Crib Sheet – 2012 Scion iQ

When you think of sporty handling cars, certain makes and models come to mind – Porsche Boxster/Cayman, Mini Cooper, Mazda Miata… Scion iQ?  Now don’t confuse sporty handling with sports car, or even sporty car for that matter.  The iQ is neither of the latter, but for a micro-subcompact priced at just under $16,000, it does handle well.  I’ll discuss more on that in a moment, however.

Toyota has been putting forth great effort to regain a foothold in the young urbanite market with its Scion brand.  Last year’s launch of the second-gen tC reportedly contributed strong sales increases for all three Scion models (tC, xB, xD) and the upcoming FR-S sports car concept has legitimately garnered worldwide attention since being unveiled at last year’s NY Auto Show.  With the all-new 2012 iQ, Scion hopes to usher in what they call “ ‘New Urbanism’ – a vehicle for a more progressive buyer whose transportation needs and desires are changing” (Toyota’s words, not mine).

Upon initial observation, the exterior of our Hot Lava (metallic orange) tester looked like it could be a high-top sneaker that Shaq left behind from his days with the Suns.  The taut, yet curvy body panels scream CUSTOMIZE ME! unlike any Smart car you’ve ever seen.  And when looked at head on, the noticeably wide footprint hints that this may not be your run of the mill urban commuter.  Sixteen inch alloys and a rear window fin finished off the details.  The aggressive front and rear body panels are functional, too, directing wind over the front wheels and away from the rear of the car, achieving a Cd value of 0.31.  The acoustic windshield, which is comparable to what is used on the Camry Hybrid was engineered to dampen sounds in the mid to high frequency ranges.  Unfortunately, this was not effective enough to hush the wind noises intruding from the A-pillars and side view mirrors, nor the tire and road noise we experienced from underneath.

Inside, everything about the 3+1 seater has been engineered for compactness.  The compact air conditioning system has a built-in fan and filter, and is placed directly behind the center stack, creating an asymmetrical dash design.  In place of the traditional glove compartment, an under storage bin is located below the passenger front seat, and the exclusion of a center arm rest expands available rear-passenger knee room. In our tester, headroom was substantially more generous than some midsize sedans, yet legroom left much to be desired for front drivers and would appear to be a miracle from above in rear.  Scion reps stated that a 6-footer could fit behind the staggered 4-way adjustable front passenger seat in a pinch, but a demonstration was not performed at that time.  In my opinion, Shotgun! should be called without haste, prior to any trip, as the aforementioned staggered seating allowed for a potentially shameful amount of front passenger comfort, when compared to the other three seating positions.  The 50/50 split folding rear seats will likely remain in the folded position, offering a maximum 16.5 cu.ft., unless you have a small narrow item such as a laptop or file folder that you might like to hide in the rear foot well or the remaining 3.5 cu.ft. in back.

Taking safety into consideration, the iQ comes equipped with an industry-best 11 standard airbags – including knee and seat cushion airbags, and the world debut of a rear window airbag.  Other features, such as traction control, brake assist, anti-lock brakes and stability control are included, as well.

Toyota states that the new urbanites value entertainment and style.  And although the iQ will not stray from the Scion ideology of mono-spec (translation: basic components that make it a car are all the same), buyers will be able to customize features that are put on or in their cars.  Along with a flat-bottom steering wheel, usb/aux jacks, and standard Bluetooth and HD Radio, the iQ can be equipped with a choice of three audio systems, one of which includes navigation, as well as over 25 accessories (fog lights, alloy wheels, lowering kit, spoilers) to help owners maintain their individuality.

Performance wise, the iQ has its pro and cons.  The 1.3L engine makes 94 h.p. and 89 ft.-lb. torque, allowing the 2127 lb. car to achieve mpg ratings of 36/37 city/highway with an average of 37.  Unfortunately, it would take most of your day to reach the top speed of 100 mph, since the iQ needs 11.8 seconds to reach 60.  The belt-and-variable-pulley continuously variable transmission (CVT) offers infinite forward gear ratios and is reportedly key to the vehicle’s compact physical dimensions.  The high-mount rack and pinion steering with electronic power steering (EPS) do not take up space in the engine compartment, and in conjunction with the MacPherson strut front suspension and inverted Torsion beam rear suspension, the iQ has a tight 12.9 ft. (two king-size mattresses = 12.7 ft.) turning radius and affords enhanced rear-seat hip room.

Last but not least, we come to the most surprising attribute of the 2012 iQ – handling.  I believe the combination of obvious components, such as 16 inch wheels/tires, suspension and wide stance, along with the engineered low-profile fuel tank, light weight and short dimensions make the Scion iQ enjoyable to flog.  Yes, the engine is still anemic, but once you get it moving, it should make easy work of darting in and out of congested traffic and into tight parking spaces in an urban center near you.  Taking all of this into account, the 2012 Scion iQ might just be the Smart-er choice.

 

Ford’s Intelligent Vehicle Demonstration In Atlanta

Atlanta, GA – We’ve all heard of the autonomous car of the future – one that can capably get us to the office while we sip our latte and surf the ‘net on our iPads and Droids (no one reads a physical newspaper anymore, do they?).  Well, with direction and ingenuity from our government and Ford, we may very soon be able to experience something close to that.  The vehicles that I am speaking of are not quite that smart, but they are intelligent enough to talk… to each other, that is.

The federal government has spearheaded an initiative where one day all future cars are able to communicate wirelessly with each other.  Using Wi-Fi signals, or short-range communications on a secured channel allocated by the Federal Communications Commission (FCC), Ford’s leading technology will enable cars to talk to each other, potentially increasing safety and fuel economy, while reducing traffic congestion.  Although the government is working with all automotive manufacturers, Ford is the first to have working prototypes available for demonstration purposes.

The technology on display is capable of “looking” around corners for potentially dangerous situations when a driver’s vision is obstructed.  According to Ford, “Intelligent vehicles could warn drivers if there is a risk of collision when changing lanes, approaching a stationary or parked vehicle, or if another driver loses control.  Drivers also could be alerted if their vehicle is on a path to collide with another vehicle at an intersection, when a vehicle ahead stops or slows suddenly, or when a traffic pattern changes on a busy highway.”

Press Release:

Atlanta, Georgia, December 8 , 2011 – As America’s traffic congestion worsens, Ford is showcasing its leading technologies and futuristic safety research that offer safer, more fuel-efficient ways to get around town.

Ford Global Driver Assistance and Active Safety’s Mike Shulman will demonstrate Ford’s futuristic safety research and intelligent vehicles that wirelessly talk to each other to reduce crashes, improve fuel efficiency and more efficiently route traffic.

“Intelligent vehicles are the next frontier of collision avoidance technology that could revolutionize the driving experience for safety, driver mobility, fuel efficiency and other potential conveniences,” said Sue Cischke, group vice president, Sustainability, Environment and Safety Engineering. “Ford is excited to be at the forefront of developing this technology in order to more quickly deliver its benefits to drivers.” 

A 2010 NHTSA report on potential safety benefits of vehicle-to-vehicle communications estimates that intelligent vehicles could help in as many as 4.3 million police-reported, light-vehicle crashes annually, or approximately 81 percent of all light-vehicle crashes involving unimpaired drivers. Experts say intelligent vehicles could be on the road in the near future.

Ford is the first automaker to build functional prototype vehicles to preview the technology and is conducting a series of events across the country to explore the near-term feasibility of saving drivers’ lives, fuel and time spent on the road.

How it works
Ford’s technology allows vehicles to talk wirelessly with one another using advanced Wi-Fi signals, or dedicated short-range communications, on a secured channel allocated by the Federal Communications Commission. Unlike radar-based safety features, which identify hazards within a direct line of sight, the Wi-Fi-based radio system allows full-range, 360-degree detection of potentially dangerous situations, such as when a driver’s vision is obstructed.

For example, drivers could be alerted if their vehicle is on path to collide with another vehicle at an intersection, when a vehicle ahead stops or slows suddenly or when a traffic pattern changes on a busy highway. The systems also could warn drivers if there is a risk of collision when changing lanes, approaching a stationary or parked vehicle, or if another driver loses control.

The possibility of reduced congestion
By reducing crashes, intelligent vehicles could ease traffic delays, saving drivers both time and fuel. Congestion could also be reduced through a network of intelligent vehicles and infrastructure that would process real-time traffic and road information and allow drivers to choose less congested routes.

According to Texas Transportation Institute’s (TTI) 2010 Urban Mobility Report, traffic congestion continues to worsen in American cities of all sizes, annually wasting nearly 3.9 billion gallons of fuel in 2009 and costing the average Atlanta commuter an additional 44 hours spent sitting in traffic which equates to an extra 35 gallons of gas and $1,046 per driver during that idle time. Leading factors in traffic delays are caused by accidents, breakdowns and road debris, TTI maintains.

“We are not far from the day when vehicles will constantly exchange information and communicate with our environment to do things such as shorten commute times, improve fuel economy and generally help us more easily navigate life on the road,” said Paul Mascarenas, vice president, Ford Research and Innovation and chief technical officer. “A smart network of intelligent vehicles has the potential to benefit drivers in many ways.”

Ford is already delivering top fuel economy performance for drivers with at least 12 vehicles that lead their sales segments in fuel economy – including four vehicles with EPA-certified 40 mpg or higher fuel economy ratings – a claim no other full-line automaker can match.  Ford’s comprehensive sustainability plan also includes a full family of electrified vehicles, with five new electrified vehicles planned for North America by 2012 and Europe by 2013.

Speaking the same language
Ford is partnering with other automakers and the federal government, as well as local and county road commissions, to create a common language that ensures all vehicles can talk to each other based on a common communication standard.

This public-private partnership will include the world’s first government-sponsored driving clinics beginning in summer 2011, for which the company will contribute two prototype Ford Taurus sedans. The DOT’s Intelligent Transportation Systems (ITS) will head the research, continuing to coordinate with a coalition of automakers organized by the Crash Avoidance Metrics Partnership (CAMP), which is a joint research group headed by Ford and General Motors. The partnership is working to develop inter-operability standards in advance of completing the research phase in 2013.

“Ford has laid the groundwork to give vehicles a voice with SYNC and Wi-Fi technology,” said Jim Vondale, director, Ford Automotive Safety Office. “Now we’re working with other automakers and government leaders worldwide to develop common standards globally to bring intelligent vehicles to market quicker and more affordably.”

Vondale has been appointed by Transportation Secretary Ray LaHood to represent automakers on the ITS Advisory Committee. Mike Shulman, technical leader, Ford Research and Innovation, leads the government-industry technical partnership as program manager for CAMP.

Laying the connectivity groundwork

Many of Ford’s current technologies show how intelligent vehicles will be able to help drivers. For example, features that alert drivers to approaching hazards, such as Ford’s collision warning with brake support and Blind Spot Information System (BLIS^®) with cross-traffic alert, which rely on radar sensors to detect vehicles or objects close to the vehicle.

“While there are challenges ahead, the foundation of these smarter vehicles is comprised of advanced versions of pervasive technologies – Wi-Fi and crash avoidance systems that Ford has pioneered in mainstream vehicles today,” said Mascarenas. “We are not far from the day when vehicles operate like mobile devices with four wheels, constantly exchanging information and communicating with our environment to keep us safer, shorten commute times, and help us more easily navigate life on the road.

# # #

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 166,000 employees and about 70 plants worldwide, the company’s automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

A video of the in-car demonstration can be found in two parts here:

 

 

Mazda Opens New Parts Distribution Center In Atlanta

McDonough, GA – Mazda has commemorated the grand opening of Mazda North American Operations’ new Parts Distribution Center (PDC) with a ribbon cutting ceremony.  The 190,000 square foot facility is located in McDonough, GA, about 20 miles south of downtown Atlanta.

Senior Vice President of US Operations, Robert Davis and Cat Logistics General Manager, Eric Cagle headlined the ceremony.  The joint partnership between Mazda and Caterpillar will create a minimum of 15 full-time jobs, as well as seasonal, part-time employment opportunities.  Once running at full capacity, the PDC will supply more than $8 million in Mazda-exclusive parts inventory to dealers in the region, as well as throughout the world if needed.

Mazda Press Release:

The launch of the Greater Atlanta PDC is one of the first milestones in a $20 million Parts Distribution Center Network Expansion that MNAO announced to its dealers in July 2010.  The expansion will create a network of seven Parts Distribution Centers in North America – five in the U.S. and two in Canada – and reinforces the company’s commitment to customer satisfaction.

A video excerpt of the ribbon cutting ceremony can be seen here:

 

Crib Sheet – CUE, Cadillac’s Upcoming Infotainment Technology

Like all automotive manufacturers today, Cadillac has revamped its infotainment and communication IP to keep up with the times.  Nowadays, Bluetooth, navigation, and iPod integration are not enough to be competitive in this rapidly changing field.  Interconnectivity with smartphones and web-based apps is almost a must – especially in the luxury segment.  And Cadillac is continuing its recent trend of remaining current with its all-new infotainment suite, CUE.

Cadillac User Experience, or CUE is the latest attempt for the brand to attract younger buyers.  Using smartphone connectivity and OnStar, CUE aims to keep 2012 Cadillac XTS, ATS and SRX owners in touch.  The displays include an 8-inch haptic feedback touch screen, as well as a 12.3-inch configurable dash display that can interact with each other by “swiping, flicking, tapping, or spreading” primary info from one screen to the next.

CUE uses Natural Speech Recognition to accept command inputs (a much needed change over the current “Handsfree” voice input technology that current Cadillacs use), and can also read and send text messages.

Some already announced apps include Pandora and Stitcher.  Other features include XM satellite radio, HD radio, 2 USB ports, SD card reader, and Bluetooth phone synchronization for your address book, contacts, and pictures.

Ever since the CTS debuted in 2002, Cadillac has been hard at work rejuvenating its image and customer base (and doing a good job at it, too).  Cadillac’s V-series  performance line has helped to strengthen the brand’s credibility, and technology has always been an important feature for younger buyers.  The addition of CUE should be a great selling point for the already anticipated ATS and XTS vehicles.

You can check out the link to Cadillac’s CUE page here.

 

Crib Sheet – 2012 Toyota Camry

With all 12 Toyota models now back to 100 percent production, following the March earthquake and tsunami in Japan, Toyota is expecting that its all-new 7^th generation Camry will sell better than ever.  And why wouldn’t it?  Camry buyers crave safety, reliability, and practicality – all of which the 2012 Toyota Camry provides.

The first thing you notice is the updated exterior design.  While keeping dimensions almost exactly the same as in ’11, the 2012 model appears to be taller, more narrow, and more squared off in the rear.  For a totally new model, the sheet metal could be described as inoffensive, at best.  It’s not that the design looks bad.  It’s just that with stylish competition such as the Hyundai Sonata, more of  statement could have been made.  To add a little more perspective, from a distance across the parking lot, I could barely tell the difference between it and a new Avalon.  Distinctive, it is not, but I’m sure that is a goal that Toyota was striving to meet.

The interior is a whole other story.  Portraying a handsome design, highlighted with more upscale looking materials, the cabin is a winner when compared to the previous generation.  Our XLE tester’s seating surfaces sport soft leather, and a degree of firmness and lateral support for front driver and passenger.  The leather-topped dash, with its topstitch accent, is almost on par with Cadillac’s CTS and has simulated woodgrain throughout.  The dial faces have a blue 3D appearance surrounded by satin finish chrome rings.  Dual lcd screens are present, along with dual zone climate control and heated front seats.  The rear seats split 60/40 on all models.

An extra 1+ cubic feet of space was added to the interior, as well, by minimizing the space between the roof and headliner to add more headroom.  Sculpting area out of the door panels and the backs of the front seats added more shoulder/arm/torso space and rear passenger knee/leg room.  This should allow for increased front seat extension, as well, when a rear facing car seat is installed in back.  In all, the cabin was inviting and comfortable, ready for an extended family trip.

Nowadays, all new cars should have some form of connectivity, and the new Camry does not disappoint.  An all-new app-based operating system called Entune centers around what Toyota calls a “conversational voice recognition system” that helped earn it a Best-in-Class rating at this year’s Consumer Electronics Show (CES).  The system uses apps, such as Bing, Pandora, iHeartRadio, and OpenTable, and syncs with most any smartphone.  In all, there are 5 different radios available, 3 of which are Entune compatible.  Entune will be complimentary for the first 3 years of ownership.  Pricing after that is still to be determined.

One area of familiarity to 2010-11 owners will be the 4- and 6-cylinder engines.  Both are carryovers, but are more powerful and fuel efficient due to the substantial reduction in weight on the 2012 Camry.  With regards to fuel economy, the 178-h.p. 4-cylinder provides a class leading 25/35-mpg city/highway and 21/30 for the 268-h.p. V6.  Both engines are mated to 6-speed automatic transmissions.  The 6-speed manual option has been eliminated for the Camry SE, and replaced with paddles that are present behind the steering wheel for manual control of the cogs.  The Camry Hybrid will introduce a new drive system, using a hybrid-exclusive version of the 2.5-liter engine that provides 43 mpg in the city, all while making a combined 200 horsepower and a 10% improvement in maximum torque.  This, combined with the electric motor, will provide “surprisingly powerful acceleration feel and smooth power delivery that will spark an emotional response,” according to Toyota Southeast Public Affairs Manager, Richard Kelley.

Safety features abound on the ’12 Camry.  Among the expected stability/traction control and anti-lock brakes, Toyota has added electronic brake-force distribution, brake assist, and Smart Stop (brake-override) technology, standard.  Also available are 10 airbags, backup monitor, blind spot monitor, and Safety Connect.

SE model shown

There is one previously unmentioned attribute that Toyota has added to its latest Camry – sportiness.  I know, even the spell check on my notebook had to confirm, “Spottiness?”  No SPORTINESS, at least for a Camry.  During our test drive in the XLE model, the car handled the windy, country roads we experienced with the athleticism of a junior varsity starter (or a varsity benchwarmer).  In other words, it’s on the team now.  Reduced weight, the powerful V6, and improved suspension tuning encourages drivers to flirt with this player.  Although the car defaults to an ECO mode, as evidenced by a dashboard light, any aggressive throttle application will turn it off.  The ’12 Camry has an all-new rear underbody and rear-suspension geometry for improved stability and agility.  During our drive, there was remarkable body control through the bends and the optimized dampers minimized lean and bounce as road dynamics changed.  The 17-inch alloys with all-weather tires on our XLE looked good, but readily protested in spirited corners.  The sum of these changes adds a noticeable firmness to the overall ride quality.  I came to appreciate it, but I am curious how the current 6.8 million Camry owners will feel about the difference once they’ve tried it for themselves.

Toyota has simplified choices for the 2012 Camry.  By reducing build combinations from 1260 to 36, Toyota believes customers will be able to find the equipment they desire on most dealers’ lots.

According to Toyota, approximately half of new Camry buyers will be previous owners.  And with a price reduction of $200 for LE models (base price is now $22,500), there should be no problem filling the remaining 50% of projected Camry orders.  These price reductions span across the range of models with M.S.R.P. for the SE 4-cylinder being $23,000 (-4% or $965 less) and the XLE 4-cylinder costing $24,725 (-7.5% or $2000 less than last year).  The 2012 Hybrid LE is $1,150 less than the outgoing model and the new XLE Hybrid is $800 less than a similarly equipped ’11 model.

Due to the new pricing structure, Toyota anticipates that more buyers will opt up to the SE or XLE packages.  Right now, about 70% of Camry buyers purchase an LE, but a 50/50 mix (LE versus SE/XLE) is expected for 2012.

Currently on sale, the 2012 Toyota Camry has already begun its attempt at “best-selling car in the U.S.” for 10 straight years.  This is an impressive feat in such a competitive segment.  We’ll have to wait and see if the changes made to America’s car keep the winning streak alive.

 

Crib Sheet – 2012 Fiat 500/500c

In the realm of automotive manufacturing, timing can be everything.  Take the Big 3, for example.  For three of the largest companies in the world, it meant the difference between selling off numerous profitable brands in the pursuit of much needed capital and selling pitches before congress in hopes of receiving a bailout.  In an era when smaller is proving to be better, the Fiat brand may be exhibiting its own sense of good timing with the introduction of the iconic 500, or Cinquecento, to the U.S.

Although the current Fiat 500 was released in Europe in March of 2007, exactly 50 years after the original model debuted, the North American version has a number of changes to meet the demands of homologation and the consumer, according to Mike Murphree, Vehicle Integration Representative (VIR).  Higher quality interior materials as well as improvements in noise, vibration, and harshness (NVH) topped the list.  One of the most important adaptations to the U.S. market included the option for a more refined AISIN 6-speed automatic transmission, unlike the European-spec Dualogic manumatic transmission, which has been noted for its less than smooth shifts.

Two versions, the 500 and 500c convertible, are currently available for purchase.  The 500 can be equipped in 3 different model configurations:  Pop, Sport, and Lounge.  And the 500c is offered in a duo of Pop or Lounge.  For testing purposes, I was set loose in both hatchback and convertible versions.

The first thing you notice after observing the diminutive exterior and sliding into the driver’s seat is the more than sufficient, almost roomy, interior space.  To put it frankly, the Beetle may be out of a job in the Ringling Bros. clown transportation department.  However, usage of the 50/50 split fold-down rear seat should be limited exclusively to parcel storage, as daylight does not even shine on the C’s rear foot wells when the front seats are fully extended and the top is down.

People-moving is not the 500’s forte, however.  Upon starting up the 1.4L 101-horsepower MultiAir engine and engaging First (or Drive), you become aware of the car’s most impressive trait.  The 500 handles very well for a small, dare I say economy, car.  It is obvious that Fiat’s engineers did their homework to capture as much of Mini’s sporting attributes without the negative go-kart like harshness.  And for more engaging driving, there is a “Sport” mode on the IP that adjusts throttle mapping and steering ratios with the push of a button.

The 500c impressively possesses all of the handling characteristics of the hatchback while providing the enjoyment of driving al fresco.  Due to the fact that the A-, B-, and C-pillars are fully intact, when topless the 500c maintains much of the hatchback’s capabilities.  This is possible because the dual-layer, power-operated canvas roof retracts down the center of the vehicle, resting in any of the three selectable positions available.  Rear visibility is minimal, at best – top up or down, but in a trendy car like this, it’s all about where you’re going, not where you’ve been.  Right?

Fiat is pulling out all the stops to make the 500 as appealing to buyers as possible.  Standard features include Blue&Me Handsfree Communication technology, 7 air bags, and electronic stability control.  An optional TomTom Navigation unit can dock on top of the dash.  There are 14 available paint colors and 12 unique seat color/material combinations.  Mopar will license accessories, including striping packages and FIAT-styled merchandise.  All models come with a standard four-year/50,000-mile bumper-to-bumper warranty.  Especially intriguing is the three-year/36,000-mile maintenance program that includes wear-and-tear items and trip-interruption reimbursement.  The Pop hatchback starts at $15,500 and the convertible, $19,500.  That’s Fiesta/Focus territory even though Fiat does not consider them direct competitors.

If I had a nit to pick, it would be the anemic engine.  When equipped with the 5-speed manual, the 500 achieves 30/38-mpg city/hwy.  And while stable on the highway, at 2,400 lbs., the 101-h.p. engine requires deliberate applications of throttle when merging on freeway ramps.  It’s nice to know that the more sporting, more powerful Abarth model will be arriving on our shores later.

So will Fiat’s fresh return to the States via the 500 and 500c be the success that the brand is aiming for?  Only time will tell.

 

Size DOES Matter

Back in our September 2008 blog, Does Size Really Matter?, we informed you of the burgeoning trend toward downsizing in the automotive industry.  As the now current C.A.F.E. regulations were still just notes on a pad, rumors and hints of engine and chassis shrinkage had many an enthusiast running for their automotive Viagra.  The thought of losing the large-engined, super petrol-thirsty cars and trucks of yore proved difficult to cope with, until recently.

Over the past couple of years, manufacturers have been working hard to reassure buyers (and wish list makers) of sports and performance vehicles that we can have our cakes and eat them too.  And in the meantime, small cars, i.e. compacts and subcompacts, have begun to reap the benefits.

What was once the forgotten stepchild of the industry is now the rapidly growing hit at the automotive family reunion.  Notice began with Ford.  After proving that an F150 with a turbocharged V6 engine could make more power and tow more than a current (and proven) V8 engine, Ford was on a roll.  Already on the market in Napoleon complex-resistant Europe, the 2011 Fiesta has been a top seller for many months.  Not too long after, Chevrolet released its Cruze and Ford struck again with the all-new Focus.  Hyundai has the redesigned Elantra and Accent, and Fiat has returned to our shores with the 500.  Besides these, you can bet there are numerous others on the drawing board.

You can also tell that this trend is for real when the premium makes join in the fun.  Mercedes-Benz has plans to bring the A-class to the U.S. and BMW seems to be happy with the success of its 1-series models.  Audi has hinted at bringing the next generation A1 to the States in the next decade or so.

So what’s different with these cars, you might ask?  With the premium brands, we know that many people will at least try whatever a popular brand makes.  Think: BMW or Apple.  But what’s the catch with the Koreans and the domestics?  The catch is not really a catch at all.  It’s just old-fashioned attention to detail (and money).  Neither of which was ever used in the same sentence as subcompact car in the U.S.  Four dollar a gallon fuel prices have “encouraged” buyers to consider something smaller.  Because of this, manufacturers gambled years prior and began directing more resources to smaller cars destined for North America.  The result is a product that’s more fuel efficient, stylish, and even fun to drive, in many cases.  Adding a 200-plus h.p. engine to a performance model with a modest 2500 lb. curb weight can entice even the hairiest of Camaro drivers to take notice.

So in this case, and at this time, size does matter.  And with cars that actually meet the needs, and many of the wants of consumers, as well as are a smidgen more environmentally friendly, the only thing left to decide is 3- or 5-door hatchback.  But that’s a whole other story…. at least in the States.

 

Crib Sheet – Cars 2

“British secret agent Finn McMissile is on a dangerous mission.  He has infiltrated a secret oil rig in the middle of the ocean.  Finn spies on a meeting of criminals, led by Professor Z, and notices a special TV camera… Suddenly, Professor Z spots him and Finn must flee.”

Sounds like the opening scene of the latest Bond movie or some other action-thriller blockbuster, right?  Wrong.  It’s the opening page of the souvenir sticker album my soon to be 3 year old received as we entered the theater for her very first movie-going experience.  The movie of choice was Disney/Pixar’s Cars 2, which opened this past weekend.

As the daughter of a self-proclaimed car nut, she has seen the classic (i.e.-before she was born) Cars feature on DVD many times before, anxiously anticipating the opportunity to see Lightning McQueen, a stock car by trade, and all of his friends from Radiator Springs hit the streets once again.  And to be totally honest, her automotive obsessed dad was just as eager.

During this sequel, McQueen has accepted a challenge, instigated by his trusty and rusty friend Tow Mater (a tow truck) to race overseas in a Race of Champions style event.  The best cars from all different classes, from all around the globe would battle head to head to determine the fastest car in the world.

For most children’s storylines, this would have been enough to carry the movie.  However, Pixar decided to weave secret agents (Finn McMissile – a ’64 Aston Martin DB5?/Holley Shiftwell – some other exotic), bad cars (Pintos/Gremlins/etc.) and espionage into the mix, with the former McQueen sidekick, Mater, now taking a lead role.  The remaining cast even included automotive celebs, such as Brent Musberger (Brent Mustangburger), Darrell Waltrip (Darrell Cartrip), Jeff Gordon (Jeff Gorvette), and Lewis Hamilton (as himself). This made for an explosively entertaining film that kept many a child’s attention that afternoon.

Unfortunately, for me the car nut, I feel as though some of the charm of the original Cars movie was missing.  A great job was done with the character creation and integration into the story with nary a detail excluded.  But something just wasn’t the same.  There just seemed to be more focus on the extra plotline, as opposed to the cars themselves, like in the original film.

Don’t get me wrong.  I was entertained through all 112 minutes of the movie.  And so was my wife.  And most importantly, my daughter’s first experience in a movie theater was a success.  All things aside, that’s what really mattered.  Right?

So what do you think?  Who liked it more….car guys/gals or the target audience - KIDS?

 

Production 2012 BMW M5 Images Revealed

The first official images of the 2012 BMW M5 have finally surfaced.  The 552 horsepower V8 (down 2 cylinders, but up 50+ horses to the outgoing model) makes its power using twin turbochargers.  Peak power arrives at 6,000 rpm and torque is substantially increased to 501 lb-ft, when compared to the 383 of the previous gen car.  All of this power will be directed through a standard dual-clutch transmission, sending thrust to the rear wheels. 

The Bavarian company apparently decided to “sacrifice” the V10 in the name of fuel economy, as many manufacturers are doing these days.  So although official numbers are not yet released, you can expect improved fuel economy with this newest M5, all while rocketing to 62 mph in an expected 4.4 seconds.

Larger front air dams, an integrated deck lid spoiler, and the prerequisite quad exhaust pipes are obvious design cues for the upcoming model.

Expect pricing in the $100k range when the 2012 M5 debuts following the Frankfurt Auto Show this fall.

 

Crib Sheet – 2012 Infiniti M Hybrid

“Man this car is quick!  At least for a hybrid,” is what I was thinking as I took my first test drive of the all-new 2012 Infiniti M Hybrid.  And I guess with a manufacturer stated 0-60 mph time of less than 6 seconds, it is quick.  It won’t beat the V8-powered M56’s low 5-second blast, but it’s pretty close.  To add a little more perspective, the Hemi-powered 376-h.p. Dodge Challenger R/T was timed at 5.4 seconds 0-60.  I guess you could say that you’re getting the best of both worlds…almost, but more on that in a bit. 

This car does not drive like your garden-variety hybrid.  And Infiniti never planned for it to.  Marketed as “the high performance hybrid,” Infiniti has done everything it can to align this model with the rest of its current lineup (except for maybe the QX56) of being sporty. 

Having already addressed its power, the M Hybrid handles very comparably to its less eco-conscientious brethren.  A big part of this, I’m sure, is due to the Hybrid’s favorable weight distribution of 51/49, front/rear, which helps balance the extra 280 lbs more weight than the lightest of the bunch, M37.

The M Hybrid’s brakes are the same size as its stable mates, and the regenerative braking is hardly more imposing than some of Infiniti’s typically grabby brakes. 

The M Hybrid can be optioned with the same stuff that any other car in the M lineup can, yet also includes the Infiniti first Approaching Vehicle Sound for Pedestrian (VSP) system.  According to Infiniti.com, this “helps pedestrians hear the vehicle as it approaches, but it does so without distracting the driver or passengers, or lessening the exceptional comfort found inside the Infiniti M Hybrid.”  Personally, I feel this is a feature that all electric-only capable vehicles should have available.

Most importantly, the fuel economy isn’t groundbreaking by hybrid standards, but truly isn’t bad considering the way this thing drives.  With an Infiniti claimed 32 mpg highway, the M56 (24 mpg/highway) and the M37 (26 mpg/highway) can’t compare.  And all of this from a 3.5L V6, which when combined with the lithium-ion battery powered 50kW electric motor, makes a net 360 horsepower.

So what’s wrong with this picture?  Why isn’t this, at a base price of $53,700 (priced right in the middle of the $47,700 M37 and the $59,100 M56), the perfect M-car in Infiniti’s lineup?  Why wouldn’t you be getting the best of both worlds?  Your answer lies in the trunk.  What little bit there is.

I’m assuming that to get that almost perfect weight balance, Infiniti needed to place those lithium-ion batteries as far center as possible, without affecting any interior space whatsoever.  In my eyes, the only way they could do that was by placing the batteries right up against the rear seats, almost like a stereo amplifier installed by your local aftermarket audio shop.  It’s neatly carpeted like a normal trunk is, but man does it take up space.  At 11.3 cubic feet, it’s only 3.6 cubic feet less than the standard M (Cadillac’s CTS is 13.6, BMW’s 5-series is 14.0, Mercedes’ E-class is 15.9).  But functionally (and visually) you must be creative to configure luggage, let alone strollers, picnic baskets, or anything else you might want in there.

And here is where our problem lies.  The Infiniti M Hybrid does almost everything well.  Really well for that matter.  It’s sporty, looks great, and drives even better.  But in the end, it’s still a sedan, sports or not.  And sedans should be able to carry 4 people and their things.  This one can’t.