iVeho - Auto Reviews and Auto News

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

Arv Voss — 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

Arv Voss — 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

Arv Voss — 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.

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: 2012 Kia Rio 5-Door Hatch

Arv Voss — Wed, 02 May 2012 12:00:29 +0000

“All-New 2012 Kia Rio provides new fuel saving technology”

Kia has certainly come a long way since their vehicles were first marketed here on our shores. The Korean automaker is now definitely a force to be reckoned with on all levels of their existing stable. We’ll deal here with their latest Kia Rio lineup.

The design for the latest Rio models, which includes both a 4-door sedan and a 5-door hatchback, was conceived at Kia’s design studios in Irvine, Calif. The 2012 Rio 5-door and its sedan counterpart are all-new, and proudly display more appealing styling than ever before, displaying their own versions of Kia’s signature grille, that’s slimmed down to connect to the dynamic headlamp design, which provides a new angle on the Kia family image including a larger air intake, exuding a more youthful face. Exhibiting highly sculpted, sloping shoulder lines and wedge-shaped exteriors, both the hatchback and sedan showcase attractive and athletic profiles that convey power and agility while mimicking the aggressive lines found on other recently launched Kia products such as last year’s Optima and Sportage models. The Rio sedan drops the wedge line profile slightly toward the rear door down to the trunk, differentiating it from the outline of the hatchback.

The overall aura of the new Rio serves up a slammed stance and muscular exterior profile. No shortage of standard exterior features are provided, starting with the LX trim. Next up is the EX trim level which adds amenities, and finally, comes the SX trim level with an even higher level of spottiness and added features and equipment.

Moving to the interior, the 2012 Rio delivers a bold and modern cabin, centered on Kia’s horizontal three-cylinder instrument panel and two-tone color scheme, emphasizing spaciousness and a feeling of comfort. An extended wheelbase (101.2 inches) enhances passenger room and comfort, providing 40 inches front headroom, 37.6 inches rear headroom, 43.8 inches front legroom and 31.1 inches rear legroom for both the Rio sedan and Rio 5-door hatchback. Cargo space amounts to an impressive 13.7 cubic feet for the sedan and 15 cubic feet in the hatchback.

Rio’s allows for an earth-friendly theme, with 85 percent of the vehicle’s materials being recyclable at the end of its lifespan.

Both models and all trims are powered by a 1.6-liter DOHC, 16-valve, GDI, inline four-cylinder engine with CVVT and the option of either a six-speed manual transmission (LX only) or an efficient six-speed automatic with manual shift capability. One of only two vehicles in the segment to offer a GDI engine, the 2012 Rio provides a combination of power and fuel efficiency, achieving a class-leading 138 horsepower along with 123 pound feet of torque, while maintaining class-leading fuel economy as well – 30/40 mpg (city/highway) for the sedan and hatchback. Rio also will be the first non-hybrid or luxury vehicle to offer Idle Stop & Go (ISG) technology (available later this model year), which aids in reducing fuel consumption, improving fuel economy by shutting off the engine when the vehicle is not moving – such as at a stop light or in traffic – and automatically restarting when the driver releases the brake pedal.

Adding to the Rio’s improved performance, Kia’s engineers were able to reduce engine weight by 29 pounds over the previous generation vehicle by adding an aluminum valve cover and block to this third-generation Gamma engine, while incorporating cast iron linings for increased durability. The Rio’s all-new platform is longer, wider and lower.

Pricing for 2012 Rio 5-door subcompact hatchback begins at $13,600 MSRP, while the Rio 5-door A/T begins at $14,700 – both lower than the previous generation. The EX model lineup will begin pricing at $16,500 while the top-of-the-line, sporty SX trim starts at $17,700 offering an impressive inventory of consumer-friendly and upscale features.

Standard safety fare on all Rio trims include: Electronic Stability Control; a four-wheel Anti-lock Brake System; Hill-start Assist Control; and Vehicle Stability Management, which coordinates the car’s ESC and ABS to help the driver stay in control of the vehicle.

I was able to evaluate both the Rio SX sedan and 5-Door Hatchback. The 5-door hatch came with the 6-speed manually shiftable automatic, with the exterior finished in Signal Red metallic with a Black interior. The base price was set at $17,700 while the final sticker came to $18,545. My 4-door sedan tester was also in SX trim with the automatic transmission, finished outside in Clear White and inside in Black with a base price of $17,500 and final price totaling $20,545 after adding the Premium Package, carpeted floor mats and Destination and Handling.

SUMMARY: The 2012 Kia Rio on all levels is no longer an Ugly Duckling…. It is sporty and attractive in either form, though I personally prefer the 5-door hatch styling, and the added versatility that it provides.

Power seems adequate for virtually any scenario except street racing, which is not the Rio’s intended purpose anyway. There is however a Kia race team that fields vehicles in the Grand Am racing Series – witness the recent Kia 200 held at Homestead raceway in Florida. Handling characteristics lean toward sporty, displaying an athletic agility and nimble response.

The ride quality around town may perhaps prove a little too firm for some, especially on rough and uneven road surfaces, however on one of my favorite twisty back roads, this was barely noticeable and the Rio stuck like glue, and manual shifting of the automatic transmission was precise with predictable and smooth gear transitions. One may expect to achieve in excess of an average 40 mpg under normal driving scenarios.

Bottom-line, both the Rio sedan and 5-door hatch are admirable vehicles at an affordable price, with high value and equipment and feature content. The varying trim levels allow consumers to choose the model that best meets their needs and budget. The 2012 Rio and Rio 5-door are covered by Kia’s industry leading comprehensive warranty program. Included in this program are a 10-year/100,000-mile limited powertrain warranty, a five-year/60,000-mile limited basic warranty and a five-year/100,000-mile anti-perforation warranty. A five-year/60,000-mile roadside assistance plan also is part of the comprehensive vehicle coverage.

SPECIFICATIONS: Kia Rio 5-Door SX -‘12

Base Price: $17,700.

Price as Tested: $18,545.

Engine Type and Size: 1.6-liter, DOHC, 16-valve inline four-cylinder with Dual CVVT and Gasoline Direct Injection.

Horsepower (bhp): 138 @ 6,300 rpm

Torque (ft./ lbs.): 123 @ 4,850 rpm

Transmission: Six-speed automatic overdrive.

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

Suspension: Front - MacPherson type with gas shock absorber.

Rear – Coupled torsion beam axle with gas shock absorber.

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

Tires: Hankook Optimo H425 205/45 R17 mounted on

Wheelbase: 101.2 inches

Length Overall: 159.3 inches

Width: 67.7 inches

Height: 57.3 inches

Curb Weight: 2,483 lbs.

Fuel Capacity: 11.4 gallons

EPA Mileage Estimates: 30 mpg city /40 mpg highway

Drag Coefficient: Not listed.

0 – 60 mph: Not tested.

Toyota Unwraps Next Avalon in NYC

B. Schaffer — Wed, 02 May 2012 08:15:39 +0000

Toyota pulled the wraps of the secretive 2013 Avalon premium mid-size sedan in early April at the 2012 New York International Auto Show. Re-conceived for a new assault on the premium mid-size sedan segment, the all new Avalon will offer improved dynamic performance, refinement and a spacious, comfortable interior with a new level of convenience technologies.

The striking Avalon design was created by a young team of designers from Toyota’s Calty Design Research Inc. facilities in Southern California and Michigan.

Structural and chassis improvements with improve ride quality, straight-line stability and handling should make it more of a driver’s car.

Three distinct drive modes will help tailor dynamic performance to the driver’s needs and steering-wheel mounted paddle shifters help provide a sportier drive while in the D or S Mode.

The new Avalon is a bit more compact yet displays better proportions with a longer, sloping roofline, flared front fenders, and reduced front and rear overhangs, lower vehicle height.

The 2013 Avalon offers a modern, spacious, premium interior highlighted by abundant rear seat legroom, while featuring a myriad of available features.

New safety features include a rearview monitor, available Blind Spot Monitoring system and a new Rear Cross Traffic Alert system (RCTA) that can alert drivers of cross traffic when they are backing up.

Other premium in-car technologies include three-color display screens that support the multi-information display, an audio/navigation interface and the climate control panel. An easy to use Display Audio system with 6.1-inch touchscreen is standard on the new Avalon. A JBL Synthesis Premium Audio system, HDD Premium Navigation with 7” screen, dynamic radar cruise control, heated and cooled front seats, heated rear seats, and a three-zone air conditioning system are on the list of available features and equipment.

The 2013 Avalon will be assembled at Toyota’s facility in Georgetown, Ky.

Test Drive: 2012 Kia Optima Premium Hybrid

Arv Voss — Tue, 01 May 2012 12:00:03 +0000

“Kia introduces their first ever U.S. Hybrid vehicle – The 2012 Optima”

The Sonata Hybrid from Hyundai bowed first, claiming the best mid-size sedan highway fuel economy. Now Hyundai’s Korean sibling Kia has introduced their first ever Hybrid for the U.S. market – the Optima for 2012, boasting the same EPA mileage ratings from the same basic powertrain. In fact the Optima, which is not an exact clone of the Sonata, is pretty darned close, even within the same pricing range.

Hyundai calls their production application of its hybrid system “Hybrid Blue Drive” which debuted in mid-2009 featured in the Korean domestic market’s Elantra LPI mild-hybrid. As implemented in the 2011 Sonata Hybrid, Direct Hybrid Blue Drive is now a full parallel hybrid system. Both the Kia Optima Hybrid and the Sonata Hybrid are full parallel systems, and may be operated in a zero emissions, fully electric drive mode at speeds up to 62 miles per hour, or in a combined gas-electric mode at any speed. When the car comes to a stop and the electrical storage load is low, the engine shuts down, completely eliminating idle fuel consumption and emissions.

At the core of the Hybrid System is a lithium polymer battery pack. The Kia Optima Hybrid powertrain is configured with a unique architecture. In contrast to the more familiar power-split hybrid systems such as those from Toyota and Ford, Kia’s Hybrid Drive utilizes a transmission-mounted-electric-drive layout where the motor is separated from the transmission gear-set. This modular layout offers both Kia and Hyundai a number of advantages. Most importantly, the TMED configuration provides flexibility to mix and match different sized electric motors and transmissions to suit different vehicles.

The Hybrid Drive System consists of a 2.4-liter Theta II DOHC, 16-valve four-cylinder hybrid with Continuously Variable Valve Timing and a 270V Maximum Interior Permanent Magnet Synchronous Electric motor. The gas engine delivers 166 horsepower at 6,000 rpm along with 154 pound feet of torque at 4,250 rpm, while the combined gas/electric operation generates 206.2 horsepower and 193.4 pound feet of torque. The system transfers energy through a six-speed automatic transmission without a lock-up torque converter. Another unique aspect of system is the 8.5 kW Hybrid-Starter-Generator, which is belt-driven off the Theta II engine. It is not to be confused with integrated starter systems used for so-called micro or mild-hybrid systems from other manufacturers.

Regenerative braking plays an important role in recovering kinetic energy lost during braking and storing it for future propulsion.

The newest member of the Kia stable was the all-new, third generation 2011Kia Optima. First seen at the 2010 New York International Auto Show, this latest iteration Kia Optima reflects Kia’s design-led transformation, and perpetuates Kia’s completely new and emotion-stirring design philosophy. The new Optima is longer, wider and lower than its predecessors. The sleek and streamlined Optima profile is coupe-like with its blacked out “B” pillars and gracefully arched roofline that is highlighted by a bright chrome trim strip that runs from the “A” pillar to the “C” pillar, which features an intriguing reverse treatment. The car’s shoulder line runs from the headlamps to the decklid, with another indented character line riding at the rocker lever, and connecting the pronounced wheel wells. The overall effect is bold and athletic. The new signature grille is individualistic and quite attractive, flanked by projector headlamps.

The New Kia Optima displays an allure that is missing from many other mid-size sedans, regardless of price point, and will be offered in three trim levels featuring a host of standard features: a base LX model with either a 6-speed manual or 6-speed automatic transmission with; a more upscale EX model; and the cream of the crop SX flagship model. The LX is powered by a 2.4-liter, DOHC, 16-valve normally aspirated inline four cylinder with Gasoline Direct Injection that delivers 200 horsepower at 6,300 rpm while generating 186 pound feet of torque at 4,250 rpm. The same engine will power the EX models with a 2.0-liter turbocharged GDI variant optionally available at a later date. The Optima Hybrid model is based upon the 2.4-liter four-banger. The turbo motor will crank out 274 horses, along with 269 pound feet of torque and will be the exclusive source of energy for SX model Optimas. EX and SX model Optimas are not available with the six-speed manual gearbox.

The Kia Optima’s styling is shared with its gasoline-powered sibling –It is sleek and aerodynamic with accentuated character lines that emphasize motion even when parked. The wide front opening houses a mesh grille, which is flanked by futuristic headlamps and fog lamps. The cabin or greenhouse curves gracefully from the sharply raked windshield to the equally raked rear glass and abbreviated deck. The car sits low over amply filled wheel wells displaying a bold, athletic stance.

My test 2012 Kia Optima Hybrid Premium sedan wore an exterior coat of Satin Silver metallic, which was complemented by a two-tone Sand and Black leather interior. The base price was set at $26,500 slightly more than the Sonata Hybrid, while the addition of the $5,000 Premium Technology Package, with a host of extra features and equipment, along with inland Freight and handling charge elevated the final purchase price to $32,250.

SUMMARY: I drove my test Kia Optima Hybrid in a variety of situations, which included both urban and suburban scenarios. The expected range, depending of course upon driving style and terrain can easily reach 600 miles. I was hardly aware of the Hybrid system’s operation, which is seamless for all intents and purposes except for the gas engine shutting off when the car comes to a complete halt. My driving partner and I managed to glean 44 mpg on a recent Florida trip from Miami to Key West, without really employing any serious hypermiling exercises.

The Kia Optima Hybrid is very attractive and appealing, with a bold and athletic persona, that should find favor with both genders and all age groups. It performs much as one would expect from a conventional vehicle’s operation, but with much greater efficiency. The electric power-assisted steering delivers a sporty and positive feel, and the ride quality is very comfortable.

Additional possible powertrain combinations are on the horizon, including the use of even more powerful motors and higher capacity batteries that will possibly spawn plug-in hybrids.

The Kia Optima Hybrid is a very affordable and impressive five-passenger, four-door sedan that features a lengthy list of standard features and equipment. Kia Motors America is the marketing and distribution of Kia Motor Corporation based in Seoul, Korea, offering a complete line of vehicles through more than 730 dealers throughout the United States.

SPECIFICATIONS: Kia Optima Hybrid Premium-‘12

Base Price: $26,500.

Price as Tested: $32,250.

Engine Type and Size: 2.4-liter Theta II, DOHC, 16-valve in-line four-cylinder with CVVT and Multi-point fuel injection in combination with a Permanent Magnet Synchronous electric motor and 270V Lithium Polymer battery.

Horsepower (bhp): 166 @ 6,000 rpm-engine only

Torque (ft./ lbs.): 154 @ 4,250 rpm-engine only

Horsepower (bhp): 40.2 @ 1,400-6,000 rpm– HEV only

Torque lb-ft.: 151.2 @ 0-1,400 rpm – HEV only

Power Electronics (HEV): HP= 206.2 @ 6,000 rpm

Lb.-ft.= 195.4 @ 4,250 rpm

Transmission: Six-speed electronically controlled automatic without lockup torque converter – with wet-type laminated clutch.

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

Suspension: Front – Independent MacPherson struts, coil springs and anti-roll bar.

Rear – Independent Multi-link, coil springs and anti- roll bar.

Brakes: Active Hydraulic Boost four-wheel discs (vented front) with ABS, TCS, ESC, HAC, TPMS and regenerative braking.

Tires: Kumho Solus KH25 - P215/55 R17 mounted on 5-slot Geo Disc alloy wheels.

Wheelbase: 110.0 inches

Length Overall: 190.7 inches

Width: 72.1 inches

Height: 57.0 inches

Curb Weight: 3,490 lbs.

Fuel Capacity: 17.2 gallons

EPA Mileage Estimates: 35 mpg city / 40 mpg highway

Drag Coefficient: 0.25

0 – 60 mph: Not tested.

Ram Gets an 8-Speed

B. Schaffer — Tue, 01 May 2012 08:35:39 +0000

ZF, the famous German transmission maker, announced they will be supplying the 2013 Ram 1500 trucks with eight-speed automatic transmissions.

The eight-speed automatic will be standard equipment on Ram trucks with the award-winning Pentastar 3.6-liter V-6 engine. The efficient new engine and transmission is expected to deliver best-in-class fuel economy.

The eight-speed (8HP) will also be offered on the famous 5.7-liter Hemi V-8.

In keeping with Chrysler tradition, the new transmission will be called the TorqueFlite 8.

The 8-speed automatic transmission is designed to work in conjunction with the Ram 1500’s stop-start technology. This function is enabled by the development of the hydraulic impulse oil storage (HIS). It supplies the hydraulic oil that the transmission’s shift elements need for starting. When the engine is switched off, it allows for a quick engagement– as it is required with the stop-start function. With the stop-start function of the hydraulic impulse oil storage, it is possible to reduce fuel consumption by 3.3 percent.

“The application of the first-ever 8-speed-equipped, full-size truck, enables us to showcase the strength and adaptability of our transmissions,” said Dr. Gerhard Wagner, ZF board member and head of the Powertrain Technology division.

The 2013 Ram 1500, which launched at the New York International Auto Show on April 5, comes standard with a 3.6-liter V-6 Pentastar and boasts 42 percent more horsepower, 13 percent more torque and at least 20 percent better fuel economy, when compared to the previous 3.7-liter V-6 powertrain.

Test Drive: 2013 Mercedes-Benz SL 550

Arv Voss — Mon, 30 Apr 2012 20:47:57 +0000

“Mercedes-Benz SL 550 for 2013: A Grand Sport Tourer”

A legend celebrates 60 years

The iconic SL retractable hardtop from Mercedes-Benz for the 2013 model year is lighter, quicker and more agile than its predecessor as it enters its sixth generation. Badged as an SL550 here on our soil and as the SL500 in other markets, the alpha-numeric designation in either case bears no relativity to the actual displacement, which is really 4.6-liters.

The first street example of a Mercedes-Benz 300 SL – the “gullwing” made its world debut in 1954, attracting a host of notable celebrities to ownership of what was admittedly, not exactly the most comfortable, but certainly one of the most spectacular and beautiful automotive art forms available of its day. It was powered by what was the world’s first series-production four-cycle, 16-cylinder, 215 horsepower engine with gasoline direct injection. The car was capable of achieving a sensational 155 mph – not bad for 1954. The SL designation stood for “super” and “light”. The gullwing was produced for only three years and it has since become a highly sought after and prized collector car.

Given the 1950s popularity of open-top two-seat sports cars, Mercedes-Benz made the decision to produce an open variant of the 300 SL “Gullwing”. The 300 SL Roadster was launched as a 1957 model with 1858 produced through 1963. The Roadster was just as fast and powerful as the coupe, and was the first series-production Mercedes-Benz available with safety belts – it even featured disc brakes beginning in 1961.

Sixty years later, the legend continues with the entry of the 2013 Mercedes-Benz SL 550. No longer a ragtop, the SL 550 is a power retractable hardtop convertible, with the capability of lowering and raising in 12 seconds with the touch of a single switch.

For the sake of comparison, the Mercedes team had several classic SL models on hand to drive during the national press launch in Bel Air, CA, following a drive in the new 2013 SL 550 from LAX to the hotel. My classic pick was a Red 1960 300 SL Roadster, that had undergone a complete restoration recently by the Mercedes-Benz Classic Center, which was available for sale for a mere $800,000. Unfortunately, I left my checkbook at home.

As gorgeous and collectible as it was, when factoring in the lack of power steering and power brakes, it really wasn’t a dream to drive. It was certainly not up to the level of performance and luxury of the new 2013 SL 550 – nor was it expected to be. In its heyday however, it ranked highly in both categories.

Back to the present…Despite the opinion and viewpoint of a certain buff-book journalist regarding the visual appeal of the new SL 550 who felt that the rear end was unnecessarily fattened for cargo, the front end high and bluff for pedestrian safety, with the grille and headlamps sitting on distinctly different planes. He even went so far as to rib a Mercedes employee that the car looked as if its front and back ends were designed by two different people. He further commented that it was quicker, lighter and more agile (finally an astute observation), but not better looking. This would be a clear indicator that he totally lacks good taste, if any at all.

In my opinion, the car is absolutely stunningly gorgeous and well proportioned. Obviously, today’s vehicular requirements by both consumers and governmental safety czars dictate the final build elements of any given vehicle, so if it doesn’t meet with everyone’s design ideals – so what. The rear track is 3-inches wider and the entire car displays strong definitive character lines and sculpted effects from the broad, athletic nose, over the straked hood and along the strong shoulder lines past the sharply raked windshield.

Today’s SL 550 draws its irresistible force from a 4.6-liter DOHC, 32-valve, twin-turbocharged and intercooled V8 with direct injection, that makes 429 horsepower at 5,250 rpm while generating 516 pound feet of torque in a range from 1,800-3,500 rpm. The engine is mounted longitudinally up front, and connects to a seven-speed automatic transmission with a manual shift mode that gears power to the rear wheels.

During the National press launch, I was given the opportunity to pilot a Mars Red 2013 SL 550 with a Premium Black leather interior featuring white piping and Black Ash polished wood trim elements. The base price was set at $105,500 but after factoring in the Black Premium leather; Premium 1 Package with rearview camera, PARKTRONIC with Active Parking Assist, Active ventilated front seats, AIRSCARF, Active multi-contour seats, Hands-free access, power trunk closer and Keyless-Go; the Driver Assistance Package with Distronic Plus with re-Safe Brake, Active Blind Spot Assist and Active Lane Keeping Assist; Magic Sky Control; wood and leather steering wheel; analog clock; illuminated door sills; 19-inch 5-twin-spoke alloy wheels; and destination and delivery charges, the final price as tested came to $119,315.

SUMMARY: Nearly 89 percent of this lightweight 2013 SL 550 Roadster is made up of aluminum construction and features the largest single casting in a modern Mercedes production vehicle. It weighs in at 275 fewer pounds than its predecessor. The retractable hardtop is made of magnesium and operates in a mere 15 seconds – up or down. The panoramic roof is made from polycarbonate material, and an available Magic Sky Roof filters out both the UV and infrared rays of the sun. Even the interior leather surfaces are coated with a sun reflective treatment.

From the point of entry, where one slides into the driver’s seat, behind the 3-spoke, flat-bottom steering wheel and presses the start button, there is immediately the realization that this is no ordinary motorcar. It is after all, the Mercedes-Benz of sports cars. It is chock full of technological developments and innovative ideas that enhance the experience of spirited motoring as well as of all-weather comfort and convenience. There are no less than eight individual safety systems at work, contributing to occupant and vehicle well being.

There’s a foot-operated trunk open and close feature, where simply passing one’s foot under the centrally-located sensor allows for hands-free operation. For more improved fuel economy (which represents a 14 percent improvement over its predecessors), there’s an Eco mode default setting that stops the engine when the car is stopped to save fuel. The engine starts up again when pressing the accelerator. The added efficiency results in the elimination of the Gas Guzzler Tax for the SL 550.

A brake hold feature is activated by tapping the brake a second time, and adaptive damping is standard fare. Active body control and spring preload ensure consistency in ride quality and comfort.

Acceleration is incredibly impressive, rocketing the car from 0-60 mph in 4.5 seconds with a top speed that is electronically limited to 130 mph. Push it hard into corners and it behaves with amazing and predictable stability. Other SL models are in the pipeline to appear in the near future for those who desire higher levels of performance, but they will come with an even higher price tag and they will be beyond the capability of all but the advanced and more accomplished drivers.

I had but one complaint with the SL 550 – it was with the exhaust note – it was pleasing, but for my taste, it could use a more raucous and melodious V8 rumble.

Regardless, it comes across as a stellar grand sport touring car.

SPECIFICATIONS: Mercedes-Benz SL 550 Convertible-‘13

Base Price: $105,500.

Price as Tested: $119,315.

Engine Type and Size: 4.6-liter DOHC, 32-valve, twin-turbocharged and intercooled V8 with direct injection.

Horsepower (bhp): 429 @ 5,250 rpm

Torque (ft./ lbs.): 516 @ 1,800-3,500 rpm

Transmission: Seven-speed automatic with manual shift mode.

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

Suspension: Four-Wheel independent

Front – Multi-link with torsion bar.

Rear – Multi-link with torsion bar.

Brakes: Electro-hydraulic power-assisted four-wheel discs (ventilated, perforated front – ventilated rear) with four-channel ABS, BA and electronic brake proportioning.

Tires: Continental ContiSportContact 255/35 ZR19front / 285/30 ZR 19 rear mounted on 5-twin-spoke alloy wheels.

Wheelbase: 101.8 inches

Length Overall: 181.8 inches

Width: 73.9 inches

Height: 51.8 inches

Curb Weight: 3,947 lbs.

Fuel Capacity: 19.8 gallons

EPA Mileage Estimates: 17 mpg city / 26 mpg highway

Drag Coefficient: Not listed.

0 – 60 mph: 4.5 seconds – top speed electronically limited to 130 mph.

First Drive: Ford Escape

B. Schaffer — Mon, 30 Apr 2012 09:48:42 +0000

By Barbara Schaffer

Richmond, Calif. – Typically a year or two after a new vehicle is introduced, the sales peak and then decline until the next new model is introduced four to six years later. Evidently the Ford Escape didn’t get the message.

When Escape debuted in 2000 as a 2001 model sales were good and reached more than 164,000 during the first full year of production and then went on to average more than 185,000 units annually through 2010. During that time there was a minor freshening in 2007. Then in 2011, the year before the debut of an all-new model, Escape sold a record 254,293 to become the best-selling SUV in America. They definitely didn’t get the message.

It appears that compact SUV sales are back and stronger than ever. According to James Farley, Ford Group Vice President, Global Marketing, Sales and Service, 60 percent of American shoppers will be looking for either a midsize sedan or small crossover this year and that Ford expects the sales of the two categories to total more than four million vehicles this year. Ford plans to be a big part of that market with the all-new Escape SUV and Fusion mid-size sedan.

No longer a boxy looking wagon, the Escape designers have created sleek lines more like those of its larger siblings, the Edge and Explorer, but with a front end similar to the popular Ford Focus. The result is a dramatic new look that changes the whole complexion of Escape.

Describing the Escape, Chief engineer, Erik Loeffler, said, “The new Escape is a great leap forward and delivers what customers around the world seek in a compact sport utility vehicle – eye-catching design, an engaging driving experience, outstanding fuel economy and the capability to take you on any adventure you have in mind.”

My driving partner and I chose a Ginger Ale Metallic Escape with the 2.0-liter EcoBoost engine for our drive from Richmond through the coastal mountain range to Bodega Bay. The black leather seats were comfortable, but the dash area seemed a little busy to me with several layers, shapes, and visors protruding over some of the instruments. It might have looked busy, but the controls were nicely organized and have a positive quality feel.

With the front seats all the way back, the rear seat legroom is tight, but headroom is very good, as is the cargo space. The Escape is designed for five passengers, but the rear seat is too crowded with three adults. The 34.3 cubic feet of cargo space is will easily haul a week’s luggage for five or a lot of sports equipment. The space grows to 68.1 cubic feet when the rear seatback is folded, and it looks like there’s enough room for two or three bicycles. Escape also has a 3,500-pound towing capacity when equipped with the optional towing package.

One of the fun new features in the Escape is the power liftgate. Walk up the rear cargo door with the key fob in a pocket or purse, make a simple kicking gesture toward the bottom center of the bumper, and the liftgate unlocks and raises automatically to a predetermined height. Make the kicking motion again and the door closes. The door can be programmed for a predetermined opening height, too for owners that might have a low garage door or other obstacles.

The Escape drives more like a small sport sedan than a bulky SUV. It stays flat on the corners and has a precise steering feel. The 2.0 EcoBoost engine produces quick acceleration and I could feel virtually no turbo lag. The Escape feels agile, precise and even has a reasonably tight, for a four-wheel drive, 39.5-foot turning radius in a quick U-turn. But what most impressed me was how quiet the Escape is.

Escape comes in four models, S, SE, SEL and Titanium. The S is only available in front-wheel drive and the 168-hp 2.5-liter Duratec® four-cylinder engine. The SE and SEL models have a standard 178-hp 1.6-liter turbocharged EcoBoost four-cylinder engine and available four-wheel drive. The standard engine in the Titanium, and optional in the SE and SEL, is the 240-hp turbocharged 2.0-liter four-cylinder EcoBoost. All Escapes have a six-speed automatic transmission.

All three engines get significant increases in fuel economy. The 2.5-liter gets an EPA rating of 22 mpg city and 31 mpg highway compared to 20/27 mpg for the previous generation. The new 1.6-liter EcoBoost is rated at 24/33mpg and the 2.0-liter EcoBoost gets EPA estimates of 21/28 mpg compared the previous V-6, which was rated at 18/23 mpg. All the new Escapes have a much lower coefficient of drag than the previous generation and they have self-closing grille shutters to reduce drag at higher speeds.

Pricing starts at $23,295, including the destination charge, for the front-wheel drive S and goes as high as $31,195 for the top level Titanium four-wheel drive. Standard equipment on Titanium includes features like HD Radio™, remote start, heated leather seating (front), HID headlights, power liftgate and reverse sensing system. Loaded, with all the optional features, the price can top $37,000.

Escape has available some of Ford’s cool new technologies, like the active park assist that steers the vehicle for you when parallel parking and the MyKey®, which allows the owner to control how the vehicle is driven by other drivers.

I keep trying to learn how to use the SYNC® and MyFordTouch® infotainment systems, but I still get confused and frustrated. I realize I only get a few hours practice each time I drive a Ford, but it still seems more complicated than it should be.

The new Ford Escape it impressive for its looks, performance, fuel economy and technology, and is a “must drive” for anyone looking for a compact SUV or crossover.

Lamborghini Shows SUV Concept

B. Schaffer — Sun, 29 Apr 2012 09:15:34 +0000

Lamborghini chose the Beijing Auto Show to pull the cover off its latest SUV concept – the Urus.

Referring to Urus as the ultimate super athlete in the SUV segment, Lamborghini is looking to change the dynamics of the category with a unique design, innovative interior and spectacular performance in a vehicle that can be used as an everyday driver – for the very rich.

With an engine output of around 600 horsepower, the Urus offers unmatched power, while at the same time taking advantage of lightweight design technologies. Lamborghini claims the Urus will offer the lowest CO2 figure of all comparable vehicles.

“The Urus is a very concrete idea for the future of Lamborghini – as a third model line and as the perfect complement to our super sports cars,” says Stephan Winkelmann, President and CEO of Automobili Lamborghini. “SUVs stand for freedom and emotion. SUVs make up one of the most successful market segments worldwide. The Urus is the extreme interpretation of the SUV idea; it is the Lamborghini of the SUV everywhere, even on the exhaust system. The four hexagonal end pipes are carefully fitted into chrome surrounds.”

The Lamborghini Urus interior will carry the driver and up to three passengers who will feel like they are wearing a made-to-measure suit – carefully fitted, but comfortable, according to Winkelmann.

He explained that the SUV concept has four generous seats, a versatile luggage compartment, variable ground clearance and permanent all-wheel drive. The interior uses innovative materials including featuring carbon fiber technology like the patented Forged Composite®.

According to Lamborghini, the luxury SUV segment is successful worldwide and promises continued strong growth. They say the Urus is a four-door vehicle equipped to meet the demands of everyday mobility and yet enjoy refined driving fun.

Target markets are primarily the USA, the United Kingdom, Germany, Russia, the Middle East and China. The annual production volume could conceivably be around 3,000 vehicles.

Lamborghini founded the super-luxury SUV segment with the legendary LM002 in 1986.

An automobile suitable for off-road driving with a twelve-cylinder engine and 450 hp, a top speed of more than 130 mph, luxurious interior and stunning appearance. The Lamborghini LM002 remained in production until 1992 with only 300 units built.

Cadillac XTS – First GM Car with Capless Fueling

B. Schaffer — Sat, 28 Apr 2012 09:12:37 +0000

Four years ago, Ford Motor Company was the first to introduce a new system to add gasoline to a vehicle without removing a cap, and now that system has spread to most of the Ford lineup.

Now General Motors is announcing the introduction of a better capless fueling system on the new Cadillac XTS luxury sedan.

“This new system has advantages for both the car and the driver,” said John Hamilton, Cadillac fuel fill systems design engineer. “It helps keep hands free of dirt and fuel, paint free of scratches caused by a swinging cap, and the engine running smoothly.”

Because fuel systems must be fully sealed, a loose cap can trigger a “check engine” light and lead to service visit.

The 2013 XTS doesn’t have a traditional twist-off cap hidden behind its fuel door. Because of this, the door itself doesn’t need to accommodate a hand and was designed to be smaller and less noticeable on the XTS’ sheet metal.

Despite having no cap, the system meets all fuel system sealing regulations. When a fuel nozzle is inserted, it pushes aside a set of two doors, each locking fuel in with a rubber seal around its edge. The two doors are designed to assure the system will remain air-tight through years of ownership.

“Some capless systems on the market have just a single door, making them vulnerable to leaks,” said Hamilton. “Unlike competitors, Cadillac’s system also has no internal drain, something that can also lead to inadvertent dripping.”

Moving beyond capped systems has further advantages for car owners. It eliminates the risk of leaving a gas station with a dangling cap, which can lead to paint damage and messy fuel dripping.

Because the XTS uses an advanced V-6 engine with direct-injection and lightweight innovations like exhaust manifolds integrated into the cylinder heads and a next-generation six-speed transmission, fuel stops will be less frequent.

We expect the capless fueling system will be a fixture on most GM vehicles in a few years.

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