves around the man who did the most to develop America’s highway system, and it wasn’t President Dwight D. Eisenhower. It was Thomas MacDonald, who ran the Bureau of Public Roads from 1919 until his forced retirement in 1953. Beyond MacDonald, Swift follows not just the development of American highways, but the voices that recently have risen up against them. He doesn’t have an axe to grind; he is merely presenting events as they happened, shedding light on the true history of the roads that have reshaped America. Quotable: “Eisenhower was a lot of things: an officer who never saw time at the front, but who is remembered as one of history’s great commanders; a middling student at West Point who proved himself a genius for organization and planning; a guy who spent most of his career
in frustrated, go-nowhere obscurity, only to rise from major to general of the army in eight years. But he was not, by any means, the father of the interstates.” n “Car Guys vs. Bean Counters: The Battle for the Soul of American Business” by Bob Lutz; Portfolio, 256 pages ($26.95) Former General Motors vice chairman Bob Lutz, after a successful stint at Chrysler, was recruited to help fix things at GM. His new book is filled with hilarious insider anecdotes of a company that was so consumed by developing cars as quickly as Toyota, they allowed MBAs to rule product development, rather than design which, for decades, developed GM cars and trucks. The book is pure Lutz, a man who proudly wears his motto, “Often wrong, but never in doubt.” While he admits to his own failures, he also lamely blames the government and the media for hindering GM’s success. A great read, one of this year’s best. Quotable: “If dogs don’t like the end product, the dog food company is sunk. It’s a very simple maxim that is blissfully ignored by higher business education, which teaches all of the ‘techniques’ but fails to train people in the importance of the dogs.” n “Witch Hunt: Essays on the U.S. Auto Industry” by Peter M. De Lorenzo; Octane Press, 348 pages ($37.95) This is the second collection of columns from Peter De Lorenzo, who rants about the ins and outs of the auto business on his website, autoextremist.com. More so than the first book, this tome chronicles that sad dance of decline among the Detroit Three. Thankfully, he adds context to each column, as some of the events he talks
about aren’t ones that readily spring to mind. De Lorenzo doesn’t hold back, although his criticisms come from a central point: He loves the domestic industry and wants it to survive and thrive. The only sour note is his use of foul language, which lends his writing an amateurish tone. Quotable: “There are even some in this country who believe that the continued erosion of the U.S. manufacturing base is no big deal, that we can exist swimmingly fine as a Starbucks Nation of consumer zombies who devour everything in sight but who don’t actually make anything of value.” n “My First Car” by Matt Stone; Motorbooks, 224 pages ($25) Quick. What was your first car? Bet you have a story to go along with it. Motor Trend editor Matt Stone asked the question of some of the world’s top race cars drivers and celebrities, including Jay Leno, Mario Andretti, Patrick Dempsey, Danica Patrick, Sir Stirling Moss and Gregg Allman. This is the quintessential summer read: lightweight, entertaining and filled with short chapters for those with short attention spans. Each chapter is illustrated by period photos of the person’s car. It’s a really fun read, as effervescent as a summer day. Quotable: “One time on old U.S. 17, I passed an unmarked Georgia State Trooper who was chasing someone else at the time. He was not amused. Stopped me and the car he was chasing and said, ‘Son, welcome to McIntosh County, Georgia. I’ve stopped people going faster than you, and I have stopped more than two people before, but that’s the first time I’ve ever been passed while chasing someone else.’ ”
Monday, July 18, 2011 / Page 7
OnTheMOve / Tallahassee Democrat
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Page 8 / Monday, July 18, 2011
Tallahassee Democrat / OnTheMOve
Volt, Leaf both confident of winning green-car battle By Chrissie Thompson Detroit Free Press
DETROIT — Early buyers of both the Chevrolet Volt and Nissan Leaf often traded in a Toyota Prius. They’re fans of solar power. Most of them are men. When they’re asked why they bought their car, the top answer is the same for both cars’ customers: less dependence on foreign oil. But after that, the difference appears: Volt customers love being able to use gasoline for longer trips via their car’s onboard generator, which takes over after about 35 miles. Leaf customers are thrilled that they won’t ever put gas in their pure-electric cars — ever. The two mind-sets are showing up in General Motors’ and Nissan’s marketing choices: GM has chosen to label the Volt as “more car
than electric.� Nissan says its car is “100 percent electric, zero-gas� in a commercial that shows a world burdened by its dependence on gas, complete with an office worker gloomily putting fuel into his Chevrolet Volt. The Leaf passed the Volt last month in U.S. sales, as the Volt’s Detroit-Hamtramck plant shut down for four weeks of updates ahead of increased Volt production later this year. But both Nissan and GM believe their approaches will result in mass-market sales. Nissan has said its Smyrna, Tenn., plant will be able to build 150,000 Leafs annually after production of the electric car starts there next year. GM has officially said its Detroit-Hamtramck plant will build 60,000 Volts next year, but CEO Dan Akerson has said he hopes GM even-
CHEVROLET VOLT VS. NISSAN LEAF U.S. sales (since December 2010 launch) n Volt: 3,071 n Leaf: 3,894 Base price (including delivery, excluding tax credits) n Volt: 2012 model, $39,995 n Leaf: 2011 model $33,630 U.S. production capacity (annually): n Volt: Possibly 100,000+. Production began last fall in DetroitHamtramck. GM plans to build 16,000 Volts this year, with some badged as the European Opel Ampera, and 60,000 next year. CEO Dan Akerson has said GM may eventually build more than 100,000 a year. n Leaf: 150,000. Currently imported from Japan. Production begins in late 2012 in Smyrna, Tenn. The plant will be able to build 150,000 Leafs annually. Sales rollout n Volt: Sales available in full U.S. by November. n Leaf: Sales available in full U.S. next year. Buyers: n Volt: 90 percent male. n Leaf: A majority male, but not as high as the Volt, said Mark Perry, Nissan North America’s director of advanced planning and strategy.
tually will build more than 100,000 a year. At a recent industry greencar conference, Nissan’s
North American director of advanced planning cheerfully touted the car as gas- and emissions-free — over and
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over and over. “We are the greenest car — because we have no tailpipe and no gas, ever,� Nissan product planner Mark Perry said at last month’s Automotive News Green Car Conference. Perry showed a video of Leaf buyers, who said, “I have absolutely no idea what the price of a gallon of gas is,� and, “It’s just a car — except for the fact that there’s no gas gauge.� While GM executives have emphasized the Volt’s ability to give customers freedom from gas, they’re banking on taking the car to mass-market customers who want to have enough power for any length trip — not just the government-estimated 73 miles a Leaf can travel on one charge. For instance, 57 percent of respondents in a USA TODAY/Gallup Poll in
May said they won’t ever buy an all-electric car, no matter the price of gas. So the Volt’s commercials talk about driving the car on road trips. “For longer trips, it can use gas,� actor Tim Allen’s voice says in one ad, reassuring an electric socket that “you can do this. Any socket can.� Many Americans need reassurance, Volt marketing director Cristi Landy said, and many get it from driving one of the Volt demo models being shipped this year to every Chevy dealer who plans to sell Volts. “They say ... ‘I kind of expected it would perform like a golf cart. I didn’t expect it to have any performance — are you sure you can take it on the highway?’ “ Landy said. “Once they get in and drive it, they’re sold.�
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