Nik J Miles » Cars

First Drive: Volkswagen CC

B. Schaffer — Sat, 05 May 2012 08:21:30 +0000

By Barbara Schaffer

Half Moon Bay, Calif. – As automotive writers, my husband, Bill and I continually reassess what car we would buy if we quit the business and had to drive our own car. Of course, when you drive two new cars or more each week, the answer is a moving target, because it’s easy to fall in like with the new car that arrived on Tuesday, and then again when the other one pulls into our garage on Thursday.

In 2004, Mercedes-Benz introduced the CLS Class and coined the name “four-door coupe”. From that day on, I’ve been in major like with the four-door coupe look – four doors for practicality and a sweeping coupe like roof line that makes the car look low, sleek and sexy.

While we could play the game, “If I could have any car and price was no object” and my choice might be one of the growing list of four-door coupes that now includes such beauties as the Porsche Panamera, Jaguar XK and XF, Audi A7 and Fisker Karma. However, I am a practical person and I know we wouldn’t be buying any of those $50,000 to $100,000 beauties.

About four years ago, Volkswagen slipped into the four-door coupe segment with a very nice looking car called the CC, and that has been the car I keep coming back to, as the car I would buy if I quit the auto writing business.

The second generation of the CC recently debuted at Half Moon Bay, Calif., and I was lucky enough to be there to get one of the first chances to drive it. It is still “the” car.

Volkswagen designers didn’t mess with the flowing coupe-like roofline, but they did make some changes to the front and rear, that make it look even better. The new look is more horizontal with more emphasis on the bumper and the grille, rather than having the grille dip in a “V” shape to the bottom of the fascia. This combined with a new slimmer bi-Xenon headlight pod make the car look wider and lower. They also added a line of LED daytime running lights that run from the upper outside corners under the headlight. I like it.

In the rear, the bumper is larger and the taillights are slimmer and more horizontal contributing to the wider, lower look. The new taillights have efficient LED elements that are arranged to further emphasize the horizontal look. The clean functional interior gets only minor changes, one being the availability of three-passenger seating in the rear instead of the two seats with a bin between them.

The engines are unchanged with just two options, a 2.0-liter turbocharged and direct-injected TSI® four-cylinder engine that generates 200 horsepower and the 3.6-liter narrow-angle VR6 engine that produces 280 horsepower. The four-cylinder gets an EPA rating of 22 mpg city and 31 mpg highway, and the VR6 is rated at 17/25 mpg. The turbo four-cylinder always feels more powerful than the horsepower would indicate. My first choice, however, would be the Volkswagen TDI diesel engine, which gets more than 40 mpg in the VW Passat, which is about the same size. Unfortunately, a diesel engine is only offered in Europe, at least for now.

The CC is offered in five models, 2.0T Sport, 2.0T Sport Plus, 2.0T R-Line, 2.0T Lux, VR6 Lux and VR6 4Motion Executive.

The 2.0T models are all front-wheel drive and have a standard six-speed manual transmission or the optional six-speed DSG® dual-clutch automatic transmission. The DSG electronically shifts faster and smoother than anyone can shift a manual transmission. It shifts automatically or can be shifted manually and it produces better fuel economy than the manual transmission.

The VR6 models have a regular six-speed automatic transmission. The Lux is front-wheel drive, but the Executive uses VW’s 4Motion all-wheel drive.

The two VW engines produce a much different feel on the road. The 2.0T feels light and agile, while the VR6 feels more heavy and solid because of the additional weight of the engine and 4Motion (for the Executive). The 2.0-liter turbo is one of my favorite engines in any car because it’s so efficient and has such good performance. It accelerates from 0 to 60 in 7.3 seconds, but feels faster. The VR6 is quicker at 6.3 seconds.

Pricing starts at $31,110 for the 2.0T Sport with manual transmission and goes up to $42,240 for the VR6 4Motion Executive. Even the base model is well equipped with features like 17-inch alloy wheels, Bi-Xenon headlights with adaptive lighting (they turn with the steering wheel), automatic climate control, power seats, HD radio, and Bluetooth®. All the models, except the Sport have a navigation system.

The top of the line Executive has all the goodies: all-wheel drive, leather seating, upgraded navigation, 18-inch alloy wheels, heated and vented front seats, Park Distance Control, Dynaudio sound system, sunroof and power rear sunshade. It’s a true luxury car and the only options are cosmetic accessories.

I give the CC at si, si!

Golf R

I also had a chance to drive the Golf R while I was in Half Moon Bay. The Golf R is not a car I would want, but it’s a thrill to drive. Starting with the compact two- or four-door Golf, the engineers install the most powerful engine they have ever offered in the U.S. It just happens to be a 256-hp version of that same 2.0T engine I like in the CC (above). Then they equip the R with all-wheel drive and a six-speed manual transmission, and all the suspension, brakes, exhaust and other equipment necessary to handle the extra power. Then the designers made it look like an R with flared side skirts and other body and interior upgrades.

The result is a seriously fun-to-drive, road legal racecar. The R is capable of a 5.8-second 0 to 60 mph run and it’s amazing on corners. This is the kind of car people are thinking about when they say, “it handled like it was on rails.”

The world class performance of the Golf R has a starting price of $33,990 for a very well equipped car that includes features like Bi-Xenon headlights, leather seating, Bluetooth®, eight-speaker sound system and an in-dash six-CD changer, AM/FM/SiriusXM™ Satellite Radio, and auxiliary input jack along with an iPod® adapter. For $1,500, more you can add navigation, power sunroof, and the eight-channel 300-watt Dynaudio® premium sound system. It’s pricy for Golf, but it’s not really a Golf, it’s the R and you know what that stands for?

Test Drive: BMW 3 Series Sedan

B. Schaffer — Fri, 04 May 2012 08:03:14 +0000

By Barbara & Bill Schaffer

It must be tough being a BMW planner or engineer working on the 3 Series. The car has been considered the benchmark for the sport sedan category for umpteen years and a top pick on nearly every “best” list. In addition, every manufacturer building a sport sedan is out to take a chunk of the BMW sales — they must be paranoid.

Through six generations, BMW has evolved the 3 Series and improved it, always with their eye on the target of being the Ultimate Driving Machine.

The latest iteration, generation six, has taken the same approach, and like many generations, it required careful examination for the average shopper to identify the changes. The new model has grown ever so slightly, but the rear passengers will benefit from more space in this latest model. Despite the increase in size, the Jenny Craig’s of the BMW weight loss program were able to shave off 88 pounds, and every pound helps improved the car’s efficiency.

Little was done to an already highly acclaimed chassis, but the drivetrain gets a new four-cylinder turbocharged offering for the 328i, a state-of-the-art 2.0-liter four-cylinder engine. It uses what BMW calls TwinPower Turbo technology combined with direct injection and BMW’s variable cam and valve timing to extract maximum performance from minimum fuel. The four-cylinder engine is rated at 28 mpg city and 36 mpg highway with the automatic transmission, and the manual gets slightly less at 27/34 mpg. The result is 240 horses that push the sedan to an impressive 5.7-second 0 to 60 mph time. Top speed is governed at 130 mph, or 155 mph on cars equipped with the Sport Line option.

The 300-hp twin turbo six-cylinder engine is actually only three to five tenths of a second faster than the four-cylinder, depending on the transmission. It gets an EPA rating of 33 mpg city and 26 mpg highway with the automatic transmission, and the manual gets 23/30 mpg. We averaged 29.7 mpg with the automatic during the week we drove it.

All 3 Series models are offered with a standard six-speed manual transmission or a no cost optional new eight-speed automatic. Each also has a new fuel saving automatic stop/start function, which shuts down the engine when the car makes a stop at a traffic control. Although function increases fuel economy, we thought it stopped the engine too quickly and startups were rough and far from seamless.

In addition to the standard trim level, the car can be ordered in three equipment lines: Sport Line, Luxury Line and Modern Line. Each line changes the appearance of the car to match the owner’s lifestyle and preferences. The cosmetic differences include changes trademark BMW kidney grill, various wheels, and other carefully coordinated equipment features to produce a distinctive look. Within each “line” there are other options for the owner to choose for further customization.

The base model 328i pricing starts at $35,795, including the destination charges, and tops out at nearly $50,000 with all-wheel drive and all the other available options. The 335i, which starts at $43,295, has about $20,000 in extras for creative shoppers. BMW seems to be all about offering the highest degree of customization for its cars.

The 3 Series is a very complex machine with laser like precision producing a level of handling and performance far beyond the capabilities of the average driver and most good drivers. It makes us wonder though, why buy the latest version, when it looks little different from the previous version and improvements are beyond capabilities of the drivers? In addition, we start to get sticker shock when we see prices in the $50,000 range. For that price, there are many other interesting choices.

Test Drive: Fiat 500 Abarth

B. Schaffer — Thu, 03 May 2012 08:41:57 +0000

By Bill Schaffer

Automotive press introductions are a great place to listen to a bunch of self-proclaimed “auto experts” expound and argue the merits of the last new car they drove, or the fastest, or perhaps the short coming of the car we are currently driving .

The only debate I heard about the Fiat 500 Abarth was more over the proper pronunciation of the name Abarth. Is it “ah-barth”, “ā-barth” or as the as one of the Chrysler public relation staff proclaimed “ah-bart.”

Name aside, the consensus about the Fiat 500 Abarth among the “auto experts” was “That’s amore”, and I think that means they love it – I know I do.

One of the biggest frustrations for people, like me, who write about cars, is to get a fast car to test, and then have to drive it sensibly at the posted speed limits. Chrysler, the company that owns Fiat or vice versa, understands that frustration, so when they invited me and a few dozen other writers to sample the new Fiat 500 Abarth, they conveniently provided a track for us to drive the Abarth on, so we weren’t out doing stupid things on public roads.

After driving sensibly on a variety of low speed limit roads out of Las Vegas to the Spring Mountain Motor Resort in Pahrump, we all got a chance to experience what Abarth means.

Based on a tradition that started in the 1950s when Karl Abarth was developing racecars from small, lightweight, everyday driving cars like the original Fiat Cinquecento (500), the new Fiat 500 Abarth comes to America faithful to Abarth’s original dictum of “small but wicked.”

“Bringing the 2012 Fiat 500 Abarth to the U.S. enables us to reach out to driving enthusiasts who want Italian performance at an attainable price,” said Olivier Francois, Head of FIAT Brand and Chief Marketing Officer — Chrysler Group LLC. “With its lightweight, track-tuned handling and purpose-built design, the Fiat 500 Abarth brings to life the legendary racing heritage of the brand and becomes the Italian high-performance car for everyday driving.”

The all-new 1.4-liter MultiAir® Turbo engine with twin intercoolers develops 160-hp and 170-lb.ft. — that’s a 58 percent increase in horsepower and 73 percent increase in torque over the normal Fiat 500 engine. It’s all hooked up to the front wheels through a high-performance five-speed transmission. The Abarth is quick – one of the buff magazines says it accelerates from 0 to 60 mph in 6.8 seconds and a top speed electronically limited to 130 mph.

Beyond just being fast, the Abarth is engineered to handle the power with race-tuned suspension, brakes, tires, wheels and everything else that goes along with a well-built fast car. Most notable of the Abarth modifications is the exhaust system, which is LOUD. Someone driving this car won’t be sneaking around, you can hear it coming and going.

I’m not a racing driver, but I enjoy practicing driving fast on a track, like the full 3.4-mile course we used at Spring Mountain. The Fiat runs fast down the straights, brakes quickly for corners and stays flat on the corners with the steering providing a good feel and going where it’s steered. During hard braking, when all the momentum shifted toward the front wheels, the car tended to feel a little light in the rear end and required a little added steering attention.

The Abarth is equipped with all the electronic protections and safety systems like stability control, all-speed traction control, brake assist, electronic brake-force distribution and hill start assist.

A friend and fellow journalist has arranged to drive one of the Abarth’s back to Portland, Oregon from the Las Vegas introduction and asked me to join him. Never one to pass up a road trip, I jumped at the opportunity and we left early the next morning. Had we been more adventurous and not concerned about how the summer tires would handle snow, we would have gone through Nevada or Idaho, but with warnings of storms, we opted for the safer route through California.

Our luggage, briefcases and a few other things we picked up along the way easily fit into the trunk and the back seat, but I don’t think I would have wanted to ride in the back seat — it’s small.

We thought the performance modifications might create a harsh ride, but quickly discovered a smooth ride with very comfortable seats, and we didn’t feel cramped. The only down side of the Abarth was the exhaust, which is loud and might have worn on us, if we didn’t have a good diversion like we had – audio books. I highly recommend them for any road trip.

We decided to go as far as we could the first day and stopped after 12 hours and 750 miles just over the Oregon border in Ashland to spend the night before driving the final 300 miles into Portland. The highly bolstered sport seats were supportive and comfortable even for a 12-hour day. The fuel economy was good; too, we averaged about 32 mpg, driving about 10 mph over the speed limit most of the way. The EPA rates it at 28 mpg city and 34 mpg highway.

A Fiat 500 base model, the Pop, starts at $16,000, including the destination charge, and the top model the Lounge starts at $18,000. The highly modified Abarth, available at dealers now, is just $22,000, and that’s a bargain. The Abarth is very civilized with all the features I think are necessities in a car: cruise control, Blue&Me™ hands free communications, air conditioning, keyless entry, etc. TomTom® navigation is a nice option, too.

After the trip, some of the people from Chrysler told us we had more seat time in the Fiat Abarth than anyone else in the country – it’s fun having the most of something, even if its unofficial record seat time.

At the end of the trip, I can say several things about the Fiat 500 Abarth:

It could be a very nice everyday driving car, and for someone so inclined it’s almost track ready.
It’s comfortable and gets good fuel economy.
Between its distinctive Abarth look and the loud exhaust, it’s a head turner.
Attention motor home owners — it’s towable.

Test Drive: Volvo R-Design (Part 4)

B. Schaffer — Fri, 27 Apr 2012 08:14:27 +0000

Volvo C30 R-Design

By Barbara & Bill Schaffer

Of the three Polestar modified cars, the C30 feels the most dramatic on the road and much of that is due to its smaller size. Already one of our favorites for its sporty handling and the styling, which resembles a contemporary version of the P1800ES from the early 1970s. Powered by a 227-hp, 236-lb.ft. of torque turbocharged five-cylinder engine, the 3,200-pound vehicle accelerates from 0 to 60 in 6.8-seconds and has a track top speed electronically limited to 149 mph.

Shifting is handled by a six-speed manual transmission or the five-speed Geartronic with the manual shifting “auto stick.”

With the modifications to the chassis and steering, the R-Design has a stiffer ride and tighter steering more consistent with that of a racecar than a front-wheel drive coupe.

Starting with a well-equipped C30 T5 that includes all the typical Volvo safety enhancements the R-Design adds a color-coordinated body kit, leather seating, a special front grille along with several cosmetic upgrades and R-Design logos.

Standalone options include SiriusXM satellite radio, active dual Xenon headlights, keyless drive and the Blind Spot Information System (BLIS). Volvo was the first company to develop a blind spot system and we think it should be standard equipment on all Volvo vehicles.

The C30 T5 comes in six trim levels T5, T5 Premier, T5 Platinum along with R-Design versions of each of those. Pricing starts at a base level of $25,825, including the destination charge, and peaks at $32,725 for the R-Design Platinum. The R-Design adds $2,500 to any model. With all the available options, the C30 goes for a lofty $36,820. It’s expensive, but it’s a remarkable car and a standout on the road.

Polestar Performance Software Packages

Owners of certain later models of the XC60, C30, C70, S40 and V50 can also get a Polestar Software upgrade for T6 and T5 engines. See your Volvo dealer for details.

Test Drive: Volvo R-Design (Part 3)

B. Schaffer — Thu, 26 Apr 2012 08:09:43 +0000

Volvo XC60 R-Design

By Barbara & Bill Schaffer

Now in its third year the Volvo XC60 is one of our favorite premium compact crossovers. From the dramatic styling to the world-class safety systems to the strong performance, the XC60 stands out in the crowded category.

For 2012, major changes include a new R-Design engine, new trim level and more features. Adding more bite to the latest model, the 3.0-liter in-line six-cylinder engine gets the Polestar software treatment, and like the S60 version, horsepower and torque receive a nice bump to 325-hp and 354-lb.ft. of torque. Essentially the same drivetrain as the S60 and about 400 pounds heavier, the XC60 can produce a 6.9-second 0 to 60 mph time and the same top speed electronically limited to 130 mph. The weight and less aerodynamic body drops the fuel economy numbers to 17 mpg city and 22 mpg highway.

The R-Design package also includes 20-inch “Cratus” alloy wheels, metallic-themed interior with unique aluminum inserts on the steering wheel. It also adds R-design attributes like silk metal finish outside mirror housings, trim moldings, skid plates, twin chrome tailpipes and the R-Design logo embossed in the front seat backrests and on the grille.

The XC60 was the first Volvo offering standard HD Radio, which improves the radio signals to digital quality. The XC60′s standard system includes Bluetooth™ streaming audio, AUX and USB inputs.

The XC60 is available in three engine defined-models: the 240-hp 3.2 FWD, the 300-hp T6 AWD and new 325-hpTX AWD R-Design. Each model is offered in three trim levels, the base, Premier Plus and Platinum. (The 3.2 is also offered at Premier level.)

Volvo’s new trim strategy adds features like power tailgate with programmable memory setting, front and rear park assist and Personal Car Communicator for the Premier Plus. The Platinum level takes all the other features and adds a premium sound system and navigation with rear park assist camera. Speaking of navigation systems, the previous generation Volvo navigation that rose from the dash on some models and was controlled by a toggle switch on the rear side of the steering wheel was one of the worst in the industry, but the new system with real time traffic is a major improvement.

The XC60 is great fun to drive with its tight suspension, precise steering and high torque turbocharged six-cylinder engine. Handling is more like a sport sedan than a SUV thanks to the extra-ridged body structure and Polestar upgrades.

Pricing starts at $34,175, including the destination charge for the XC60 3.2 and goes up to $49,025 for the XC60 T6 AWD R-Design Platinum. All the options can take the R-Design Platinum to just over $55,000.

Tomorrow see part 4 – C30 R-Design

Test Drive: R-Design (Part 2)

B. Schaffer — Wed, 25 Apr 2012 08:04:37 +0000

Volvo S60 R-Design AWD

By Barbara and Bill Schaffer

One year after the introduction of the S60 T6, which could best be called the brand’s performance leader, the sport sedan gets a boost from the Polestar treatment. Boasting 25 more horsepower and 29-lb.ft. of torque, the new R-Design version drops the 0 to 60 mph acceleration time to 5.3 seconds while the top speed is electronically limited to 130.

As the best performing Volvo ever, the S60 R-Design is a product of software tuning where the alterations are made electronically in a method similar to the chips used by some aftermarket tuners. Software modifications are an easy way to improve performance without modifying hardware, so the original warranty is still in affect and the fuel economy is the same as the T6 version – 18 mpg city and 26 mpg highway.

The S60 R-Design uses the second-generation six-speed “Geartronic” box with a sport mode. During more aggressive driving, the transmission had a tendency to shift up to save fuel rather than holding a lower gear to help the driver maintain better control through corners, and Volvo insiders say they are working on that. The transmission can be shifted manually from the shifter, but it lacks the more desirable wheel-mounted paddles.

The S60 has a front bias electronically controlled all-wheel-drive system with Instant Traction plus Corner Traction Control with torque vectoring which helps steer the car by redistributing torque to the outside wheel.

Cosmetic modifications, to the already sleek sedan, include a redesigned lower front fascia below the glossy piano black grille, large 3.5-inch exhaust outlets and unique 18-inch “Ixion” alloy wheels. The R-Design interior includes deeply bolstered front sport seats, and a plethora of R-Design logos applied to various items in the cabin.

The S60 T6 was lauded by the automotive press for impressive handling and the R-Design builds on that with its new sport chassis. Engineers were easily able to enhance handling characteristics by adding a strut brace under the hood linking the strut towers and enhancing other performance sub-systems to stiffen the body structure even more. The R-Design also uses a suite of electronic systems including Dynamic Stability and Traction Control and Advance Stability Control help keep the car aimed where the driver is pointing.

Included in the R-Designs safety menu is the world’s first City Safety system, which help prevent collisions with another vehicle. When creeping at 19 mph or less, the system has a sensor that determines when a collision is likely, and depending on the closing speed, the system will either pre-charge the brakes or automatically brake to avoid the collision.

S60 pricing starts at $30,025 for the turbocharged five-cylinder T5 model and the turbocharged six-cylinder T6 AWD is $38,775. The T6 RWD R-Design is priced at $43,375, and can go to more than $54,000 when you add the multimedia, technology and climate packages along with the available stand-alone options.

The R-Design certainly doesn’t produce the extreme performance increase of an AMG or M, but it’s an inexpensive upgrade to make the S60 a strong competitor among the premium sport sedans and well worth of consideration.

See Part 3 — XC60 R-Design tomorrow

Test Drive: Volvo R-Design

B. Schaffer — Tue, 24 Apr 2012 08:56:26 +0000

By Barbara & Bill Schaffer

After more than 20 years of reviewing new cars, we know we can always count on a new Volvo to have several distinctive characteristics.

It will be one of the safest cars on the road
The seats will be the most comfortable
The styling will be unique

Along with these givens, various models have other characteristics that may set them apart from the maddening crowd. Nevertheless, with a few exceptions, Volvos have not been cars we would consider as high performance.

However, the high performance void has changed as we discovered after driving several of the new Volvo R-Design models recently in Arizona.

Like the BMW M, Mercedes-Benz AMG, Lexus F and few other brands’ performance vehicles, Volvo has added performance versions of three models under the R-Design flag. Developed by Volvo’s official motorsports racing partner, Polestar, the R-Design cars have a small enhancements in horsepower and torque, brought about mostly by changes to the engine software to increase the turbocharger boost. To go along with more power there are a multitude of changes made to the chassis and suspension to improve the handling.

The three new R-Design cars we drove included the S60, XC60 and C30. Read about the Volvo S60 R-Design tomorrow.

Test Drive: Scion iQ

B. Schaffer — Mon, 23 Apr 2012 14:58:42 +0000

By Barbara & Bill Schaffer

As small cars start to gain acceptance from American drivers, Scion has entered the market with a new one that ranks high on intelligence – the iQ. As the name implies, this little car has some smart features and is much more than simply small and economical.

To put the size in prospective, the iQ is120.1 incheslong – ten feet. That can make a small garage seem much larger, and you might have trouble finding it if you have a large cluttered garage. In relation to the competitors, the new Fiat 500 and Mini Cooper are both larger at 140 and147 inchesrespectively and the Smart is shorter at 106 inches, but the Smart only holds two people.

As expected, the iQ interior is snug, but a pair of six-footers can be comfortable in the front seats. The seatbacks are slim to optimize rear legroom for the “3+1″ offset seating arrangement, which allows one adult to sit behind the front passenger and a child or small package behind the driver. It’s not designed for long drives with four people, but can get the job done when more people need to go along.

The interior is very businesslike with a nod to function rather than beauty. The instrument panel is a large easy to see pod behind the steering wheel with a large speedometer taking up most of the space and an easy to read tachometer in the bottom right. Climate controls are three convenient dials stacked in the center section. On top of the center stack is a standard Pioneer™ audio system with the works, including AM, FM, HD Radio™, CD, plus there are also jacks for auxiliary audio and USB input. SiriusXM satellite radio is an option. An optional audio system links to an iPhone and adds a 5.8-inch LCD touch screen display plus features like iTunes® tagging, Pandora® internet radio connected through iPhone®. There is also an available navigation system with seven-inch touch screen.

We give the iQ high marks for styling. It has a strong masculine look with flaring fenders over the wheels, which are pushed to the corners to give a racy looking stance. The front end is short with large headlight assemblies mounted high. Large low-mounted air inlets in the front (the outside ones appear decorative) add to the aggressive look. From the side, the rear window treatment looks like a giant spoiler over the dark tinted rear window.

Cargo space is only 3.5 cubic feet when the rear seats are in place; with the seats folded; space grows to 16.7 cubic feet, or enough space for the spoils of a good shopping trip.

The iQ is fun to drive; the small size makes it agile, especially with the tight 12.9-foot turning radius. The car has a positive feel, it rides nicely, leans a bit in the corners, but it does exactly what it was designed for, and it does it very well. It’s a wonderful town car, slipping through tight traffic and squeezing into marginal parking places.

Lift the hood an you’ll find a little 94-hp, 1.3-liter four-cylinder engine driving the front wheels through a CVT (continuously variable transmission). The CVT works well for the average driver and it helps improve fuel economy. The transmission does have two additional drive settings — “S” which keeps the transmission in low- and mid-speed ratios for better response and “B” that keeps the transmission in low ratios for engine braking on down hills. For a driver wanting more control and positive reaction, this is not the car. That car would more likely be the sporty Scion tC or the new Scion FR-S rear-drive sports car.

Scion iQ fuel economy is good, but it doesn’t quite top the 40 mpg numbers some “economical” cars are starting to deliver. We averaged 34.2 mpg during a week behind the wheel driving mostly in city traffic. The EPA lists iQ at 36 mpg city and 37 mpg highway. Acceleration requires a little patience, pulling onto a highway and accelerating from 0 to 60 mph takes 11.8 seconds, but once at speed it cruises along nicely.

Mechanically many of the features were re-engineered rather than put into a shrinking machine. For example, they created an innovative compact front-mounted differential, high-mounted rack and pinion steering, compact air conditioning, low profile fuel tank to create the small package.

The iQ price beats the competition starting at $15,995, including the destination charge, as compared with $16,010 for the Smart, $17,250 for the Fiat and $19,500 for the Mini.

The base car at the $15,995 price includes all the important features air conditioning, keyless entry, power windows and locks, Bluetooth, HD Radio and a satellite ready 160-watt Pioneer AM/FM/CD audio system. They do have a few available options including 16-inch alloy wheels ($749), XM traffic radio $599 ($449 without the traffic), Scion navigation ($1,999). There are also a few available accessories to personalize the looks and improve the handling.

Like all Scion models, the iQ is covered by a 3-year/36,000-mile comprehensive warranty and a 5-year/60,000-mile powertrain warranty. The iQ will also come standard with Scion Service Boost, a complimentary plan covering normal factory-scheduled maintenance for two years or 25,000 miles whichever comes first, and three years of 24-hour roadside assistance.

Many shoppers are concerned about the safety of small cars and Scion has addressed that concern with 11 airbags – that’s more than any other car sold in the U.S. It even has an industry first rear air bag.

Test Drive: 2012 Mazda MX-5 Miata PRHT

Wed, 11 Apr 2012 12:00:17 +0000

“Mazda’s 2011 MX-5 Roadster: If it ain’t broke…”

The Mazda MX-5 Miata, after more than 20 years, continues to, provide sports car enthusiasts with a pure and simple, fun-focused roadster at an affordable price. The experts at the Guiness Book of World Records, proclaim the MX-5 to be the most popular two-seat convertible sports car in the world, with more than 900,000 produced. Is Miata by any other designation still a Miata? Definitely! The latest generation of the popular roadster now referred to as the MX-5, literally revived open-air motoring on our shores, and now happens to be better than ever. Did it make sense to drop the Miata name reference that has built such positive brand equity? Probably not, but in the final analysis, true aficionados will still revert to using the Miata name when talking about the MX-5 anyway.

The Miata was first introduced at the Chicago Auto Show in February, 1989, and the focus of the car remains on driving that is FUN and exhilarating. The emphasis in all phases of development for every generation MX-5 has been “Jinba Itai”, which translates into western culture terminology as ” Horse and Rider as One”. Key elemental issues in building the MX-5 continue to be: a body structure utilizing new weight-saving technologies and materials that improve crashworthiness while increasing rigidity; freshened interior and exterior styling and design that remain true to the car’s original concept with slightly enlarged exterior dimensions that yield more room for taller occupants with greater comfort and safety; livelier, linear engines; better steering response; improved suspension componentry and enhanced braking systems; and finally, workmanship indicative of higher quality with added feature content.

At first glance from a distance, the MX-5 doesn’t appear to be radically different from its forbears. Upon closer scrutiny however, even though it is an evolutionary advancement of the 2-seat icon, it seems to continually evolve into a new vehicle done in the basic style and concept of the original. The synergy of the original remains, with all elements continually revised for the better.

As if that weren’t enough, in 2008, Mazda took the concept of the two-seat roadster and advanced it to the next level of refinement by adding a Power Retractable Hardtop convertible design to its model offering. The MX-5 Power Retractable Hard Top (PRHT) features a roof consisting of three major parts—a front section, a middle section, and the rear window—which hinge and move tonest atop one another in exactly the same space as the soft top. No trunk space is sacrificed, and the top mechanism only adds 78 pounds over the cloth top model’s weight.

The two roof sections fold in clamshell fashion; with the window separating from the middle section and moving forward to the in-between space, descending into the same storage well located above the rear axle and the fuel tank where the soft top would have resided. A deck cover mates with the top when closed, shrouding the folded top from view. A center-locking handle secures the PRHT to the windshield header. Two buttons positioned on the instrument panel operate the top – one for up, the other for down, activating four small, quiet-running electric motors—two for the folding hard top, two for raising and lowering the deck cover. The entire operation takes a mere 12 seconds, but the motor must be running with the transmission in neutral (or Park with the automatic transmission), the brake applied and the header latch released – windows lower partially automatically, but remain in that position and won’t function further until the top operation is completed. The PRHT offers the security of a Coupe when closed, is certainly more convenient than a removable hardtop and is the fastest power-operated retractable hard top in the U.S. An indicator lamp and warning beep advises the driver when the top operation is complete. As with the soft-top MX-5, the PRHT edition provides a wind deflector to block cockpit drafts.

Power is still provided by a 2.0-liter DOHC, 16-valve VVT inline four-cylinder engine that generates 167 horsepower and 140 pound feet of torque routed through either a six-speed short-throw manual gearbox as standard, or optional 6-speed automatic transmission with steering wheel-mounted paddle shifters, to the rear wheels. The engine is longitudinally mounted forward, driving the rear wheels.

My latest test 2012 Mazda MX-5 PRHT was finished in a Crystal White Pearl (metallic) exterior, with a Gloss black top and mirror caps, and a complementing Black interior. The base price was set at $28,660. while the optional features and equipment and Delivery, processing and handling charge bumped the final sticker to $33,823.

SUMMARY: The 2012 Mazda Miata PRHT (Oops, MX-5) has lost absolutely none of its appeal. In fact, there are virtually no changes from last year’s model except in the option change department – the Dynamic Stability Control and Traction Control have been removed from the optional premium package and are now standard fare and the diminutive roadster has, in essence, gained a higher status across the board. The 6-speed manual gearbox delivers a positive response in the driving experience without question.

Acceleration, while perhaps not blistering to some, is quick enough, even if the engine is slightly on the “buzzy” side when prodded with gusto, but it doesn’t rate as offensive at all. A throatier note from the four-banger as well as from the exhaust would surely contribute considerably to even wider smiles and perhaps even a little giggling. Handling is crisp and precise with pleasing throttle steer properties, and the car exhibits a very nice front to rear balance.

The biggest plus for me in driving the MX-5, was the added interior volume that accommodates my 6’4″ frame more readily than before. The trunk capacity was increased by four percent over that of the second generation. It’s still not huge, mind you, especially with the top down, but I was able to stash two full size bags and a full-face motorcycle helmet without a problem.

The MX-5 remains a true sports car with heart in conjunction with Mazda’s “Zoom-Zoom” spirit. In my mind, it’s still really a Miata, (MX-5 or not) regardless of the top configuration. Kudos for the genuine sports car feel and looks, the slick, fast operating retractable hardtop and the totally adequate and comfortable interior accommodations for two. Essentially, the 2012 MX-5 Miata PRHT is race ready off the showroom floor. Okay, you will probably need to add a roll bar and five-point harness.

SPECIFICATIONS: Mazda MX-5 Miata PRHT-‘12

Base Price: $28,660.

Price as Tested: $33,823.

Engine Type and Size: 2.0-liter DOHC, 16-valve Inline VVT four-cylinder with multi-port fuel injection.

Horsepower (bhp): 167 @ 7,000 rpm (158 w/ 6AT @ 6,700 rpm).

Torque (ft./ lbs.): 140 @ 5,000 rpm

Transmission: Six-speed short-throw manual.

Drive Train: Longitudinally mounted front engine / Rear-Wheel drive.

Suspension: Front – Double wishbone with forged aluminum control arms, gas-filled twin tube shock absorbers and stabilizer bar.

Rear - Multilink with tubular control arms and aluminum knuckle, gas-filled shock absorbers and stabilizer bar.

Brakes: Power-assisted hydraulic four-wheel discs (vented front) with ABS, EBD.

Tires: Bridgestone Potenza 205/45 R17 84W mounted on 5-“V”-spoke black painted alloy wheels.

Wheelbase: 91.7 inches

Length Overall: 157.3 inches

Width: 67.7 inches

Height: 49.4 inches

Curb Weight: 2,562 lbs.

Fuel Capacity: 12.7 gallons

EPA Mileage Estimates: 21 mpg city / 28 mpg highway

Drag Coefficient: 0.32

0 – 60 mph: Not tested.

Test Drive: 2012 Infiniti G37 Convertible

Tue, 10 Apr 2012 12:00:24 +0000

“Infiniti’s G37 drop top: Still seductive”

For those looking for year round driving comfort in a convertible with the security of a three piece folding hardtop and seductive coupe-like styling, the Infiniti G37 convertible that first bowed in 2009 should fill the bill in admirable fashion. It is essentially one car with two souls, with power coming from a 3.7-liter DOHC, 24-valve VVEL V6 engine with sequential multi-point fuel injection, that develops 325 horsepower @ 7,000 rpm, while also delivering 267 pound feet of torque @ 5,200 rpm. The engine is positioned up front and connects to either a six-speed manual gearbox or an optional electronically controlled 7-speed automatic transmission with Drive Sport mode/manual shift mode, downshift rev matching and available magnesium paddle shifters, that gears motive force to the rear wheels.

The G37 convertible is available in two models: G37 or G37-S – the G37 is equipped with the 7-speed electronically controlled automatic transmission, while the G37 S features the six-speed manual gearbox. The following enhancements are in place for the 2012 model year: the previous Limited Edition package is no longer available. Other changes include the addition of a standard spare tire (replacing the previous repair kit). The G37 Convertible Sport 6MT adds sport-tuned steering and larger sport brakes, along with 19-inch aluminum-alloy wheels and W-rated performance tires.

The Infiniti G convertible is visually appealing as a Coupe with the top fixed in place, or equally attractive as a convertible with the top stowed where it ought to be most of the time. When compared to the G Coupe, the G Convertible utilizes all-new body panels from the A-pillar back, along with a 1.1-inch wider overall width, wider rear track and modified rear suspension.

Exterior features include: athletic, well-proportioned coupe-like styling (with the top raised), flowing front fenders, wave-like aluminum hood, bold signature Infiniti double-arch grille and expressive front fascia; and L-shaped High-Intensity Discharge (HID) bi-functional xenon headlights with integrated fog lamps. The unique body structure was designed for open-top use, and unique panels from the A-pillar rearward; a three-piece power retractable hardtop with one-button operation that raises and lowers the top in approximately 26 seconds; a power folding function added to the outside mirrors; specific sport front fascia for G37 Convertible with Sport Package and G37 Convertible Sport 6MT model; and a choice of eight exterior colors: Vibrant Red, Malbec Black, Liquid Platinum, Graphite Shadow, Black Obsidian, Moonlight White, Pacific Sky and Lapis Blue.

The G37 Convertible Sport with 6-speed manual transmission and G37 Convertible with Sport Package both incorporate a unique front fascia/bumper design.

Technology features include standard RearView Monitor and available Pre-Crash Seat Belts and Intelligent Cruise Control (ICC). The G Convertible’s available Infiniti Navigation System includes XM NavTraffic® Real-Time Traffic Information, NavWeather™ with Real-Time Weather and 3-day forecast (XM® subscription required, sold separately), Streaming Audio via Bluetooth® and Zagat Survey® Restaurant Guide. The system also features a touch screen and Voice Recognition.

Interior refinements feature styling that successfully blends sophistication, craftsmanship and thoughtfulness in attention to detail with unique, available systems created to enhance one’s fresh-air motoring experience. The driver-oriented cockpit features a center console (automatic transmission only) with a higher quality appearance, an Infiniti signature instrument panel design with Infiniti electroluminescent instrumentation featuring a white illumination color scheme, integrated multi-function information drive computer display and signature Infiniti analog clock. The double hand-stitched leather-covered steering wheel is designed for maximum comfort and usability, with standard wheel-mounted audio and cruise controls. Polished maple trim accents or special Silk Obi aluminum interior trim, inspired by fine Japanese silk, unique to the G Convertible is placed across the instrument panel, on the center console and on the door panels. Leather-appointed seating is standard and is offered in three colors – Graphite (black), Wheat and Stone.

The G37 Convertible Sport 6MT and G37 Convertible with Sport Package also include special sport-styled front seats with manual thigh extension and driver’s power thigh and torso support – along with sport stitching for the front seats and steering wheel, high- grip aluminum pedals and foot rest. A power walk-in device with position memory provides easy access to the 2nd row seats (the front seats move forward automatically at the touch of a button, allowing passengers easy entry and exit for the rear seats). An available rear wind deflector helps reduce wind turbulence when the top is stowed.

Responsive steering is provided by a vehicle-speed-sensing system, with sport-tuned steering offered with the G37 Convertible Sport 6MT and G37 Convertible with Sport Package. Standard on all G Convertibles is Vehicle Dynamic Control with a cancel switch and Traction Control System.

Braking performance is courtesy of standard 4-wheel vented discs with 4- channel, 4-sensor Anti-lock Braking System, Electronic Brake force Distribution and Brake Assist. The G37 Convertible with Sport Package and G37 Convertible Sport 6MT are further enhanced with larger ventilated rotors and aluminum four-piston calipers up front and two-piston calipers in the rear, embossed with Infiniti lettering.

Also available is Infiniti’s Intelligent Cruise Control with Preview Braking, which assists in maintaining a consistent following distance from the vehicle ahead. It also identifies sudden braking situations with laser sensors to determine distance and relative speed of the vehicle ahead in the same lane and “pre-pressurizes” the Brake Assist system before the driver steps on the brake pedal.

An Advanced Air Bag System with dual-stage supplemental front air bags featuring seat belt and occupant classification sensor is standard, along with door-mounted curtain side-impact supplemental air bags for driver and front-seat passenger protection, front-seat mounted side-impact supplemental air bags and front seat Active Head Restraints. The rear seat includes fixed head restraints with rear Pop-up Roll Bars. The G Convertible also features reinforced front side members, front pillars and body sills.

My test Infiniti G37 Convertible came with the seven-speed automatic transmission, finished in a Vibrant Red exterior, with the interior executed in Black. The base sticker read $ $46,400, while adding the Sport Package, Technology Package, Premium Package, Navigation Package; Interior Accents Package with high gloss maple trim; illuminated door sill plates and Destination charges bumped the final count and amount to $56,035.

SUMMARY: The 2012 Infiniti G37 Convertible delivers a delightful performance experience along with its sensual visual image. Acceleration is brisk, with a smooth linear response, in either manual or automatic mode. The ride quality is quite comfortable without feeling either too compliant or too firm. The handling characteristics are precise, resulting in an athletic response — some drivers will no doubt perceive the feedback as perhaps a little too assisted, but it is sporty and fun to drive none-the-less. The 3.7-liter V6 serves up plenty of power that is geared through the smoothly shifting 7-speed automatic.

The interior ambience smacks of luxury with pleasing fit, finish and textures to savor along with all the onboard technology. The layout is intuitive from a driver’s point of view, providing legible instruments and gauges. Safety and security paramount in the G37 as well, and the state-of-the-art content provides a heightened sense of security when motoring in a spirited fashion. The top stows in 26 seconds, operating the windows as part of the lowering sequence, and raises taking slightly more time and having to raise the windows separately. There is a package tray in the trunk that must be manually positioned before the top will lower, and with it in position, the trunk capacity is somewhat limited. Golf bags will likely have to go in the rear seat if one wishes to experience top-down driving, as will most other oversized luggage and personal gear. Other than this one glitch, the 2012 G37 Convertible is an extremely attractive and most enjoyable open-air (or not) tourer.

SPECIFICATIONS: Infiniti G37 Tech/Navi/Sport Convertible-‘12

Base Price: $46,400.

Price as Tested: $56,035.

Engine Type and Size: 3.7-liter VQ Series DOHC, 24-valve VVEL V6 with sequential multi-point fuel injection.

Horsepower (bhp): 325 @ 7,000 rpm

Torque (ft./ lbs.): 267 @ 5,200 rpm

Transmission: Seven-speed automatic with Drive Sport mode/manual shift mode with downshift rev matching.

Drive Train: Longitudinally mounted front engine / Rear-wheel drive.

Suspension: Front - Independent double wishbone w/ stabilizer bar.

Rear — Independent multi-link w/ stabilizer bar .

Brakes: Power-assisted four-wheel vented discs with ABS, BA and EBD.

Tires: Bridgestone Potenza P225/50 R19 96W Front / 245/45 R19 98W rear mounted on 5-tri-spoke (15) Enkei alloy wheels -8.5” wide front & 9” rear.

Wheelbase: 112.2 inches

Length Overall: 184.0 inches

Width: 72.9 inches

Height: 55.1 inches

Curb Weight: 4,083 lbs.

Fuel Capacity: 20 gallons

EPA Mileage Estimates: 17 mpg city / 25 mpg highway

Drag Coefficient: 0.31

0 – 60 mph: Not tested