Nik J Miles

Test Drive: Ford Flex

B. Schaffer — Sat, 19 May 2012 09:49:19 +0000

By Barbara & Bill Schaffer

Portland, Ore. – The Ford Flex is one of those cars that people seem to love or hate, and we both fall strongly into the “love” column.

Originally appearing as a 2009 model, the full-size crossover has only attained moderate sales success seeming to follow the pattern set by two other full size crossovers of a similar configuration, the Chrysler Pacifica and the Mercedes-Benz R-Class. We liked both of those other cars, too, but Pacifica was dropped in 2008 and the R-Class is scheduled to be dropped after the current model year.

People who have taken a Flex home, however, love them and give it high owner satisfaction ratings, and a top Crossover Utility Vehicle rating according to Strategic Vision’s Total Value Index.

“Flex appeals to people who want to stand out from the crowd, and it has the highest retention rate of any vehicle in the Ford lineup,” said Mark Fields, Ford president of The Americas. “With technologies not found in other full-size utilities, even better fuel economy and a more modern, sophisticated look, the new model offers people even more reasons to choose Flex.”

The 2013 Flex, which has a roomy 2+2+2 or 2+3+2 seating configuration, has the long boxy styling, which we think sets it apart from anything else on the road. For 2013, the Flex is upgraded with a slightly rounded custom-looking front-end treatment. In an unusual move, the Ford blue oval badge has been removed from the front, leaving just the FLEX name spread across the front edge of the hood. The name might look even better if it were moved down to the wide satin bar that extends across the full width of the grille.

To add to the custom look, the new model is available with six new stylish wheel options, including three all-new 20-inch selections. All versions Flex models now have standard dual exhaust. A new optional appearance package for the Limited and SEL models includes a two-tone black roof and black mirrors, 20-inch machined aluminum wheels with painted pockets, leather seats, unique door trim panels and other interior upgrades.

The posh Flex interior is further upgraded for 2013 with a high-tech instrument panel with the large analog speedometer now flanked by a pair of digital screens that are easily personalized to display the information. There is also a new steering wheel with a user-friendly controls for the digital screens. Overall, the dash has the look of a high-end music system, with an accent of wood and soft touch surfaces.

A practical, but expensive ($795), feature is a refrigerated console in the second row. As a people mover, the Flex can comfortably carry six adults in the three rows, but with the bench seat, the middle row is best suited for children who get along. Cargo space, with all the seat backs up, is a generous 20 cubic feet. Drop the third row seat backs and that expands to 43.2, and with the two rear rows folded Flex can haul 83.2 cubic feet. That’s about the same cargo capacity as the Ford Explorer.

Available in three trim levels (SE, SEL and Limited) the Flex pricing starts at $31,710, including the destination charge, for a well-equipped front-wheel drive SE. The plush Limited starts at $40,055 for the FWD version. All-wheel drive adds $1,950 and the now famous EcoBoost V-6 with AWD is $45,155. Load it up with all the available option packages and stand-alone options like the Vista Roof and refrigerated console, and the price peaks at nearly $52,000.

The new Flex is the first Ford model to have the famous SYNC® technology as standard equipment, along with the expanded SYNC with MyFordTouch®. The systems control communications, entertainment, guidance and emergency assistance. It also has the very cool Active Park Assist system that does the parking for you while you control the brakes and speed.

“We’ve listened to our customers and improved what they love about MyFord Touch,” said Kenneth Williams, systems integration engineer. “In this upgrade, the screens have a cleaner, clearer display. The words on the screens are larger and easier to read, the pressable areas on the screen look more like buttons, and we have made the functions clearer for faster navigation.”

The Flex safety technologies are world class with features like radar-enabled adaptive cruise control, collision warning with brake support and Blind Spot Information System (BLIS®) with cross-traffic alert. The second row even has available the world’s first inflatable seat belts which, in a collision can reduce the shock along with head, neck and chest injuries.

The Flex is about four inches longer than the Explorer is and it weighs about 300 pounds more. It has a towing capacity of 4,500 pounds, just 500 pounds less than the Explorer.

Flex is available with a pair of V-6 engines both with six-speed automatic transmissions. A 287-hp, 3.5-liter is standard and the 365-hp, 3.5-liter EcoBoost V-6 with twin turbocharges is optional and exciting. The EcoBoost engine propels the big Flex from 0 to 60 mph in just 6.0 seconds making it entertaining to drive.

The Flex ride favors the taunt side, but helps inspired confidence at speed through sections of curvy roads. The brakes are solid, and quickly pull it to a stop. We especially appreciate the excellent passing power for blasting around slow moving vehicles on the two lane roads. The base engine produces the best fuel economy at 18 mpg city and 25 mpg highway, and the awesome EcoBoost is close at 16/25 mpg.

The Flex has a strong utilitarian appeal punctuated by elegance, performance and a distinctive styling. It stands out in a crowded crossover market and that makes it one of our favorites.

Ford Focus ST Tuned for the Maximum Audio Experience

B. Schaffer — Fri, 18 May 2012 08:28:23 +0000

A big part of driving a fun fast car is the audio experience – it’s not enough to simply be fast, the car needs to sound good too. With that goal, Ford engineers tuned the sounds of the new Focus ST so that it’s like music to the ears of a sport compact driver, and perhaps the envy of even some V-8 owners.

Ford engineers gave some existing technologies a new twist and the result is amazing.

To get the powerful new sound, Ford engineers added a special sound tube – called a sound symposer – to amplify the throaty frequencies. They worked to naturally amplify the specific lower range of engine frequencies found between 200 and 450 Hz that are most pleasing to performance enthusiasts through the use of a composite “paddle” that vibrates with intake air pulses.

The sound tube concept was used on past Mustang models, but the Focus ST version is unique because of its electronically controlled valve that opens and closes based on driver inputs – engine speed, accelerator pedal position and gear selection. In lower gears, the valve is mapped more aggressively, while in higher gears the effect is dialed back to enable quieter cruising. This isn’t possible with conventional, passive sound tubes. Part of the reason Ford made these changes is that on Focus ST, for the first time, the symposer is attached directly to the intake manifold (as opposed to between the manifold and air intake).

“For ST drivers, it’s not enough to have a car that is fast or feels fast. It also has to sound fast,” says Christopher Myers, Air Induction System engineer. “Part of this is the design of the exhaust, but we went further and engineered the symposer both to dial up the nice sounds the EcoBoost delivers under the hood but dial back the interior sound volumes at part throttle.

“The turbo gives us great power across the rev range, but it presents a special challenge from a sound perspective as it absorbs much of the beautiful engine music,” Myers adds. “The symposer helps us bring the throaty sounds that drivers love.”

The secret to getting this right was developing the perfect paddle to naturally amplify the ST’s great engine sound. Ford engineers tested several different paddles. Eventually, the supplier developed a paddle with the correct stiffness that yielded the best acoustic response and ultimately, the best “flutter” and low-end frequency sound.

An international team from suppliers of the intake manifold, battery tray, electrical hardware and software, and electrical connectors came together with Ford to accelerate development of the symposer. Overall, 30 engineers from five countries had to balance NVH, materials, manufacturing and assembly considerations to bring the symposer to life.

“The sound symposer gives the Focus ST an aural split personality,” says Lisa Schoder, Ford Focus ST Marketing manager. “In everyday driving, the car is composed and refined. But under full throttle, we unleash the sonic hounds. It’s a beauty and a beast.”

Among the more visible options will be the Tangerine Scream metallic color that will be offered exclusively on Focus ST as well as race-inspired Recaro seats with matching color accents.

Check out the exhaust sounds of the new Focus ST accelerating through the gears here:

http://media.ford.com/images/10031/FocusST_ACCELERATION.aif

Cadillac Tests Hands Free “Super Cruise”

B. Schaffer — Thu, 17 May 2012 14:10:39 +0000

Cadillac engineers are testing a feature to could ease the driver’s workload in freeway traffic. The new system called “Super Cruise” works like an autopilot on an airplane allowing the driver to relax, while the system steers, brakes and centers the car in the lane while driving under certain optimal conditions.

Super Cruise is designed to ease the driver’s workload on the freeway, in both bumper-to-bumper traffic and on long road trips by relying on a fusion of radar, ultrasonic sensors, cameras and GPS map data.

“Super Cruise has the potential to improve driver performance and enjoyment,” said Don Butler, vice president of Cadillac marketing. “Our goal with advanced technologies, like this and our CUE system is to lead in delivering an intuitive user experience.”

Many of the building block technologies for Super Cruise are already available on the all-new 2013 Cadillac XTS and ATS luxury sedans, as part of the available Driver Assist Package. It is the first Cadillac system to use sensor fusion to provide 360 degrees of crash risk detection and enhanced driver assist features, including:

Rear Automatic Braking
Full-Speed Range Adaptive Cruise Control
Intelligent Brake Assist
Forward Collision Alert
Safety Alert Seat
Automatic Collision Preparation
Lane Departure Warning
Side Blind Zone Alert
Rear Cross Traffic Alert
Adaptive Forward Lighting
Rear Vision Camera With Dynamic Guidelines
Head Up Display

The key to delivering semi-autonomous capability will be the integration of lane- centering technology that relies on forward-looking cameras to detect lane markings and GPS map data to detect curves and other road characteristics, said John Capp, General Motors director of Global Active Safety Electronics and Innovation.

Even when semi-autonomous driving capability is available on vehicles, the system will have operational limitations based on external factors such as weather and visibility of lane markings. When reliable data is unavailable, the driver will need to steer.

GM and its research partners recently conducted a study funded by the Federal Highway Administration on human factors in semi-autonomous vehicle operation. When asked, some study participants expressed strong interest in having a vehicle that could drive itself, particularly for long trips when lane centering and full-speed range adaptive cruise control could help lighten the driver’s workload.

“The primary goal of GM’s autonomous and semi-autonomous vehicle development is safety,” Capp said. “In the coming years, autonomous driving systems paired with advanced safety systems could help eliminate the crash altogether by interceding on behalf of drivers before they’re even aware of a hazardous situation. More than ever, consumers will be able to trust their car to do the right thing.”

The semi-autonomous technology could be ready for production vehicles by mid-decade.

Test Ride: 2012 Kawasaki Ninja 650

Tue, 15 May 2012 18:46:56 +0000

“Kawasaki’s 2012 Ninja 650: Stellar and more rider friendly”

My very first experience aboard a Kawasaki Ninja 650 (it’s been so long ago, it could well have been a 600) at Infineon Raceway in Sonoma, CA , which I still think of as Sears Point Raceway). It was during a Kawasaki track day that followed a weekend of riding Kawasaki iron, where I stuck primarily to cruisers, and of enjoying the Superbike road races also sponsored by Kawasaki. The track day was conducted by Keith Code’s Superbike School in Zen-like fashion. I tried the bike on for size and the fit wasn’t even close. My elbows and knees interfered with one another in disturbing fashion and I pointed out to the instructor that I didn’t feel at all comfortable on the bike and felt that I would not be in control. He insisted that I give it a try in the paddock anyway. I complied, and he agreed that it didn’t make for a pretty sight and rounded up a Z1000 for me to ride instead, which worked out much better.

When I learned that a Ninja 650 was on the way for me to review, I was immediately apprehensive, but figured I’d give it a shot, since I now had considerably more sportbike experience under my belt. The bike was provided by Kawasaki and delivered courtesy of the Discover Today’s Motorcycling organization.

Enter the 2012 Kawasaki Ninja 650 which still eschews a bold sportbike persona, but with fresh styling that provides a much more civilized and friendly riding position – especially for older, oversized riders such as myself. The bars are positioned higher and allow for a more upright position – no more tank hugging either. I wasn’t able to ride the bike right away due to a cast on my right hand due to a dislocated and broken ring finger and sprained middle finger, but once the cast was off and the fingers were limbered up somewhat, I was ready to give it a go.

Essentially, the bike has undergone pretty much a complete redesign – the redesigned twin-pipe perimeter frame provides enhanced rigidity, stable handling, a low seat height and improved aesthetics, while the twin-pipe swingarm assembly also offers improved rigidity and pleasing styling. The exhaust system has been redesigned too, and features a new connector pipe, a higher-volume 3-chamber muffler assembly for improved mid-range torque while maintaining peak top-end power, along with a higher quality finish. Redesigned bodywork benefits aerodynamics, improves engine-heat dissipation and displays sporty looks that resemble Kawasaki’s flagship ZX™-14R. The clutch serves up an easier-pull cable design for reduced fatigue and enhanced control.

Suspension settings have been revised, with increased wheel travel front and rear, providing improved ride comfort while offering optimum compliance in varying scenarios. Brake pads are improved and offer better performance and control as well.

The instrument cluster assembly is new, featuring an analog tachometer and a digital readout module that delivers at-a-glance information for the rider. The 20mm wider handlebar makes for added rider comfort with improved directional input, and speaking of comfort, the redesigned 2-piece seat assembly is made up of thicker and wider foam to enhance the comfort of both rider and passenger.

Want more? Fuel capacity is increased for longer range, the battery is more compact, and Dunlop’s grippy but durable Roadsmart II tires come as standard fare.

Power is provided by a 649 cc four-stroke, liquid-cooled, DOHC, 8-valve parallel twin with digital fuel injection from two 38mm Keihin throttle bodies with motive force geared through a six-speed sequential manual gearbox to the rear wheel via an O-ring final drive.

Suspension componentry consists of 41mm hydraulic telescopic forks with 4.9- inches of wheel travel up front, and the new twin-pipe swingarm with single offset laydown shock, adjustable spring preload and 5.1-inches of wheel travel in the rear. Bringing the new Ninja 650 to a halt are front dual 300mm petal discs with two-piston calipers, and a single 220mm petal disc with single piston caliper in the rear.

Standard rolling stock is provided by Dunlop Sport Maxx Roadsmart II rubber – 120/70-17 front / 160/60-17 rear mounted on Black 6-spoke supersport-style alloy wheels.

In terms of its eye appeal, the Ninja 650’s new fairing’s angular nose houses a dual headlight design featuring multi-reflector bulb hoods and twin position lights similar its Ninja supersport siblings. A 3-way manually adjustable (tools required) windscreen aids in deflecting air away from the rider and reducing wind buffeting

at higher speeds, and the redesigned, larger capacity fuel tank (4.2 gallons) blends harmoniously with the radically shaped new fairing, while the sleek tail cowl featuring a thin LED taillight accentuates the new bodywork’s athletic appearance. Mirrors are Supersport-types like those found on Kawasaki’s ZX-10R and 6R.

An inner rear fender helps keep the tail cowl’s underside clean, and the redesigned front fender minimizes water splash, while its shape matches the Ninja 650’s new bodywork styling.

My 2012 Kawasaki Ninja 650 sported Kawasaki’s traditional color, but in a Candy Lime Green finish and came with the base price set at $7,499.

SUMMARY: The 2013 Kawasaki Ninja 650’s 55.5-inch wheelbase and 83.1-inch overall length, along with its 460.8-pound dry weight make for a highly manageable and maneuverable riding machine. The seat height of 31.7-inches might tend to pose a bit of a problem in touching down when stationary for those with shorter inseams, but I found it just right.

Acceleration was smooth and plentiful. The ride quality was compliant without being too soft or too firm, soaking up road surfaces nicely. Handling characteristics were sporty and responsive with good feedback. Trail braking allowed for cooking into tight backcountry curves and the bike exhibited great balance. I’m not a “knee-dragger” by any means, but riding the Ninja 650 felt like an orchestrated ballet, turning rhythmically one way, then the other with graceful ease. It is exceptionally maneuverable and easy to manage

In the final analysis, the new 2012 Kawasaki Ninja 650 is an affordable, great-looking sportbike without the riding discomfort of many traditional all-out sportbikes. It’s not a heavy tourer either, but seems to fit nicely somewhere in between. Add self-canceling directional signals and a gear indicator, and the 650 Ninja would be even more special. It could well serve as an ideal entry-level sportbike.

SPECIFICATIONS: Kawasaki Ninja 650-‘12

Base Price: $7,499.

Price as Tested: $7,749. * Est – Dealer prep and handling varies.

Engine Type and Size: 649 cc four-stroke, liquid-cooled, DOHC, 8-valve parallel twin with digital fuel injection with two 38mm Keihin throttle bodies.

Horsepower (bhp): Not listed.

Torque (ft./ lbs.): Not listed.

Transmission: Six-speed sequential manual.

Drive Train: Final drive – o-ring chain.

Suspension: Front - 41mm hydraulic telescopic forks with 4.9 inches of wheel travel.

Rear – New twin-pipe swingarm with single offset laydown shock with adjustable spring preload and 5.1 inches of wheel travel.

Brakes: Dual 300mm petal discs with two-piston calipers front / Single 220mm petal disc with single piston caliper rear.

Tires: Dunlop Sport Maxx Roadsmart II – 120/70-17 front / 160/60-17 rear mounted on Black 6-spoke supersport- style alloy wheels.

Wheelbase: 55.5 inches

Length Overall: 83.1 inches

Curb Weight dry: 460.8 lbs. (dry)

Fuel Capacity: 4.2 gallons

Seat height: 31.7 inches

0 – 60 mph: Not tested

BMW’s Smallest SUV With Sport Sedan Dynamics

B. Schaffer — Wed, 09 May 2012 10:43:08 +0000

BMW is filling the X1 space in its naming schematic with a sports sedan-like SUV joining the X3 and X5 models. The premium sub-compact debuts in the Fall of 2012 with a state-of-the-art powertrain, innovative features, selective design modifications and extensive interior refinements.

The new 2013 BMW X1 will arrive in authorized BMW Centers in the fall of 2012. There have already been more than 275,000 X1s sold worldwide. Demand has been especially brisk in Asia and plans now call for a second plant to go on line in China.

The arrival of the BMW X1 to the US coincides with an update that includes exterior and interior refinements as well as changes to the BMW EfficientDynamics technologies. All new models feature Brake Energy Regeneration while the X1 sDrive28i and xDrive28i models also benefit from Auto Start/Stop and ECO PRO mode to further reduce fuel consumption.

For the first time, both the BMW xLine and BMW Sport Line will be offered with exclusive design and equipment features. The xLine emphasizes the robust versatility of the new BMW X1 while the Sport Line accentuates its performance and handling. For enthusiasts who want to accentuate the sporting character of their X1 even further, an M Sport.

BMW’s newest 2.0-liter TwinPower Turbo 4-cylinder engine powered both the X1 sDrive28i and xDrive28i. The 240-hp engine is mated with BMW’s latest 8-speed Steptronic automatic transmission. Zero to 60 mph times are expected to be in the low six seconds. Fuel economy estimates are 24 mpg city/33 mpg highway for the two-wheel drive and slightly less for the four-wheel drive.

BMW’s 3.0-liter twin turbo inline six-cylinder engine will be offered in the North American market along with a six-speed Steptronic automatic transmission. Rated at 300-hp, the X1 xDrive35i logs a 5.3 second 0 to 60 mph time according to the manufacturer with fuel economy at 21/27 mpg.

Standard equipment on the new BMW X1 includes automatic climate control, electrically adjustable heated exterior mirrors, foglamps, LED taillights, Rain Sensing wipers, an onboard computer, and a hi-fi sound system with CD player, AUX-IN connection, HD radio and a two-line display showing computer data, telephone numbers and music track titles. Several option packages and stand-alone options will be available.

The M Sport Package is available for all models. It consists of a Sport Suspension and 18-inch M Double-spoke wheels with mixed-sized performance tires with an available upgrade to 19-inch wheels. Interior touches include Sport Seats, an M Sport Steering Wheel, Dark Aluminum or Light Fineline Wood trim and an anthracite headliner. Exterior enhancements include M Aero kit, Shadowline trim, and high-gloss roof rails. The all-wheel drive X1 xDrive28i and xDrive35i models also get Performance Control as part of the package.

The BMW X1 sDrive28i and X1 xDrive28i will retail for $31,545 and $33,245 respectively while the X1 xDrive35i will start at $39,345. All prices include $895 destination and handling.

Test Drive: 2013 Dodge Dart Rallye

Tue, 08 May 2012 16:46:49 +0000

Dodge Fever returns with all-new 2013 Dodge Dart

It seems strange that most manufacturers develop a vehicle, invest in promoting it and building a strong brand equity, only to let it slip away into extinction, and then decide to bring it back in a renewed fashion and format. Cases in point: the Chevy Camaro, Ford Taurus, Dodge Charger and now, the 2013 Dodge Dart, which represents Dodge’s re-entry into the compact market segment.

Dodge fever is sure to be rekindled with the re-introduction of the 2013 Dart, which is based on the Global “F” platform and showcases the DNA of the Alfa Romeo Giulietta. The appealing look comes from a fresh “clean-sheet-of-paper” design, resulting in a four-door sedan that displays the profile of a sports coupe.

The 2013 model Dodge Dart will come in five distinctive levels of trim: the base SE; the SXT; a Rallye model; the Limited; and the soon to come R/T. Will there be an SRT-4 example reminiscent of the Neon? More than likely, but no official word yet.

Power for all model Darts will be generated by world-class, state-of-the-art, fuel efficient, four-cylinder powerplants that drive the front wheels, but in three different versions: a 2.0-liter Tigershark 4-cylinder that delivers 160 horsepower and 148 pound feet of torque connected to either a 6-speed manual or automatic transmission; a 1.4-liter MultiAir® intercooled, turbocharged four that mates to either a 6-speed manual or DDCT automatic transmission; and finally, a 2.4-liter Tigershark MultiAir® four-banger that pumps out 184 horses along with 171 pound feet of torque coupled with either a 6-speed manual or automatic gearbox. The 1.4-liter MultiAir engine is similar to that powering the Fiat 500.

The SE begins pricing at $15,995., the SXT at $17,995, the Rallye at $18,995, the Limited begins at $19,995, and the R/T, which will be available in the third quarter of this years, will start at $ 22,495. Add $795 Destination and Handling charges for all models.

Back to the appealing style of the 2013 Dart, which sports a design that is timeless in nature. It is boldly athletic and agile in its overall appearance, displaying fluid, smooth flowing lines that deliver a sculpted rather than stamped image. The proportions are exceptionally well balanced and aerodynamic, delivering a clean, dramatic and aero-friendly package. The new Dart represents a mold-shattering image in the compact sedan marketplace that offers: the longest wheelbase, the widest front track, the longest overall length, the greatest width, the longest greenhouse footprint and the most aggressive tumblehome. There is a palette of 12 exterior colors to choose from and a selection of 6 wheel and tire combinations from 16-inch wheel covers to 18-inch cast aluminum wheels, depending upon the model.

From the front, the distinctive, modernized version of the iconic “cross-hair” grille rides above a large front bar and honeycomb mesh lower opening, flanked by wraparound headlamps and sculpted lower foglamp housings. The hood flows into the rising fender curves and rises to meet the sharply raked windshield, which begins the gracefully curved arch of the cabin or greenhouse that slopes down to the short deck. The rear is accented by an integrated deck spoiler lip and split dual exhaust pipes housed in a reverse panel. The LED rear taillamp that stretches across the entire with of the tail makes for a strong visual finishing element.

The interior is no less impressive with precision craftsmanship and high-tech unseen-in-the-segment features such as the class-exclusive, customizable 7-inch gauge cluster, 8.4-inch Uconnect® touchscreen, heated steering wheel and illuminated floating island bezel in the instrument panel. The sporty interior is highly customizable, offering 14 interior color and trim options. It provides mid-size space in a compact package.

Standard features abound in every trim level, with an impressive menu of available options, including; the 8.4-inch touchscreen with backup camera, Garmin navigation with Sirius travel link, polished or hyper-Black wheel finishes, Nappe leather, heated seats and steering wheel, blind spot warning, RCP detection, keyless Go and SmartBeam, Remote start, Cruise control, leather wheel and in seat storage, as well as customized interior colors.

During the national press launch, my driving partner and I piloted both a Redline Red SXT powered by the 1.4-liter 160 horsepower / 184 lb.-ft. torque MultiAir® turbo mated to a 6-speed manual gearbox; and a Bright Silver metallic Rallye model with the Tigershark 2.0-liter 160 horse / 148 lb.-ft. torque engine and 6-speed automatic transmission. The SXT as tested price came to $22,565, while the Rallye which we actually spent the most time in came to $22,765.

SUMMARY: The 2013 Dodge Dart is one sweet four-door sport sedan – okay, admittedly not every model is as sporty as the other, and obviously, when the R/T

becomes available, it will reign supreme in the pecking order. It is a superlative definite cut above the Neon, which it might be considered a replacement for – at least in the market category.

Of the two examples that I experienced, I actually preferred the Rallye model with the Tigershark 2.0-liter engine and automatic transmission. The SXT version didn’t seem to measure up to the level of performance of the Fiat Abarth with which is shared the same basic engine. Admittedly it’s bigger and heavier than the Fiat, but even the exhaust note was lacking.

Both Dart models rode comfortably and handled with agility and preciseness. Obviously both served up the same fresh, appealing good looks, with minor differences in finish details. The Dart is the first Dodge vehicle to use an active grille shutter system that automatically closes off airflow through the lower intake at highway speeds when less cooling is required and aerodynamic drag is more of an issue.

Pricing is most reasonable and enable the consumer to select a model that best suits their tastes, needs and budget. True value packaging is prevalent throughout the model range with equipment and features provided, that in many cases are not even available on many competitive vehicles in the compact sedan class, and all models come with a 5-year / 100,000-mile warranty.

Dodge fever definitely threatens to become an epidemic with the return of the Dart.

SPECIFICATIONS: Dodge Dart Rallye-‘13

Base Price: $18,995.

Price as Tested: $22,765.

Engine Type and Size: 2.0-liter Tigershark DOHC, 16-valve inline four-cylinder with variable valve timing and multiport fuel injection.

Horsepower (bhp): 160 @ 6,400 rpm

Torque (ft./ lbs.): 148 @ 4,600 rpm

Transmission: Six-speed Powertech automatic transaxle.

Drive Train: Transversely mounted front engine / Front-wheel drive.

Suspension: Front -Independent MacPherson strut, coil spring over gas-charged shock absorbers, stabilizer bar

Rear -Multi-link independent with coil springs, link- type stabilizer bar, gas-charged shock absorbers

Brakes: Power-assisted diaphragm vacuum four-wheel discs (vented front) with ABS, ESC, TC and BA.

Tires: Continental ContiProContact P225/45 R17 91H mounted on 5-“V”-spoke (10) 17×7.5” Aluminum Hyper Black wheels.

Wheelbase: 106.4 inches

Length Overall: 183.9 inches

Width: 72.0 inches

Height: 57.7 inches

Curb Weight: 3,242 lbs.

Fuel Capacity: 15.8 gallons

EPA Mileage Estimates: 25 mpg city / 36 mpg highway M/T – A/T – TBD

Drag Coefficient: 0.285

0 – 60 mph: Not tested.

Test Drive: 2013 Scion FR-S 2+2 Sport Coupe

Mon, 07 May 2012 19:27:50 +0000

“Scion and Subaru join forces in developing FR-S and BRZ”

Affordable Sports Coupes to be reckoned with

Las Vegas, Nevada – What happens when two Japanese auto manufacturers join forces to develop a formidable, yet affordable sports coupe? You come up with a most capable yet affordable sports coupe that is extremely fun to drive under the guise of two distinctive marques. The vehicle or vehicles in question are the Scion FR-S and the Subaru BRZ, which are nearly identical in terms of design and mechanical composition. The two cars differ only in the front and rear fascia treatment, headlamp styling and of course badging.

We’ll deal here with the 2013 Scion FR-S – the fifth model to join the Scion family, with power delivered to the rear-wheels through either a 6-speed manual gearbox or a 6-speed electronically controlled automatic transmission with Sport mode, paddle shifters and Dynamic Rev Management. The engine is an FA2O 2.0-liter DOHC, 16-valve, flat horizontally-opposed “boxer” four-cylinder with D4-S (Direct and Sequential Port Injection) that cranks out 200 horses at 7,000 rpm, while developing 151 pound feet of torque in a range from 6,400-6,600 rpm. Premium fuel is required.

Pricing for the FR-S (which stands for Front-engine, Rear-wheel drive, Sport) will begin at $24,200 when equipped with the 6-speed manual gearbox, or $25,300 when fitted with the 6-speed automatic transmission.

The FR-S is a true “scion” that draws upon heritage from a long history of Toyota performance cars and motorsports. It was most inspired by the AE86 generation of the Corolla, best known as the Hachi-Roku, meaning “8-6” in Japanese. The AE86 was a front engine, rear-wheel drive, lightweight, well-balanced coupe that made it a prime choice of driving enthusiasts. The FR-S was designed around the core goal of achieving “Pure balance”, beginning with the strategic utilization of the world’s only flat boxer engine in a front-engine, rear-wheel drive configuration. The engine’s compact size and flat shape allow it to be mounted in a low, mid-ship position, resulting in a dynamically favorable front-to-rear weight ratio of 53:47 along with a low center of gravity that is comparable to many exotic supercars.

Despite its powerful 100-horsepower per liter, the FR-S yields an estimated EPA rating of 34 mpg on the highway with the automatic transmission or 30 mpg with the manual gearbox. FR-S tips the scale at 2,758 pounds with the manual and 2,806 with the automatic. Weight is kept to a minimum by the implementation of an aluminum hood, a solid roof and by a trunk rather than a hatch design.

The low weight is complemented by dynamically tuned suspension componentry consisting of MacPherson struts forward and a double wishbone setup aft. Positive steering feel is provided by Electronic Power Steering and the FR-S rides on lightweight 17×7-inch alloy wheels. Ventilated disc brakes are standard at all four corners. Experienced performance driving enthusiasts will appreciate the Vehicle Stability Control and Traction Control systems, which may be set in a combination of five configurations.

In terms of its stunning exterior visual appeal, the FR-S reflects its inner power – its aerodynamic profile was inspired by the iconic (and now extremely rare) Toyota 2000GT, with a low, sleek roofline that directs airflow cleanly and efficiently over the gracefully curved cabin. The stance is low and the face delivers a menacing competitive look with its sharp expressive lines and forms, such as the wide lower intake and angular headlight assembly that houses projector-beam headlamps. The front fenders protrude aggressively upward, and display the iconic “86” piston badge, highlighting the car’s AE86 DNA as well as its new boxer engine. Moving to the rear, the fascia sits low and wide, with a diffuser panel that encases the sporty dual exhaust system. LEDs showcase the edgy taillamps along with center-mounted backup lights. The FR-S comes available in a choice of seven exterior colors.

The interior features 2+2 seating with deeply bolstered, supportive and comfortable seats up front, with a rear seatback that folds flat for added versatility and functionality. A large, center-mounted tachometer is the focal point of the three gauge main cluster that also features a programmable shift indicator, allowing the driver to set rev limits in 100 -rpm limits beginning at 2,000 rpm. Speed is measured by both digital and analog gauges. The three-spoke steering wheel both tilts and telescopes.

A soft skin dash cover delivers a flat horizon design with a raised centerline rib, which in combination with the pronounced front fender bulges aid in keeping the driver intuitively oriented with the car’s position. The FR-S will be the first Scion model to offer a connected multimedia audio system called BeSpoke™, powered by Pioneer’s Zypr™.

FR-S is equipped with a host of standard safety features including: six airbags, Traction Control, Electronic Brake-force Distribution, Vehicle Stability control, Brake Assist, ABS and Smart Stop Technology.

My test pre-production 2013 Scion FR-S sport coupe wore an exterior finish of Whiteout – pearlescent metallic white, with a Charcoal and Black interior featuring red stitching. The base sticker read $23,405. Which came to $24,135 after adding the destination and handling fees. An impressive array of options will be available for personalization and customization of one’s FR-S.

SUMMARY: Considering the starting price point of the 2013 Scion FR-S sports coupe, and its performance credentials, it’s clearly destined to become a winner. It serves up a most attractive and appealing design, with harmonious and well balanced lines and contours. It evokes a bold, athletic image even when parked.

Acceleration is indeed impressive, as are the precise handling characteristics. The ride quality is comfortable, but not benign. To put this latest model Scion through its paces, journalists from across the country were afforded the opportunity to pilot the FR-S over both a challenging road course and timed autocross venue at the private Springhill Motorsports Park race facility located in Pahrump, NV, just over 70 miles outside Las Vegas. Exercises included 3 individual laps on the autocross course, variously disabling traction and stability systems to get a proper feel for the car’s capability under different driving scenarios. I personally achieved better times and results with all systems turned off.

In the final analysis, the all-new FR-S delivers fun in spades under normal driving conditions or on a racecourse with an almost unbelievable starting price under $25,000. Add to that, Scion’s 3-year/36,000 mile limited warranty and 5-year/60,000 powertrain warranty, along with Scion’s complimentary Scion Service Boost program and the FR-S is a no-brainer for the 2+2 sports coupe set.

SPECIFICATIONS:

Scion FR-S 2+2 Sports Coupe -‘13

Base Price: $23,405.

Price as Tested: $24,135.

Engine Type and Size: FA20 – 2.0-liter DOHC, 16-valve naturally aspirated four-cylinder flat-opposed “Boxer” engine with dual variable valve timing and D-4S direct port fuel injection. Square Bore and Stroke of 86 mm.

Horsepower (bhp): 200 @ 7,000 rpm

Torque (ft./ lbs.): 151 @ 6,400-6,600 rpm

Transmission: RA62-Six-speed manual or A960E-6-speed automatic with paddle shifters.

Drive Train: Flat -opposed boxer mid-mount front engine / Rear-wheel drive.

Suspension: Front – Independent MacPherson strut with reverse positioned lower L- arm, inboard-mounted shocks and springs and 18 mm stabilizer bar.

Rear -Double-Wishbone warhorse® Limited Slip Differential and 14 mm stabilizer bar.

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

Tires: Michelin Primacy HP 215/45 R17 87W summer, mounted on 5-silver dual-spoke with 5 black separator spokes in between (15-total-spokes) alloy wheels.

Wheelbase: 101.2 inches

Length Overall: 166.7 inches

Width: 69.9 inches

Height: 50.6 inches

Curb Weight: 2,758 lbs. – M/T (2,806 – A/T)

Fuel Capacity: 13.2 gallons

EPA Mileage Estimates: 22 mpg city / 30 mpg highway M/T – 25/34 – A/T.

Drag Coefficient: 0.27

0 – 60 mph: 6.2 seconds – estimated.

Super-Fast Stock Chevy Camaro ZL1

B. Schaffer — Sun, 06 May 2012 21:25:49 +0000

One of the magic numbers in drag racing is having a car that will run the quarter-mile in under 12 seconds and that’s exactly what a showroom-stock Camaro ZL1 will do.

In tests run by Chevy engineers recently, both the manual and automatic transmission versions of the Camaro ZL1 ran the quarter mile in under 12 seconds. The automatic did an 11.93-second/116-mph quarter-mile elapsed time and the manual ran an 11.96-second ET at 117 mph.

Only a few other production vehicles can run the quarter-mile as quickly as the ZL1. Fewer yet can also run 0-60 in 4 seconds, reach a top speed of 184 mph and lap the famous Nürburgring in 7:41.27 – all with the street-legal, factory-issued components.

“The ZL1 is great at everything and we’re very proud of that,” said Tony Roma, Camaro ZL1 program engineering manager. “You can take it to the drag strip and run 11-second quarter-miles all day long. You can also take it to a road course, where it’s balanced, handles well, and does exactly what you want – including lapping Virginia International Raceway’s Grand Course in under three minutes – and yet the ZL1 is sophisticated enough to use as a daily driver. It’s a supercar you can drive every day.”

The Camaro team re-engineered 30 percent of a Camaro 2SS to make the ZL1, including special modifications just for the drag strip.

“We know many of customers will take their ZL1 to the drag strip,” said Gordon Rojewski, driveline development engineer – and who is an experienced drag racer and owner of a turbocharged, 920-horsepower street car. “Some may just go once, to experience the full potential of the 580-horsepower LSA engine. Others may be more serious, going every other weekend with a set of slicks in the trunk. As such, we set out to make sure the ZL1 would perform for them – on the first pass and on the 100th.”

The ZL1’s exclusive Performance Traction Management (PTM) was tuned for the drag-strip. It integrates third-generation Magnetic Ride Control, launch control, traction control, electronic stability control and electric power steering response to enhance performance. Launch control (manual transmission only) automatically modulates engine torque for the best-possible acceleration without excessive wheel spin. When the driver pushes the throttle to the floor, the system holds a predetermined engine speed until the driver releases the clutch. Then, the system modulates engine torque 1,000 times per second to maximize the available traction.

Mode 5 of launch control is calibrated for drag strips that use VHT or similar traction-enhancing compounds on the starting line. In addition to validating the system for the stock tires, engineers also tested it with 18- and 20-inch racing-type drag radial tires in anticipation of the specialty tires many drivers will use at the track. Drag radials are very soft and provide nearly the traction of a full racing slick, allowing the car to launch at a higher rpm without wheel spin, which can translate into an even quicker ET.

To test the chassis and suspension components to ensure they were up to repeated hard-start launches typical at the drag strip, engineers subjected the ZL1 to the grueling “Woodward Avenue Schedule” at the GM Milford Proving Ground.

Named for the famous cruising route that cuts north through Detroit’s suburbs and has been the venue for untold thousands of unofficial launch capability demonstrations since the 1960s, each test cycle is a hard-launch, standing-start drag race up to 100 mph. The ZL1 was subjected to 1,000 test cycles before its driveline was stamped “approved”.

“The Woodward Avenue Schedule was a really brutal test, but it told us the Camaro ZL1 would live up to the way we knew our customers would drive it on the track,” said Rojewski.

The Camaro ZL1 is on sale now with a suggested retail price of $54,995 – including a $900 destination charge. The 6L90 six-speed automatic transmission includes TapShift control and is a $1,185 option. The Camaro ZL1 convertible goes on sale this summer.

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.