2007 MINI Cooper S - Long Term Update

2007 MINI Cooper S - Long Term UpdateWhen I last wrote about our MINI, I had just returned from the cross-country drive and absolutely loved the car. We've now covered more than 10,000 miles in just over three months and, while still in love, I've noticed a few things. First, gas mileage took a fairly serious nosedive once it hit the Left Coast. On long trips, we're struggling to eke out 33 miles per gallon-still an amazing number, but not the 36 to 37 averaged cross-country. We'll blame that on our 91-octane gas. Surprisingly, we haven't noticed a reduction in power, just economy. In the mixed use of daily commuting, we're averaging an impressive 31 mpg.Also, we're less than thrilled with the real-time traffic monitoring of the navigation system. It seems it wasn't quite designed to deal with the mess that is Los Angeles. It sees a slow-down on the current route and then diverts without apparently checking the new route. You get on the new one, then it wants to divert again. It would work great in a place where accidents and jams are rare and easily avoided, but in a place where every freeway is slow at rush hour, it's more of an annoyance.Our other real complaint is the moody 'comfort access' system. It sometimes takes several pushes of the doorhandle-mounted button to lock or unlock the doors from outside. Not that big an issue, but it can be uncomfortable for a driver attempting ingress in a dark parking lot. The good news is that the key fob remote works fine. As much as I like keyless ignition, I might skip this option if it were my car.I realize how nit-picky those complaints are on such a great vehicle. It doesn't matter what flavor of exotica is in for short-term evaluation, after a few days out of the MINI, you begin to miss it. Everything about the driving experience is just about perfect. We're planning on replacing the standard run-flat rubber and that will likely make things even better. I won't be able to smoke both front tires off the line any more, but I'd rather have instant acceleration to exploit the limited-slip differential- an option box I would definitely check, even at twice the price.The MINI has been used to haul all sorts of things, from boxes of auto parts to camera gear. It's incredible how much can be wedged into the back with the seats folded down. With the seats in position, the car sees regular use as four-person transport. A three-state drive in back is probably less than ideal, but dinner and a movie for two couples is easily bearable.As promised in the introduction, we've run a few canyons. Rabid may be the best word to describe how our MINI attacks the twisties. With predictable manners, good brakes and an excellent powerband, the car takes to the hills in ways that would make many a sports car jealous. Its size allows the driver to take full advantage of the width of a single lane and run a real cornering line where larger cars must simply follow the centerline. It stays planted over elevation changes and a mid-corner throttle lift can cause a little tail swing, especially on off- camber stuff. The small turbo spools up quickly, meaning almost instantaneous throttle response coming out of turns.The MINI isn't the most practical car, but its fun factor competes with many two-seaters. We plan on making a few aftermarket improvements, modifications that average owners could do. Nothing that will affect the car's character and basic goodness-think of them as complements or enhancements to the basic form. Although we may break the mold and do some aesthetic mods.At A GlanceCanyon-carving rockstar, surprising utility - Traffic avoidance and 'comfort access' systemsMileage: 13,369 Fuel Economy: 31.0 mpg Photo Gallery: 2007 MINI Cooper S - 31 Miles Per Gallon - European Car MagazineRead More | Digg It | Add to del.icio.us

Are Automakers To Blame For Consumer Car-Buying Trends? Auto Alliance Weighs In

Editors Note: This guest post was contributed by Charley Territo, spokesperson for the Alliance of Auto Manufacturers, in an effort encourage better dialogue between the auto industry and the environmental movement. Charley also contributed a guest post on Grist on May 20. I asked him to weigh in on a question I’ve had for a long time: How can automakers like GM complain that consumers only want to buy big cars when they spend hundreds of thousands advertising brands like Hummer? Here is his response. Feel free to weigh in with your own comments below. For years it’s been assumed that, using their superior marketing skills, automakers have the ability to trick consumers into buying SUVs and pickup trucks…when, in reality, the consumers really only wanted to buy compact cars.  While that’s probably quite flattering to the marketing departments, it doesn’t have the important benefit of actually being correct. Current events are now allowing people to see more clearly the greater force at work driving consumer demand: Gas prices. Gas just pushed past $4 a gallon â€" a record high.  With no drop on the horizon, customers are adjusting not only their driving habits but their purchasing patterns, as well. The last time the average gas price in a given month constituted a record high, it was May 2007.  Incidentally, that is also the only month in the five years prior to March 2008 in which consumers purchased more passenger cars than they did light trucks. That is not a coincidence. Think about that: years have been spent trying to legislate incremental increases in fuel economy standards.  But the recent rise in gas prices has succeeded in changing the fuel efficiency of the new automobile fleet without any government intervention. The lesson here is very important: when consumers became a part of the equation, both consumers and the auto industry will respond. . .and this response is faster and more effective than artificial regulation. But let’s be clear, though: the auto industries response did not happen overnight.  In fact, the auto industry has been working toward this for many years now. For years, automakers have been touting the more than 100 models that achieve fuel economy ratings of more than 30 mpg on the highway.  For years, they have been introducing alternative fuel autos like hybrid electric, ethanol capable e-85, clean diesel and more to prepare for a time when consumers valued fuel economy the way they valued attributes like towing capacity, 4 wheel drive, cargo room, safety, performance and styling. That time has arrived. Automakers have been preparing for that shift, and they are working even harder now that it is arriving,.  They are increasingly changing their product lineups to meet the challenge, and more and more fuel efficient autos will be introduced in the future.  By the end of next year more than 50 new models of hybrids are expected to be available, and the sales of clean diesel vehicles are expected to grow from less than 1% of sales today to 10-15% by 2015.  Last year more than 1 million ethanol capable ffvs (flex-fuel vehicles) were sold in the U.S with the increased renewable fuels standard included as part of last year’s energy bill.  That number will continue to grow. The U.S. is not one size fits all, though.  If real progress is going to be achieved on fuel efficiency, consumer incentives are important. Remember these points: What works in one part of the country doesn’t always work in another. The fuels available in one part of the country aren’t always available in another. The vehicles that are popular in one part of the country aren’t always popular in another. That’s why automakers believe that the best way to enhance our energy security, save money at the pump and reduce our carbon dioxide emission is through the use of diverse fuels and diverse autos. No one likes to pay more for gasoline. . .or for that matter food, airline tickets or any other consumer good.  But higher prices force consumers to make decision about their habits that otherwise wouldn’t be made.  For now it looks like high gas prices and demand for more Fuel efficient cars are here to stay.  Automakers are ready to respond with cleaner, safer and more fuel efficient vehicles than ever before, proving once again that the market will respond faster than incremental government mandates. Photo Credit: rick on Flickr under Creative Commons License.

How Many Hours Do You Have to Work to Fill Your Gas Tank?

You Might Be Very Surprised A few days back I posted a You Tube presentation about two professors from Duke University who came up with a different, and in their minds, more accurate way to determine the efficiency of the engine in your vehicle. It’s nice to know how many miles per gallon (MPG), or as the profs say, gallons per mile (GPM) your vehicle will get, but there’s more, much more to that equation. First of all, you’re paying a premium for regular gasoline, $4 maybe in excess of $5 a gallon, and you decide to fill it up.  Sticker shock will settle in quickly, but how about this, how many hours will you have to work in order to pay for that fuel? CNN has posted a super simple calculator to help you determine how long you’ll have to work in order to fill the gas tank on your car.  The link is below, along with another link that ties into the overall cost of owning a car, and a chart to see how your vehicle stacks up against the least expensive cars to own, and they aren’t hybrids. How Much is Your Vehicle Costing You Each Day? Face it, whether moving constantly or sitting in the garage for days on end, your vehicle is costing you money.  Here are the considerations: Depreciation (your vehicle loses value every day) Financing Insurance Taxes & Fees Maintenance Repairs The Edmunds Company has posted a great “True Cost to Own” (TCO) page that helps determine what your vehicle is costing you over a five-year period, based on being driven an average 15,000 miles a year.  The calculator offers new or used options, for model years 2003 thru 2007.  The link is below, and when you’ve figured the “True Cost to Own” for your vehicle, along with total cash price and the average cost per mile, compare your car with the ones below. Just remember, all the figures you come up with are averages, and won’t necessarily be an accurate depiction of your costs. What Are the Ten Cheapest Cars to Drive?  They’re Not Hybrids! The Edmunds company used their calculator to look at the latest 2008 model vehicles, to see which ones would be the cheapest to own over a five year period.  Surprisingly, there isn’t a single hybrid in the bunch, as a matter of fact, hybrids didn’t do all that well. A quick rundown of the least expensive in order: Chevrolet Aveo 5 Special Value 4dr Hatchback Hyundai Accent GS2dr Hatchback Honda Fit 4 dr Hatchback Toyota Yaris 2dr Hatchback Honda Civic DX 4dr Sedan Nissan Versa 1.8 S 4d Hatchback Mazda MAZDA3 i Sport 4dr Sedan Kia Rio 4 dr Sedan Scion xB 4 dr Wagon Toyota Corolla CE 4dr Sedan The lease expensive to operate in the first year was the Chevrolet Aveo costing $0.427 a mile to operate. The Toyota came in at $0.468 a mile for the first year, so you can see the margins are small. Moving to the Hybrids Same order, least expensive first: Honda Civic Hybrid 4dr Sedan gas/electric hybrid CVT Toyota Prius Standard 4dr Hatchback gas/electric hybrid CVT Nissa Altima Hybrid 4dr Sedan gas/electric hybrid CVT Chevrolet Malibu Hybrid 4dr Sedan gas/electric hybrid 4A Ford Escape 4dr SUV gas/electric hybrid CVT Mercury Mariner Hybrid 4dr SUV gas/electric hybrid CVT Toyota Camry Hybrid 4dr Sedan gas/electric hybrid CVT Mercury Mariner Hybrid SUV gas/electrc hybrid CVT Toyota Highlander Hybrid 4dr SUV AWD gas/electric hybrid CVT Lexus RX 400h 4dr SUV gas/electric hybrid CVT. The Honda Civic Hybrid came in at $.0476 a mile while the last place Lexus RX 400h would cost an estimated $0.897 per mile. Again, these are estimates based on a system of calculations by the Edmunds Company and explained on their website. You’ll find the complete totals on the “Hybrid Vehicles Not Best Value According to Edmunds” link below. So, How Many Hours Do You Have To Work To Own Your Vehicle? The math should be easy from here, if you work an 8 hour day, 40 hours a week you work 1080 hours a year.  Average out the total amount of gas you buy for a year, divide by 1080 and there you have it.  Then add that number to the one you found through the Edmunds calculator and that should give you the total number of hours you need to work to support your car. CNN’s Hours for Gallons Calculator The Edmunds Cost to Own Calculator Hybrid Vehicles Not Best Value According to Edmunds So there you have it, only you will know exactly how much your vehicle is costing you, and if not, I hope these guides will help you determine your own costs. Happy motoring! Some Related Articles: Are Automakers To Blame For Consumer Car-Buying Trends? Auto Alliance Weighs In Low Cost Gas Engine Innovation Doubles Fuel Economy High Gas Prices: Empty Tanks Are the New Black In California Prototype Ford Escape Plug-in Hybrid: 88 MPG on 85% Ethanol Image Credit:  http://visiblevote08.logoonline.com/wp-content/uploads/2008/05/gas-pump-71806.jpg

Slice and Dice - 2008 Lotus Exige S 240, 2008 BMW Z4 M Coupe, 2008 Porsche Cayman S

Slice and Dice - 2008 Lotus Exige S 240, 2008 BMW Z4 M Coupe, 2008 Porsche Cayman SLike everything else in the modern automotive realm, the term `sports car' seems to have a pretty subjective definition. Ask 10 different people what a real sports car is and you'd probably get 10 different interpretations.Still, it's hard to argue that the three cars featured here are anything but. Each shares a common trait or two: rear-wheel drive, sharp handling, a favorable power-to-weight ratio and a fixed-roof cockpit equipped with two seats.Every now and then, we manage to slip the manacles to the daily production grind and hit the road for a bit of actual driving. And these three cars presented an ideal opportunity. The trip covered two days, more than 800 miles, 6,500 vertical feet, and every road and weather condition imaginable--from long, blustery desert blasts to towering switchbacks with zero emergency runoff, to gleaming, snow-dusted mountain passes. It revealed three vehicles that have their own distinct personalities, even though they've all been assembled for a similar purpose.Proving that these cars even possess a modicum of functionality, we packed our tents, sleeping bags and a change of clothes with the photo gear and actually went camping at the end of the first day (really). And to avoid angering the various enthusiast camps with their pet definitions of a sports car, we won't call them that any more. We'll just call them canyon carvers.Lotus Exige S 240The ascetic choiceA lot of hype surrounds this car from engineering and so-called `purist' circles--that is, people who appreciate the bare basics in an automobile and nothing else. Lotus has traditionally eschewed creature comforts like air conditioning, power assist and cushioned seats in the pursuit of a completely raw and undiluted driving experience. The Exige S 240 is the latest embodiment of that philosophy.The cockpit is cramped and noisy, and it's difficult to steer at low speeds due to the absence of power steering. But turn into your first corner at speed, crest your first apex and it quickly becomes clear there's nothing else like it on the road today.The S iteration supercharges the Toyota-built 1.8-liter four-cylinder engine and adds close to 30 hp to the previous Exige's 190-hp peak. The S 240 features a more efficient intercooler fed by a larger integrated roof scoop and pushes power by another 20 hp (hence the 240 designation). Off the line, the S 240 still doesn't feel particularly fast, but it isn't really about straight-line speed. It's more about building revs to keep the supercharger on the boil, screaming into bends and maintaining silly velocities through the exit thanks to unbelievably flat cornering. And the faster it goes the more stable it becomes, the aerodynamics sucking it ever closer to the pavement and generating a reported 100 pounds of downforce at 100 mph.On a tight, twisting road, there's no doubt the Lotus carves the hardest of the three and maintains cornering speeds with the greatest confidence. In this respect, it's a perfect weekender or track-day toy, albeit a pricey one ($60,000 and change to start). This particular Lotus isn't as spartan as some, equipped as it is with the Touring Pack, which adds leather seat and door trim, an Alpine stereo with iPod connector, additional sound insulation and full carpeting (basically a set of floor mats).Even so, living with it on a daily basis would take a special sort of individual. Two grown men can fit inside, but they may occasionally find themselves dueling elbows. Or the driver may inadvertently grab the passenger's knee while reaching for the shifter. Rearward visibility is severely compromised by the intercooler, which is vertically mounted directly behind the cabin. The car comes with an interior rear-view mirror, but about the only thing it's good for is pointing it out the passenger window to help monitor the blind spot.Ingress and egress aren't easily accomplished. Getting in requires negotiating high and wide door sills and the non-adjustable steering wheel. Getting out can only be described as clambering. The car has more storage than might be expected. The entire rear end behind the central engine bay is hollow, although everything must fit through an opening about the same diameter as a human torso.To deride the car for its inherent asceticism, though, is to miss the point. Any complaints are quickly forgotten once the curves are reached.2008 Lotus Exige S 240LayoutTransverse mid-engine, rear-wheel driveTransmissionSix-speed manualPerformancePeak Power: 240 hp @ 8000 rpmPeak Torque: 170 lb-ft @ 5500 rpm0-60 mph: 4.0 sec.Top Speed: 150 mph (est.)Base MSRP: $64,890Price as Tested: $70,060BMW Z4 M CoupeThe wild animalAnyone who's spoken to me in the last year or so knows how much I like this car--but I'll concede that it has its flaws. Its biggest problem making friends seems to be an inherently feral nature.Not that it imparts the same raw, no-compromise driving experience of the Lotus. It's just difficult to deal with, being that you really have to muscle the car around to get any response from it.It's especially true with the steering and gearshift. Some have complained that the shifter is notchy and imprecise. I don't consider the feel notchy, just very positive. When the lever is slammed home, you know without a doubt you're in gear. In the Lotus, for example, the throws are so short and closely grouped that I often second-guess the gear selection. And I don't consider the M's shifter imprecise. I quite enjoy the extremely stiff, deliberate feel; I've put about 15,000 of the car's 19,000 miles on it and have never missed a shift (honest).Another important complaint is that the car is `squirrely' and `edgy' (that last comment from BMW brass, no less). Edgy, yes--though BMW claims 50/50 weight distribution, the M is one of only a handful of modern cars with a distinct propensity toward oversteer at the limit. Engineering editor Febbo attributes this to its forward-mounted engine (see sidebar).This is the only one of the three with a standard-fit limited-slip differential. With that diff and a torque-rich, 330-horse inline six, the M offers the most aggressive and intoxicating acceleration. On long, sweeping sections of road, it seems to walk away from the other two. It also feels the most stable at high speeds, thanks to generous amounts of tire and a 98.3-inch wheelbase.Considering this is the most massive car in the group, braking power is suitably muscular. The large, cross-drilled rotors offer a good amount of bite under hard use, and pedal feel is extremely firm with just a tiny bit of play for ease of modulation.Its biggest drawback is overall visibility. The rearward and lateral rear views are fairly terrible (although not non-existent, as with the Exige S 240). Forward visibility is the worst in the group as the driver tries to peer past that long nose, making apex navigation a chancy proposition at times.The best thing is the seating position. The cockpit really wraps around you in a way the others don't. I can adjust the seat and steering wheel so that both elbows are supported on comfortable pads on the center console and door insert with hands placed at three and nine, allowing steering input with minimal effort.More difficult to control than the other two, the Z4 M Coupe still makes for a potent carving machine. It just needs a little more work and a little more brass to make things happen.2008 BMW Z4 M CoupeLayoutLongitudinal front engine, rear-wheel driveEngine3.2-liter inline six, dohc, 24-valveTransmissionSix-speed manualPerformancePeak Power: 330 hp @ 7900 rpmPeak Torque: 262 lb-ft @4900 rpm0-60 mph: 4.9 sec.Top Speed: 155 mph (limited)Base MSRP: $50,100Price as Tested: $57,500Porsche Cayman SThe baby GTThe Cayman is an interesting study compared with the Exige. While older Porsches (like the first 911s) were also lightweight, raw and minimalist, the modern Cayman is something else entirely. That's not to say it isn't a capable canyon carver, because it is. But of the three, it feels the most insular, the most luxurious and the least hardwired to the road.Ride quality is good over all surfaces, more so than either the Exige or the M, both of which can beat the hell out of you on bad pavement. Because of this, you might expect it to be slower through the corners, but--thanks to Porsche's sophisticated PASM stability management--even the tightest hairpins can be tackled with sporting precision. Its mid-engine configuration allows it a slight rear weight bias, but it remains neutral, even at high speeds. Steering input and feedback are good, but control feels somewhat compromised by the wheel. Compared to the M's meaty, sculpted tiller or the Lotus' small-diameter, perforated leather-skinned number, it looks like it could have come out of a Peterbilt. Still, once you really start pushing, the car slices through corners with great alacrity, its ability to carve seemingly limited only by the willingness to trust.Acceleration is more languid and less dramatic than in the other two cars, adequate but not real snappy--in spite of decent torque. The brakes are possibly the most disappointing aspect, with fairly long, mushy pedal travel and feel, and not a whole lot of bite at the end of the stroke. The shifter, however, is likely the most accurate and easily used, so precise and feathery light, shifts are executed with a flick of the wrist.Overall, given the compliant ride quality, comfortable seats and a good amount of storage space (items may be stowed either under the rear hatch or under the front hood) the Porsche could make the best all-around road-tripper. Seen this way, the Cayman S offers the best of two worlds: an ability to carve when the need arises and a propensity for long-distance touring.Possibly the most curious thing about the Cayman S (and the most aggravating to Porsche-philes), is its positioning within the company's model line. It's billed as the entry-level model, the ramp up to the 911, but by all accounts the mid-engine layout makes for superior handling characteristics. The only thing holding the Cayman S back seems to be engine displacement: 3.4 liters pushing 295 hp against the base Carrera's 3.6 pushing 325. Many believe that a comparably powered Cayman would spank its bigger brother up and down any given canyon road. Could the Cayman represent the precursor to the 911's eventual mid-engined successor?2008 Porsche Cayman SLayoutLongitudinal mid-engine, rear-wheel driveEngine3.4-liter flat six, dohc, 24-valveTransmissionSix-speed manualPerformancePeak Power: 295 hp @ 6250 rpmPeak Torque: 251 lb-ft @ 4400 rpm0-60 mph: 5.1 sec.Top Speed: 171 mphBase MSRP: $59,100Price as Tested: $65,780The mass factorThis is what really separates the cars. It isn't just the weight but where it's located. The BMW and the Porsche are similar in heft at 3,230 and 2,976 pounds respectively. The Lotus is a scant 2,077 pounds, but that isn't the whole story.BMW claims the Z4 M to have 50/50 weight distribution. However, it feels like the car rotates around the engine, which is, of course, forward-mounted. The Porsche has a slight rear bias at 45/55, but feels extremely neutral. There's no real sense that the car wants to pirouette around its center of gravity like most mid-engine cars. The Lotus has a decidedly rearward weight bias at 40/60. It never feels like a pendulum, but it does give an eagerness to turn not found in the others. When exiting turns, the weight in back can be felt pulling the car around, but because everything is so compact near the center, it never feels as if it could get away from you.The Lotus also takes full advantage of being a smaller vehicle in every way it can. Smaller brakes, wheels and tires all mean less rotating and unsprung mass. What most people don't consider is the much smaller gyroscopic effect of the smaller, lighter tires and wheels. It adds to the already amazing feedback, allowing the car to transmit even smaller nuances in tire/road interface. The giant rubber found on the BMW and Porsche allows for huge amounts of grip, but also numbs steering feel. All that mass just takes the edge off what the tires are doing. -Michael FebboNatty treadBoth the Porsche and the Lotus were on factory original tires for the test. The Porsche was on Pilot Sport 2s--one of our favorite tires for fast yet still surprisingly comfortable driving. The Lotus wears Yokohama A048s specifically designed and tuned for this application. The BMW, our long-term tester, had recently received Nitto Invos, which replaced the worn OEM Continental Sport Contacts. The Nittos provided an equal level of grip with a little less noise and improved ride quality.They performed flawlessly during the canyon running and on the highway. The factory tires led some staffers to believe the car was equipped with run-flats. The Nittos traded the razor-sharp turn-in of the OEM rubber for a touch less sidewall stiffness, yet they still provided accurate feel and were a little more predictable than expected.The Cayman's PS2s were as grippy and as comfortable as we remembered. It didn't feel as though they had the same high-speed stability as the other tires, but they were definitely the quietest.The Yokohamas on the Lotus are thinly disguised race tires. It was interesting to drive in different conditions, because the tires really responded well to heat. During slower driving, the tires were slightly cooler and the car moved around a bit more. As temperatures built up with faster driving, the tires kept getting stickier. For race-spec rubber, they provided highly controllable breakaway.Lotus advises owners not to use anything but the OEM tire on the car. The Exige, being as light as it is, will have trouble generating enough heat to get the most out of other tires. Porsche has a numbers of tires it approves. BMW is a little more open in tire choices but recommends owners stick with tires that meet speed and load indices of the factory equipment.-Michael Febbo Photo Gallery: 3 real Sports Cars - Slice and Dice - 2008 Lotus Exige S 240, 2008 BMW Z4 M Coupe, 2008 Porsche Cayman S - European Car MagazineRead More | Digg It | Add to del.icio.us

High Gas Prices: Empty Tanks Are the New Black In California

Those trendy Californians… Recent jumps in gas prices have seemingly driven them [sic] to adopt a new chic habit: letting their cars run out of fuel on the highway. Allstate has announced that the number of Californians running out of gas on the highway jumped 17% in the first 5 months of 2008 compared to the same time period in 2007. Additionally, AAA of Northern California saw a 6.5% increase in stranded “empty-tankers” in April. Phil Telgenhoff, Allstate assistant field vice president for California had this to say about it: “We can’t directly correlate this rise in the number of people running out of gas to the rise in prices at the pump, but anecdotally we know that consumers are trying hard to stretch their dollar and sometimes that means stretching fuel into fumes. In California, the highway patrol hands out free gas to stranded motorists and AAA will do the same. There has been speculation that this is one of the reasons people choose to let their tanks go empty. If it’s true, this is a silly strategy because people who are known to abuse the system stop getting the free gas. Plus, it can end up costing the driver a thousand dollars or more when they have to replace a dead fuel pump. I can’t believe this is really a problem, so please excuse the following semi-sadistic tirade: It seems to me the best solution would be to rip the gas tanks from repeat offenders’ cars, strap them to the drivers’ backs, and make them walk home. Bada-bing, bada-bang â€" you’ve just doled out the punishment and taken another pollution-causing car off the road in one fell swoop. However, Allstate, being the good corporate entity they are, came up with a slightly less confrontational response and has issued some fuel conservation tips: Slow down. Aggressive driving (speeding, rapid acceleration and braking) wastes gas. Every 5 miles per hour that a person drives over 60 miles per hour is like paying an additional $0.15 per gallon for gas. Sensible driving is also safer for you and others, so you may save more than gas money. Keep your car maintained and running smoothly with regular tune-ups and upkeep. Checking and replacing air filters can improve your car’s gas mileage by as much as 10 percent, and will help protect your engine. Keeping your tires properly inflated can improve your gas mileage by around 3.3 percent. You can also improve your gas mileage by 1-2 percent by using the manufacturer’s recommended grade of motor oil Use your engine wisely. Using cruise control on the highway will help you maintain a constant speed. Using overdrive gearing helps keep your car’s engine speed down, saving gas and reducing engine wear. Be smart about driving. Run errands together, rather than taking separate trips. Take advantage of carpools, mass transit and telecommuting options. If you can, stagger your work commute to avoid peak rush hours. Keep your car light. Too often cars become long-term storage facilities. Avoid keeping unnecessary items in your vehicle, especially heavy ones. An extra 100 pounds in your vehicle could reduce your miles per gallon by up to 2 percent. Make smart vehicle choices. If you own more than one vehicle, drive the one that gets the best gas mileage whenever possible. Also, consider purchasing a more fuel efficient vehicle. I’d also like to add something to the above list which a company that sells car insurance wouldn’t dare to: ride your bike if at all possible. We’ve written about many of the above strategies before, and Edmunds.com has done its own field testing of some of them, but a little repetition never hurt anybody now, did it? As for the last point suggesting you buy a new, more fuel efficient car, consider that it might be better to buy a used vehicle with decent fuel economy or to convert your old gas car to electric before buying a new one. Posts Related to Fuel Economy: The Illusion of MPG: Is It Really A True Measure of Your Car’s Mileage? Company Turns Familiar Gas Cars Into Electric Vehicles First Time Ever: Prius is Most Searched New Car on Cars.com Low Impact Living: Hypermiling â€" My Mileage is Better than Your Mileage Save Gas Without Losing Your Shirt: 3 Gas Saving Devices with High Scam Potential Goodbye Trucks and SUVs; Hello Gas Saving… Geo Metro? How to Get 70 MPG Out of a Honda Civic 100+ EcoDriving Tips to get Better Mileage in Your Car Image credits: U.S. Geological Survey via Wikimedia Commons, and Jacob Bøtter’s Flickr library under Creative Commons Sources: Allstate press release, Sacramento Bee

Extreme Garage Makeover - Garage/Shop Lighting and Flooring

Extreme Garage Makeover - Garage/Shop Lighting and FlooringWe've reached the conclusion of this enjoyably smooth garage project. Here's a brief update: I started with a car lift from American Automotive Products (ec, March '07) and followed it with a sick epoxy-urethane floor from Protective Flooring and Imagine That 360 (ec, May '07). Then it was furnished with all-aluminum cabinets from Moduline Garage (ec, Dec '07), giving the place real character. This time, I tackle the other section of the floor and add some extremely bright yet low-consumption lighting.There are several ways to do garage lighting: large fluorescent fixtures, recessed high-intensity bulbs, or maybe even track lighting. Since the dry wall had already been finished, the easiest option was to mount some fluorescent lights on the ceiling. My only concern was whether they would be bright enough, since a similar setup in my previous home didn't quite do the trick.With Full Spectrum Solutions, I didn't have to worry. FSS produces a plethora of high-definition fluorescent lighting for home or work. And if you believe the studies that show proper lighting to reduce depression-especially in northern and mid-western states during the winter months-then read on.An ideal light source will have both a color temperature similar to daylight and a high Color Rendering Index (CRI) value. Broad daylight is considered between 5000 to 6000 Kelvin. FSS' BlueMax T5/T6 hybrid fluorescent lights achieve an impressive 5900k. It's safe to say these tubes provide perfect daytime light.For the workspace, Full Spectrum sells the Ultralux T5 hybrid tube fixture that provides an extreme amount of light similar to daylight, only it uses less than half the energy of high-intensity discharge units. Each comes with four BlueMax T5/T6 hybrid bulbs (a six-lamp version is also available). I ended up installing four fixtures-three hard-wired and one plug-in. Which may be overkill, but every corner has ample lighting. Additionally, the slant of the vaulted ceiling makes an ideal site for these lights, since they point directly into a car's engine bay and trunk. I'd like to thank my father, Jorge Mazlumian, for his help in wiring the lights and installing the conduit. Come to think of it, that stubborn Armenian pretty much did it all himself and pushed me back any time I tried to help.The finishing touch was to complete the flooring opposite the workspace. I contacted Protective Industrial Flooring once again, which had just released its latest floor stain. Protective's Eco floor stain is the newest generation of water-based stains made of mostly natural products, and doesn't include acids that were once common in the industry. Protective offers six colors, including light and medium grays, two shades of brown, a tan, and a green. I chose a combination of the two shades of brown, that Protective reps said would potentially give the floor a look like aged leather. Pretty cool.Protective sent a couple of technicians to apply the flooring. Applying stain is a simpler process than the epoxy urethane in the third car spot. Since the floor must be as clean and grease-free as possible, they started off with a thorough purge using a power washer. This was followed with a couple of applications of stain, and later, a sealer. Then they were done. The stain was left to dry for a couple of days before driving on it. It cured quickly and hasn't had a single issue since. The finish has indeed turned out to look like aged leather and any previous oil stains only add to the effect.For Protective to apply this stain, the charge is about $6.50 per square foot. Although the stain was still new at the time of the install and not available as a do-it-yourself kit, owner Jim Martin is hopeful he'll have one available with easy-to-follow instructions by the time you read this. If my home phone goes straight to voicemail, you know where I'll be.Read More | Digg It | Add to del.icio.us

Drift? You betcha.

Drift? You betcha.At the end of each touring car race, the winner does an obligatory series of smoky donuts while waving to the fans. Especially gifted drivers will flash their lights, beep the horn and sometimes sit on the window frame while the rear tires grind their way into oblivion, much to the delight of the crowd.Hockenheim is a great place for such spectacles as its layout features a huge horseshoe-shaped section in front of the main stand. In reality, this third-of-a-mile chunk of tarmac is the only spot the fans actually get to see their favorite racers. The rest of the track wanders through densely wooded forest-it might as well be invisible.On my last trip to Hockenheim, I was anxious for the race to end, just to see the winner (I think it was Pirro) do his victory dance. It was a long time to wait for 30 seconds of tire smoke.Five days and 7200 miles later, I'm in San Bernardino, watching JIC's Porsche 993 GT2 power-slide across the pavement, a cumulonimbus-like cloud trailing behind. Driver Tyler McQuarrie is really moving-600 hp will do that to a Porsche. At 110 mph, he pulls a pendulum-type rally move and pitches the car through the next series of turns, great gobs of Hankook rubber vaporizing behind him. It's much like watching a Pikes Peak run sans the elevation. All Tyler's moves are pure rally stuff (except for the white smoke). Tech ed Febbo and I stand transfixed by the brilliant display of car control (and tire smoke). I could watch this stuff all day.And people do just that.Obviously, I'm speaking of drifting, the art of slide-ways driving. It's big with the younger crowd and does big business, drawing millions in spectator and sponsorship dollars. Drifting is largely confined to highly tuned Japanese cars; European and domestic rigs remain something of a welcome rarity. Why?Here is a form of motorsport with all the right ingredients for success: audience, sponsorship, talented drivers, highly technical cars and manufacturers vying to get their parts into the limelight. So what's the deal?I guess drifting carries a certain stigma, a sort of seedy, ricey, boy-racer thing. European cars aren't so vulgar.I think that's a shame.Brian Reilly and Terry Henderson from Drift Buffet (www.driftbuffet.com) wondered the same thing. Drift Buffet is a modest venture that helps up-and-coming drifters learn the basics and advance their skills. It helped facilitate this gig for Jon Kaneda, builder of the GT2 dancing before us. Kaneda's company, JIC, does a healthy business with its line of trick suspension components, building the odd Skyline or Sylvia here and there. But at heart, Kaneda's a Porsche guy. The back of his shop is filled with half a dozen 911s in different stages of trim. He built this drift car because everyone told him it wasn't possible. Not only did Kaneda prove them wrong, he also built a gorgeous car that puts on one *** of a show.A substantial amount of engineering goes into a successful drift car. Despite its apparent simplicity, there is more to drifting than simply beating the rear tires into submission. The engine, chassis, brakes and suspension must all work as a cohesive whole. And then there are the tires. Despite what one might think, rock hard rubber is not desirable. You want a grippy tire, but one that will break away with measured progression while retaining some adhesion under adverse conditions. Basically, a good tire. Hankook, Toyo, Falken and Nitto have embraced the drift culture with great results and sold thousands of tires based on what top drifters use. Good for them.A typical competition is scored for speed, smoke and style. Really good drifters can hold a pose for an extended period while traveling at 100 mph. It's a sight to behold.More than a few Euro-specific shops have asked me what I think of drifting. These guys are on the fence, a bit nervous to commit the time and resources. Personally, I love it. The cars are cool, the technology cutting-edge and it's great fun to watch. It's one more way we can play with cars.And you don't have to wait for the end of the race to see your favorite.Read More | Digg It | Add to del.icio.us

The persistence of memory

The persistence of memorySo I'm filling up at the local Texaco station and watching the end of Army of Darkness on the Q7's video monitor. The hero has just slain his evil doppelganger and is about to kiss the girl."Hail to the king, baby."Ah, Bruce Campbell at his finest.I hadn't noticed the pump, spinning furiously past the $70 mark. Finally, a bit north of $90, it sputtered and stopped.Ouch.You know how much beer I could buy with $90? A metric shitload, that's how much. And I could have fun with all that beer too, invite all my buddies over and throw down (or possibly up). By the end of that week. though, all that beer would be gone, just like the $90 tank of gas in the Q7.My point is both the aforementioned things make me happy. I don't mind paying for stuff that gives me pleasure (a rationalization a day is good for you).So far, the Audi Q7 has proven to be an exceptional vehicle, capable, comfortable and huge on the fun factor. To me, it's worth every penny I put into it. We will be living with the Q7 for the next eight months, driving it the way they do in the commercials. Will it hold up? Most likely. But what about the next 5 years, 10 years or, *** 15 years?We don't really know what happens to our long-term cars after they leave our garage. I do know, however, they aren't crushed like many of the domestics the Truckin' boys drive. I'd like to install tracking collars in our LT cars, electronic devices that would relay the vehicle's health and location for the next 15 years or so. That way we could gauge their overall quality. Although a year's worth of magazine driving is equal to three normal years (in general, car magazines tend to be harder on cars), it's still not enough for this editor. I want to know how this Q7 will fare in the long run.Last month, I'm pretty sure I saw our first LT 1996 Audi 2.8 Quattro, a car we fell in love with more than a decade ago. Its gleaming silver paint still looked fantastic and the BBS RC wheels, well, they where still mostly round, but showed signs of many curbside encounters. The windows had been tinted and. from what I could see inside, the cabin was holding up with exceptional poise. An elderly woman apparently thought my intentions nefarious and threatened to call the police while a miniature schnauzer savaged her face. I split rather than trying to explain.I wonder how our LT Porsche 911 is doing as well. Given it was on its third engine, I wonder if someone just said: "Screw it" and pushed it over a cliff for the insurance.The Jaguar X-Type, well, um, who cares? It wasn't so much a bad Jag as it was a good Ford. Chances are that one got crushed and no one is any worse for it.And then there's the Phaeton, Volkswagen's most beautiful failure. Word has it you can pick up one of these magnificent machines for 30K. Part of me thinks this is the deal of the decade, a chance to advance to a higher station. Another part wants to see how its multitude of gadgets and gizmos are faring. A car of the Phaeton's magnitude and technical complexity could nickel-and-dime one to death. Or not. And then there are my personal cars. Do they still exist? I know for a fact my 1987 GTI 16V was cut to pieces and now lives in several different cars. The Corrado is alive and well in Virginia and its current owner has proven to be a great caretaker. The kid who bought the M3, well, he e-mails me every few hours to tell me how great it is. I hope he stops because, in hindsight, I should never have sold it (you were right, Karl).What about ancient history? Where is my '73 914 or '75 2002 or '76 V6 Capri? Are there any Capris still alive? Does anyone even care? If you happen to see a Capri bearing the plate 621PQLL, it was mine. Drop me a line and let me know how it's doing. I like to keep tabs on all my past loves.Read More | Digg It | Add to del.icio.us

2007 Lexus LS460

2007 Lexus LS460Seventeen years after Lexus introduced the first LS luxury sedan at the 1989 Detroit auto show, the company unveiled its fourth-generation flagship sedan, the LS460, in Motown. As successful as the LS400 and the LS430 have been, they have never quite measured up to the big, long-wheelbase offerings from Mercedes-Benz, BMW, Audi, and Jaguar in terms of sheer size, street presence, and prestige, even if they often exceeded them in refinement, reliability, and quality. Now that Toyota is expanding the Lexus brand beyond North America to Japan, Europe, and other world markets, the automaker hopes to compete neck-to-neck with the S-class, the 7-series, the A8, and the XJ8 with the LS460L, which debuted in Detroit as the first-ever, long-wheelbase LS. Lexus also announced that the new LS will be equipped with the world's first eight-speed automatic transmission, a big poke in the eye to Mercedes, which introduced a seven-speed automatic only recently. "That's right," said Jim Press, president and COO of Toyota Motor Sales during the unveiling of the LS460. "Eight speeds. We're uppin' 'em one."The new LS460 and LS460L, which go on sale this fall as 2007 models, will be powered by an all-new, 4.6-liter V-8 producing about 380 hp and 370 lb-ft of torque, figures that compare favorably with those of the new Mercedes 5.5-liter V-8. (Although Lexus clearly wants to beat Mercedes in the gear-count game, it has little desire to enter the ridiculous horsepower war currently being waged by the Germans.) Lexus promises that the combination of this engine and the eight-speed automatic will result in a 0-to-60-mph time of less than 5.5 seconds while delivering combined city/highway average fuel economy in the high 20s. The current LS430 has a 4.3-liter V-8 producing only 278 hp and 312 lb-ft, enough for a 0-to-60-mph time of 5.9 seconds.With the LS, the Lexus sedan lineup has been completely revamped within the space of a year, with all three models--the IS, the GS, and the LS--adhering to the new corporate Lexus design theme, which goes by the meaningless name of L-Finesse. The three Lexus sedans now share a clear family resemblance highlighted by modern, broad-shouldered exterior styling. The LS460 has a much more substantial air about it than its predecessor and boasts quite sophisticated surface treatments in its sheetmetal. We wouldn't call it beautiful, but perhaps it could be considered handsome.The LS460 gets a redesigned multilink suspension; new, variable-ratio, electronic power steering; and the latest version of what Lexus calls VDIM, for Vehicle Dynamics Integrated Management, which controls all the electronic interfaces for brakes, steering, stability control, and other chassis systems.The long-wheelbase LS460L measures 202.8 inches in length versus the LS460's 198.0 inches, with a 121.7-inch wheelbase versus the stock 116.9-inch wheelbase. Lexus claims that the long-wheelbase model will establish new levels of comfort and luxury in the premium-sedan class. The LS460L's extra length allowed Lexus to create an optional ottoman package wherein the right-side rear seat reclines 45 degrees and has power leg rests and a massage feature. There's also a fold-away, rear-seat work table; a nineteen-speaker Mark Levinson stereo; and power closers for the rear doors and the trunk. The rear-seat area is not as spacious as the one in the Maybach 62, but it's still pretty opulent. There are even sensors that measure both cabin temperature and passengers' body temperatures. "I've been afraid to ask where that sensor goes," deadpanned Press, "but I'm sure it does a good job.'Press announced that Toyota will release further technical details on the LS460 during the Geneva Motor Show in early March and will unveil a hybrid V-8 version of the car at the New York Auto Show in April. "It's the ultimate Lexus," boasts Press. Toyota officials have been quoted claiming that the hybrid LS, which likely will be badged the LS600h, will offer performance rivaling twelve-cylinder German sedans. Them's fightin' words: Toyota might not be interested in one-upping the Germans in pure horsepower numbers, but it's clearly interested in ultimate performance. Photo Gallery: 2007 Lexus LS460 - 2007 New Cars - Automobile MagazineRead More | Digg It | Add to del.icio.us

A.B. 616 smog check legislation

A.B. 616 smog check legislationI love California. I love the weather. I love the lifestyle. What I don't love are the smog and the traffic, but hey, at least the State is doing something to help alleviate that, right?California arguably upholds the strictest emissions regulations in the United States. Car modifications affecting emissions need to be CARB-legal. From my experience, even with CARB-certified parts, law enforcement seem to like sending me to the smog referee just to double check. While I'm glad that the State works hard for clean air, the current and pending legislation certainly don't make it easy on car enthusiasts. Currently, Assemblyman Dave Jones has introduced legislation (A.B. 616) which requires annual Smog check inspections for vehicles 15-years old and older. As an owner of a car that's creeping close to the big 1-5, this is a cause for concern. I don't see the purpose of having an annual smog check, other than to raise revenue. Aren't biennial smog checks enough? It's also interesting to note that the bill would use the money earned for these additional inspections to fund the scrapping of older cars. Sounds like car ageism to me. As it stands, all vehicles from 1976 and on require lifetime smog testing. Owners of cars before 1976 can consider themselves fortunate, since A.B. 616 will not apply to them. The official information below is taken from the California State Senate. Read it and take a stand:AB 616, as introduced, Jones. Smog check: annual inspection.   (1) Existing law establishes a motor vehicle inspection andmaintenance (smog check) program, developed, implemented, andadministered by the Department of Consumer Affairs. The smog checkprogram provides for the inspection of a motor vehicle, among inother circumstances, upon its registration, upon transfer ofownership, and for vehicles registered in certain areas of the state,biannually. The department is required to charge a fee to a smogcheck station for each motor vehicle inspection, as provided.Violations of the smog check constitute a criminal violation of law.   Existing law creates the High Polluter Repair or Removal Account,and makes available, upon appropriation by the Legislature, all moneyin the account to the State Air Resources Board and the departmentto establish and implement a program for the repair or replacement ofhigh polluting motor vehicles.   This bill would require the department to incorporate annualinspection of motor vehicles 15 or greater model years old into themotor vehicle inspection and maintenance program by July 1, 2008, andwould require funds generated through additional inspection fees tobe deposited into the High Polluter Repair or Removal Account.Because violations of the smog check program are a crime, the billwould impose a state-mandated local program.   The bill would exempt all motor vehicles not subject to annualinspection, and would require the department to develop a methodologyto exempt vehicles or classes of vehicles likely to pass annualinspection.   (2) The California Constitution requires the state to reimburselocal agencies and school districts for certain costs mandated by thestate. Statutory provisions establish procedures for making thatreimbursement.   This bill would provide that no reimbursement is required by thisact for a specified reason.   Vote: majority. Appropriation: no. Fiscal committee: yes.State-mandated local program: yes.THE PEOPLE OF THE STATE OF CALIFORNIA DO ENACT AS FOLLOWS:  SECTION 1.  Section 44012.5 is added to the Health and Safety Code,to read:   44012.5.  (a) The department shall incorporate annual inspectionof motor vehicles 15 or greater model years old into the motorvehicle inspection and maintenance program by July 1, 2008.   (b) All funds generated through additional inspection fees shallbe deposited into the High Polluter Repair or Removal Account createdby Section 44091.   (c) (1) All motor vehicles not subject to biannual inspectionshall also be exempt from annual inspection.   (2) The department shall develop a methodology to exempt vehiclesor classes of vehicles likely to pass annual inspection.  SEC. 2.  No reimbursement is required by this act pursuant toSection 6 of Article XIII B of the California Constitution becausethe only costs that may be incurred by a local agency or schooldistrict will be incurred because this act creates a new crime orinfraction, eliminates a crime or infraction, or changes the penaltyfor a crime or infraction, within the meaning of Section 17556 of theGovernment Code, or changes the definition of a crime within themeaning of Section 6 of Article XIII B of the CaliforniaConstitution.Read More | Digg It | Add to del.icio.us

Mini in the City

Mini in the City

I took a road trip to New York City over the weekend and had the chance to log a lot of miles behind the wheel of our Four Seasons 2007 Mini Cooper S. To be honest, the Mini wasn't my first choice for the trip, but it turned out to be the right choice.

(Image by A.J. Mueller)

Driving the Mini Cooper around Ann Arbor is frustrating because the roads are so broken and rutted up the car feels like a bucking bronco. We recently added a John Cooper Works kit (exhaust, intake, and computer reflash) and the exhaust now resonates pretty badly at legal cruising speeds. I've noticed that it quiets down when cruising around 95 mph, but that's not very practical. Crossing Pennsylvania meant cruising up and down some decent grades, which made the resonance worse because there was virtually always a load on the engine. It wasn't as annoying as I feared it would be, but I much prefer the stock exhaust on this car.

Cruising at a constant 72 mph (according to my Passport 9500i), I was amazed by the Mini's fuel economy. I could easily run 450 miles on a tank without trying to conserve fuel. You're burning premium fuel in a Mini, but certainly not guzzling the good stuff. I actually thought the gas gauge was malfunctioning because I would go about 150 miles before one of the lights in the gas gauge went out. After seeing the incredible highway fuel economy, I really started to like this Mini.

Driving across Pennsylvania, I was pleasantly surprised by how composed the Cooper S is at speed. Other than a few stretches of road where the broken pavement wreaked havoc with the Mini's short wheelbase, the car was perfectly composed and felt very substantial. There was plenty of power for passing and, if you could ignore the exhaust droning on, it was surprisingly quiet. I would still like to ditch the runflat tires for some regular rubber and a membership to AAA, but the smooth pavement kept us relatively comfortable.

Racing around Manhattan, I had a great time shifting the close-ratio six-speed. I didn't think the manual transmission would be ideal for city driving, but it actually works much better than the automatic Cooper S I drove last year. The little turbo four-cylinder provides more than enough torque to keep ahead of traffic and the reasonable width of the car makes navigating the streets of a big city easy. I didn't see a single Smart car while I was in Manhattan, but I saw at least 40 Minis.

The Bluetooth interface is excellent in this car. I didn't find a way to reduce the volume of the ringer (it was several times louder than the radio and always made me jump when a call came in), but the sound quality of the calls was good and the system can read your phonebook without actually downloading the data to the car's memory. This is the sort of premium touch that sets the Mini apart from other small cars; you don't feel like you are giving anything up by going small.

After 1400 miles of driving over three days, I was happy I took our Mini. I generally disliked this generation of Minis before this trip, but those feelings went away. I can't think of a better mix of performance, economy, utility, and practicality than this Cooper. There are a few changes I'd make, like the exhaust and tires, but most everything else works very well. If you have to deal with a large city during your commute, but need a commuter that also plays well on twisty roads, it's impossible to beat a Mini.

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Drag and drop

Drag and drop"So what's the fastest car you've been in?"I've heard this question a hundred times. Typically, it's followed by a list of cars like the Bugatti Veyron, Ferrari FXX, Ruf Porsche, SLR McLaren, etc. I've had the opportunity to drive a few of the aforementioned and, yes, they are hella-fast. I've been in faster, though.During my stint with sister publication Super Chevy, I followed its Super Chevy Show around the country, working in places like Maple Grove Raceway in Pennsylvania, Heartland Park in Topeka, Kansas and Sears Point in Northern California. I was young and cocky and said something to the effect that a 911 Turbo could kick the ass of every car here.Bad idea.Twenty minutes later, I was strapped into a 'Shoebox' Chevy, a race car based loosely on a 1955 Bel Air. Sitting on what appeared to be a converted lawn chair, I listened as its 502 cubic inch engine purged the first of three stages of nitrous oxide. I tried to look bored, flicking away non-existent dirt from my fingernails. "OK, city boy," said my burly driver, "you might want to grab something."The next 10 seconds went something like this: first gear-we launch and my head is thrown against the rollbar, leaving me staring at the roof, then slammed forward so I'm looking at the floor. Second gear: my head is thrown against the rollbar, leaving me staring at the roof, then slammed forward so I'm looking at the floor. Third gear: my head is thrown against the rollbar, leaving me staring at the roof, then slammed forward so I'm looking at the floor... get the idea?The ride ended as the chute deployed, giving me a great view of the floor. Again.We thundered through the traps at 157 mph, about the same speed a jumbo jet needs for lift-off. We covered the quarter-mile in 8.987 seconds; zero-to-60 mph was calculated at 2.1 seconds.I didn't so much leap from the car but was more 'poured' out-legs rubbery, face pale. I was going to say something witty and defiant; all I could manage were a few guttural moans and flailing hands."You're welcome," said my driver.So yeah, that was the fastest car I've experienced. In Pennsylvania, no less.Fifteen years later, I'm back in the Keystone State, bribing a plant manager with a case of Yuengling lager (apparently, it's the only beer worth drinking in these parts). I'm here with the crew from AWE, taking pictures in a quarry some 300 feet deep, a primordial location mined for more than a century. It's still too early to shoot, so everyone is just hanging out talking about cars. AWE's 911 turbo is unguarded, the keys in the ignition. Nobody's looking and the road is clear. I am so gone.Given its fairly docile tone, I leave the quarry unnoticed and enter the frontal road. Pennsylvania in springtime is gorgeous; this stretch of pavement looks like an ad for the Department of Tourism. I pause for a moment just to make sure everything's cool, find first gear and start rolling. I figure 40 mph is a safe launch speed-no need to spin tires and gain unwanted attention. I figured wrong.My head snaps against the seat in a frightening case of deja vu. The next three gears are just as entertaining as the canopy of trees become a smeared mess of green. I have to use considerable force to hang onto the steering wheel, the Porsche doing its best to squash me into the rear seat. The ride ends abruptly by standing on the big Brembos. And then I turn around and do it the other way, no chutes to repack, no plugs to replace, just flip a U-ee and do it again.As I write this, AWE is at Pocono Raceway, flogging the bejesus out of its 911 Turbo. Hopes are for the mid-to-upper 10s in the quarter-mile, a feat that would leave the car the fastest street Porsche we've ever driven. It would also be firmly placed in the upper echelon of the world's fastest cars.I still love drag cars and have a huge appreciation of what people do in the name of saving one-tenth of a second. However, I think cars that can go fast in a straight line and turn are even better. Throw in a few nice seats, AC and a radio and you've got something special.If you've ever made a quarter-mile pass in the eight- or even nine-second range, you won't soon forget it. Cars that quick are usually purpose-built, cantankerous machines with explosive personalities. Typically, you get one chance for those numbers-if everything goes just perfect. On the other hand, the AWE Porsche will continue to cut impressive times until it runs out of gas.Anyway, that's the story of the fastest car I've experienced. Thanks to technological advancements, I'm certain those Shoebox Chevys are even faster. Good for them. I'll be cheering at the end of the track, the part where it becomes all twisty. Then it will be my turn. Read More | Digg It | Add to del.icio.us

Low Impact Living: Think Hybrid Cars are Too Expensive?

Editor’s note: Think a hybrid car is your only option for achieving significant gas savings? Think again: our friends at Low Impact Living point out several alternatives to investing in a new Prius. This post was originally published on Tuesday, May 27, 2008.

When I filled up my car this weekend with $4.09 gas (choke, gasp, sputter), I was sure glad I have a Toyota Prius and won’t have to fill up for another couple of weeks. But I hear from a lot of folks that they think they can’t afford a hybrid and they have to hang on to their sub-20 MPG cars. That got me to thinking about ways to find affordable hybrid options so folks can save money and reduce their contribution to global warming. Here is what I’ve found.

Buy a used hybrid! The Honda Civic Hybrid is probably your most affordable choice, as they are quite a bit cheaper than my beloved Priuses. (What is the plural of Prius? Priuses? Pri-i?) The Civic Hybrid gets 40-45 MPG and is a great all-around commuter car. I searched and found a 2005 Honda Civic Hybrid with 49,000 miles for $16,000 in Los Angeles. I found a 2006 model in Kansas City with 52,000 miles for $18,000. The only Toyota Prius I could find in LA for under $20K had 79,000 miles on it! You might also try looking for Ford Escape Hybrids– there seem to be many of those available around the country. You can search for used hybrids in your city by clicking here.

2008 Mercedes-Benz SLK - First Drive

2008 Mercedes-Benz SLK - First DriveSet the way-back machine to 1996 and we find Mercedes-Benz introducing its SLK roadster, Swabian foil to the Porsche Boxster and BMW Z3. The SLK looks the part, a smaller version of its SL sibling. Although from the same family, the SLK sometimes felt like it was living in the shadow of its more refined brother, riding his coat tails to get into parties. The SLK needed to earn its stripes, live on its own. The SLK had to grow up.So goes the story with the 2008 SLK, a little car that made good. Whatever you remember about the first SLK should be forgotten. Throw those old snapshots away. The second-generation SLK has matured into a genuine sports car, its adolescent patina gone like so much Clearasil and bubblegum.Mercedes got it right in 2004. The body and powerplant received major upgrades and its suspension re-tuned for sport-minded drivers. While we were satisfied, Mercedes wasn't. For 2008, the SLK returns with more muscle, revised bodywork and a handsome new face.Despite its compact appearance, the car is quite roomy inside. Adjusting the seat far forward lets me recline and enjoy the sunshine. I'm stuck in rush-hour traffic and I'm happy.Going nowhere, I start fiddling with the levers, knobs and buttons. The entire car reeks of quality, a solid weight behind each function. I program the nav system to get out of this mess. It knows exactly where I am, it's easy to use and it gives a few escape options. Too bad traffic has stopped. Unless this thing can transform into a Unimog, I'm not going anywhere. It strikes me that this is a likely scenario for the SLK, slogging through upscale urban traffic.Seated low in the cabin, the car feels exceptionally secure, even as 18-wheelers fly by in the opposite lane, mere inches away. As temperatures dip, I fire up the Airscarf neck-level heating system. A pair of backrest-mounted vents focus warm air up to my freezing face. Airscarf is an option-you want it.The stereo is both Bluetooth- and iPod-friendly, so I groove to my own music and later switch the Harmon Kardon Logic7 sound system to a rock station. Some 500 watts blast the cockpit. I'm driving now and turn down an alley in an effort to outflank the rush-hour mess. The 3.5-liter V6 and its 305 hp (30 hp more than the previous generation) rockets me through garbage-strew backroads, occasionally airborne as I cross main streets. This new model features a variable-ratio steering rack, an entirely mechanical system that sharpens steering response at varying speeds. In impossibly tight cities, it's a blessing.The SLK350 has terrific power-most of it available at 2000 rpm-and its 7G-Tronic seven-speed sport transmission with paddle shifters keeps in the meat of the torque curve with instantaneous response. According to Mercedes, the 350 is quicker than the Audi TT and BMW Z4 and will go toe-to-toe with a Boxster S. Mercedes has designed the SLK 350 with a new intake and valvetrain and raised compression to 11.7:1. Although the engine has a 6800-rpm redline, it can spin to 7200 rpm for brief periods, sorta like 'hyper-boost.'Whereas the SLK350 is quietly refined, the SLK 55 AMG feels wild. Just leaving the parking lot creates a haze of white smoke as 360 hp and 367 lb-ft of twist get busy. The 5.4-liter AMG V8 seems to have had the same voice coach as every other AMG car. Mercedes should sell it (the noise) to movie studios. This is how a high-performance V8 should sound.It tends to be a bit peakier than its V6 counterpart. The revs climb briskly and jump suddenly at 4000 rpm, almost turbo-like. The AMG also gets stiffer springs and shock rates and feels extra-firm, right on the edge of race-firm. At high cornering speeds, the SLK55 stays planted-you really have to work to unstick this thing. Given its relatively short wheelbase, the car feels excellent at high speed, willing to go beyond the electronically limited top end. With top raised, it's like a standard coupe-quiet enough to hear pins drop.The SLK-Class represents a decidedly singular driving experience. Blending solid engineering with copious luxury, it's a fantastic vehicle for urban cruising or canyon carving. Its big brother would be proud.What's new1. Pronounced V-shape at front2. Variable ratio steering3. Engine tweaks for 30 hp extra4. LED indicator lamps5. Rear diffuser6. Revised exhaust pipe7. New instrument cluster8. Airscarf neck warmer2009 Mercedes-Benz SLK350 LayoutLongitudinal front engine,rear-wheel driveEngine3.5-liter V6, dohc, 24-valveTransmissionSeven-speed auto or six-speed manualSuspensionF: MacPherson three-link with anti-dive, gas shocks, coil springs, anti-roll barR: Multi-link independent, anti-squat, single tube gas shock, coil springs, anti-roll barBrakesF: 13-inch internally vented rotors, dual piston calipersR: 11.3-inch rotors, dual piston calipersDimensionsLength/width/height (in.) 161.5/70.4/51.1Wheelbase: 95.7 in.Curb Weight: 3,274 lbPerformancePeak Power: 305 hp @ 6500 rpmPeak Torque: 265 lb-ft @ 4900 rpm0-60 mph: 5.3 sec.Top Speed: 155 mph (limited)What we like:Great powerband, fabulous looks, classy cockpitWhat we don't: Feels a bit heavier than its competitionPrice Tag$51,500 (est.) Photo Gallery: 2008 Mercedes-Benz SLK - First Drive - European Car MagazineRead More | Digg It | Add to del.icio.us

It's all the fault of the new 2009 Infiniti FX50.

It's all the fault of the new 2009 Infiniti FX50.So I get home the other night to find two ominous envelopes from the State of Michigan waiting for me in the mail. One was from the Department of State, and I immediately recognized it as being from the Secretary of State, Michigan's equivalent of a Motor Vehicle Bureau. And I immediately knew what the envelope contained: a tsk, tsk letter from the Office of Traffic Safety bitching that I have too many points on my license.That would be nine points, to be exact, after my latest citation for going 91 mph in a 70-mph zone in Georgia, where I was running late for the airport in a brand-new, 2009 Infiniti FX50 after participating in the magazine's comparison test of the FX and the new BMW X6 (appearing in our July issue, which is on newsstands now). Aside from my tardiness, I blame the Infiniti FX50 for my ticket: after all, it drives just like a sport sedan, not a crossover, and its 390-hp, 5.0-liter V-8 just naturally wants to sail along at 91 mph. If not 101 mph or 111 mph, for that matter. Anyway, that Georgia citation added a nasty, painful four points to my license here in Michigan, bringing me within three points of the dreaded 12-point level. You don't want to reach 12 points on your Michigan driver's license. Trust me, I know: I did exactly that back in 1993, and had my driver's license restricted for three months, when I could not drive between 8 p.m. and 8 a.m. And then I did it AGAIN in 1997, when the State of Michigan didn't simply slap my hand; instead, its representative punched a big hole in my license and I spent two full months with no driving privileges at all. How does one fulfill one's duties as an editor at a car magazine without driving for two months, you're wondering? I did a lot of editing during that period, and not one bit of driving. Yes, it was painful, and to make matters worse, it was in the dead of winter, mid-December to mid-February, which meant that I couldn't even get around on my bicycle, and which meant that my holiday merrymaking was somewhat curtailed. I relied on the kindness of family, friends, and coworkers for rides. At the end of the Dark Period, I hosted a big dinner for everyone who had helped me out, and we all toasted my regained freedom. Dinners are fun and all, but I have no desire to relive the license-suspension experience again. My letter from the Office of Traffic and Safety says that "You will be called in for a driver assessment reexamination when you reach 12 points. At 12 points, a review of your record will probably result in LOSS OF YOUR LICENSE ." Eeeeeek. I won't have any breathing room until October 26th, when a speeding ticket I received in Ohio in October 2006 (unfairly, I might add, and for a measly 65 mph in a 55 zone) drops off my record, bringing me down to a slightly more comfortable seven-point total. But I'm gonna have to be super-careful for thirteen more months, because a conviction from July 2007, for 70 in a 55, won't fall off, taking its three points with it, until July 2009. Woe is definitely me. Lest you think I am a habitual speeder, I would like to point out that I went from August 2001 until October 2006 with NO speeding tickets. Five and a half years, folks! Those were such happy times, and not so long ago, how I wonder.... Where were we? Oh, yes, I now must tell you about the OTHER letter that was waiting for me on the kitchen counter. It, dear readers, was from the State of Michigan Department of Treasury. My heart skipped a beat. Was I to be audited? Could I possibly receive an audit notice from the State of Michigan on the very same day that the State of Michigan basically told me that I am THIS close to having my license revoked? No, the gods are not quite that cruel. But the State of Michigan is cruel enough. The letter, with the cheeky salutation of "Attention Driver!", was headlined NOTICE OF DRIVER RESPONSIBILITY FEE. Here's some of what this cheery missive had to say: "Effective October 1, 2003, the Driver Responsibility Law (MCL 257.732a) imposes a Driver Responsibility Fee upon individuals who accumulate seven or more qualifying points on their driving record (Category 1) or are convicted of specific qualifying offenses (Category 2). Information from the Department of State via the courts reflects the following has been posted to your driving record: Offense: 0009 ACCUMULATED POINTS FOR QUALIFYING OFFENSES Assessed Fee and Category: $200.00 CATEGORY 1 Collection of the assessed fee has been referred to the Michigan Department of Treasury. Payment of the assessed fee is due within 30 days from the date of this letter....any default of payment arrangements will result in the suspension of your driving privileges until the fee is paid in full..." And on it went. Talk about a double-whammy. Let's see, the three speeding tickets that resulted in my nine points must have cost me at least $400, so with the State fee, I'm out about $600. Ouch, ouch, double-ouch. I don't know what other states impose this ridiculous fee, which is nothing more than another tax, but it sure is annoying. Maybe I should send a bill to Infiniti. And Volkswagen (GTI, July 2007 ticket). And Mercedes-Benz (E55 AMG, October 2006 ticket). These tickets HAVE forced me to slow down. I now just accept that I'm not going anyplace in a hurry, and I routinely set my cruise control at 76 mph. The truth is, you get there almost as quickly at that speed, anyway, as you do when you're racing along at 90 mph. The sad part, though, is that on those increasingly rare occasions when I'm in a really hot, fast car and encounter an empty ribbon of asphalt, I won't be able to drop the hammer and have some fun, for fear that a blacked-out Dodge Charger will be lurking behind a bush. And for that, ultimately, I guess I have no one to blame but myself. Darn it.Read More | Digg It | Add to del.icio.us

1500 miles with my family in our Four Seasons minivan

1500 miles with my family in our Four Seasons minivanI do not have children, but I am not embarrassed by minivans. So, when my niece Sarah DeMatio-Hodges was set to graduate from osteopathic medical school in Kirksville, Missouri, Automobile Magazine's Four Seasons Chrysler Town & Country minivan seemed like the perfect chariot for me; my brother Greg; my brother Dave; Dave's wife, Jennifer; and their seven-year-old daughter, Danielle, to drive to the commencement ceremonies. After all, what are minivans for, if not to haul loving siblings together in harmony to a milestone family event?We left Ann Arbor on Friday morning with about 635 miles ahead of us. Dave did most of the packing, and with the 60% section of the third-row seat folded into the floor, there was more than enough room for all of our gear, so at the last minute I packed a cooler with ice, yogurt, bottled water, and a couple bottles of white wine, figuring that I would need to unwind with a drink at the end of the long drive. Dave held the removable picnic table in his hands and asked, "Are we really going to use this?" "Oh, yes," I replied. "We have to give the Swivel 'n Go seating configuration a full test!" So the table was shoved into the back, its aluminum leg crammed between a couple of duffels.Danielle had brought along a couple of DVDs but was thrilled to learn that our Town & Country is equipped with satellite TV and the Kids Channel. I don't think we had even made it the two miles to I-94 before she had her headphones on and the rearmost ceiling-mounted screen folded down. She would remain there in the third-row seat (the 40% portion), contentedly gazing up at the video screen, for the bulk of the trip. Praise be to the Lord. Now I know why parents are so eager to have these DVD setups in their vehicles: aside from a couple of weak-willed "Are we there yet?" queries on the first day, we hardly heard a peep from young Danielle for the entire drive.I have little exciting to report from the drive itself, which is just as well: you don't want excitement when you're on a road trip with your extended family, you just want peace. The Town & Country was exceedingly comfortable, and we all found the 4.0-liter V-6 engine to be plenty powerful for merging and passing. I quelled any notions I might normally have to "make time" and set the cruise control to between 74 and 76 mph, which returned us an average of about 23 mpg over the course of the 1500-mile trip, quite acceptable for a big, comfortable box that is hauling five people and their belongings. I believe the gasoline bill for our trip was about $260, or $52 per person.None of the family members with me had previously spent much time in vehicles with navigation systems, so they were all surprised by how accurate and useful they are. I neglected to give everyone a tutorial on the navigation system before we left Ann Arbor, though, so as we drove through Indianapolis, Dave at the wheel, looking for a lunch spot, I was lunging forward from the second-row seat, poking at the navigation screen in a vain attempt to find a suitable restaurant that was not a chain. My brother Greg, who was riding shotgun, doesn't have the sharpest eyesight and was continually punching the wrong buttons on the navigation screen, usually one just below or just above the one he was aiming for. After I convinced Dave to pull over for a minute so that all the navigation search functions would be available (they go dark when the vehicle is in Drive to avoid driver distraction), I punched up Point of Interest, Restaurants, and found a nearby place called the Unleavened Bread Café. This sounded suitably interesting and potentially healthful, so we asked the nav system to send us there, about a mile away. We ended up in the middle of the ghetto, and the address was a boarded-up house. Oh, well. We made our way downtown and ate at a Subway near the War Memorial Park.Overall, though, the navigation system was very helpful. After our late-evening arrival in Columbia, Missouri, we quickly checked in at the Econo Lodge, which was so nasty I considered simply sleeping in the Town & Country. Hungry and tired, we needed dinner, and we needed it quick. The nav system sent us to a nearby Chevys Tex Mex which fit the bill. Later in the weekend, after touring the Gateway Arch in St. Louis, we all piled into the Town & Country and wanted dinner. I used the nav system to select nearby Italian restaurants and found The Old Spaghetti Factory. I then used my BlackBerry to find reviews and ratings, and we were on our way within two minutes. It will be nice when nav systems are tied in with roaming wireless and can fold that function into their tasks. Don't worry; that day is not far away. In any case, this is when nav systems are really useful: You're in an unfamiliar city, it's dinnertime, there's a hungry seven-year-old in the car, and you don't want to aimlessly drive around looking for a suitable eatery.Power-sliding doors and power-operated tailgates are nothing new in minivans, but I really appreciated those in the Town & Country, and I tried to get everyone in my family to use the power buttons to close them rather than doing so manually. I had about a 75% success rate with that; it was easy for them to forget and close them manually. The T&C's power-folding and flipping third-row seats are also very handy, especially for women and the elderly who don't want to manhandle seats into submission. One of the bonuses of choosing the Swivel 'n Go seating is that there are then spacious storage bins in the floor below the second-row passengers' feet (in models without Swivel 'n Go, this space is used to store the folding second-row seats). We found these bins to be especially handy for camera bags, briefcases, computer bags, and other valuables that you want at hand but out of sight.On the return trip, a highly annoying, high-pitched rattle started to emanate from the center of the dash. Initially we thought it was related to the climate control system, because it had the sort of shrill, piercing sound that is sometimes the result of, say, an errant leaf trapped in an air duct. But no amount of fiddling with the climate control system, the radio, or any of the other controls in the center stack would quell the noise. And then, suddenly, it would disappear, only to reemerge an hour later. Other than that, the Town & Country performed its intended tasks admirably. Those who have mistaken Chrysler's new minivan for a sport sedan will, understandably, be disappointed in it, but for those who evaluate it as it should be evaluated (is it a good people hauler? Is it versatile? Is it a good trip vehicle?) cannot help but be impressed. A lot of brilliant design work went into this vehicle, with an eye toward anticipating and meeting the needs of families and group travelers. The Town & Country might not be cool, but it works. Very well.Read More | Digg It | Add to del.icio.us

Mercedes-Benz SL550 vs. BMW 650i Convertible

Mercedes-Benz SL550 vs. BMW 650i ConvertibleEven though money can't buy happiness, it sure gives a shot of its flavor. The SL550 and the 650i Convertible are in their element when they waft past Beverly Hills' premium shops, or cruise along Pacific Coast Highway, even when challenged up and down the rocky canyon roads above Malibu.The BMW 6 Series has received several body retouches (mainly in the controversial rear end), improvements on the dashboard and some hocus-pocus in the powerplant, with the stated aim to give it better performance and lower consumption. The SL has been through a similar process, although the aesthetic changes are definitely easier to identify at the front end, but we also find new cooling vents and engine upgrades. The SL offers the 550, the 600, plus the two AMGs (SL 63 and SL65), against the 650i and the M6 from BMW.So we have a roadster and a two-plus-two convertible. The former carrying the weight of history on its shoulders (the original SL roadster dates back to 1957), the latter improved from a 2004 original, even though BMW has a history of more than four decades of sporty convertibles. The SL advantage in this respect seems to be undisputed if we keep in mind that it really offers two bodies in one vehicle (a coupe and a cabriolet), whereas the 6 Series presents the buyer with a one or the other's conundrum.It soon becomes obvious that the BMW is larger than its rival. Over seven inches in length, mainly because it has to allow some room for rear passengers (either short adults or kids), which is also why the wheelbase is greater. The 6 Series is wider and lower into the bargain, which brings a sense of proportion to the external dimensions and the accommodations therein.This might be treading on thin ice, but it seems that, for such an elitist segment, it makes more sense to assume exclusiveness and go for a two-seater configuration instead of attempting to please everyone by offering cursory rear seats (which Mercedes has anyway in the form of the admittedly less upscale CLK cabrio). By doing this, the Benz also gains some points in handling.The new SL sports redesigned front headlamps (both cars now have adaptive bi-xenon headlamps), separated by the new single-bar chrome grille (with obvious visual links to the SL from the 60s and 70s), new wheels, dark highlighted fog lamps and side vents. The BMW has bulkier front and rear bumpers and the aforementioned retouches out back.Once inside, it's harder to spot the differences, although there are new materials and color trims, tweaks in the instrument panel and equipment upgrades on either side). More meaningful improvements lie beneath the body shell.If there is one segment where looks count, this is it. There is no more emotional decision than to buy a luxury open-top. The slimmer overall design (mainly the profile and rear) of the Mercedes once again catches the eye, even though this is all a matter of taste. Clearly more objective is the SL's advantage as far as the roof is concerned (which now takes 16 seconds to retract, four seconds faster than before, thanks to new hydraulic pistons and software). Because it's a hard top, there are benefits both in terms of acoustic and thermal isolation. And, at the same time, it improves the torsion and bending stiffness of this car with the chameleon personality.BMW's engineers took a different route and extracted a convertible from a coupe base, but its (excellent) canvas top sets higher challenges to the vehicle's structure, mainly under transversal acceleration. On the other hand, the cloth top is faster and can operate with the car in motion (up to 18 mph), but it may make the owner feel uncomfortable each time the car is parked in a public area.It's impossible to ignore the feeling of luxury when accessing the interiors. The most relevant new introduction in the SL is the sporty three-spoke sporty steering wheel featuring shift paddles on the back (as in the BMW). In both cases, the leather seats have integrated seatbelts to provide better body retention and display a remarkable ability to wrap around the driver and front passenger. The front seats also include heating and cooling functions while the SL even includes an `Airscarf' feature to warm the driver's neck when driving topless on cold days.Both cars feature centrally mounted joysticks to control the audio system, cell phone, navigation and on-board computer info. After constant criticism of BMW's first generation of its iDrive system (allegedly because mastering it would be too complicated for drivers who haven't spent their childhood engrossed in video game consoles and the internet), it has now been simplified and is clearly more intuitive. It eventually proves to be the right solution for controlling such a vast number of functions without transforming the dash into something like an airplane control panel.For those who appreciate and get some benefit from the rear seats, the BMW has some added value (as long as those passengers are not taller than five foot six and don't mind traveling with their backs in an exceptionally upright position). The luggage capacity is, however, just marginally bigger than that offered by the SL: 12.4 to 12 cubic feet, with the top up.One of the main improvements the new SL has is in the engine, which now has a 5.5-liter displacement and generates 382 hp, and 391 lb-ft of torque available from 2800 rpm. Despite the 26-percent power increase, fuel consumption has decreased very slightly. But there is still a more progressive and prompt response than with the previous SL550. The new seven-speed transmission (with a Sport program which makes shifting 30 percent faster) allows greater exploitation of the car's performance while lowering carbon dioxide emissions (which nevertheless are higher than the BMW's).An obvious element to the Benz's improvement in handling is its new direct steering. A variable system (simpler and cheaper than the active steering arrangement from BMW) performs in an equally satisfactory way. Even through the most compelling curves, there's never that odd `more hands than wheel' sensation. Even in the situations where the front wheels must turn through 90 degrees. The combined effect of the steering feel, body control system (both cars have their own versions) and the refined chassis tuning makes this is the sportiest SL ever. It gives nothing away to the BMW in this respect (which was not the case with the previous model).A playful driving style may even be adopted in total safety by disconnecting the stability control and teasing it through sharper turns, where it responds by displaying a tail-happy character. If up to now the 6 Series Convertible was the sole bearer of the Most Efficient Luxury Convertible crown, it now has to split it with its Stuttgart arch-rival.Under braking, no fading problems were felt on either car, although BMW's brake pedal provides a better response. On the other hand, the SL has a slight advantage, again thanks to the seven-speed transmission (which is also easier to handle since upshifts are executed with the right pad and downshifts with the left. In the BMW, you shift up by pushing and down by pulling either pad). Anyhow, when provoked to their maximum, both all-aluminum V8 engines move their masses with a truly impressive celerity. The automatic gearboxes glue occupants to the backs of their seats when the kickdown comes into play.Both chassis make use of independent suspensions, benefit from a healthy weight distribution, rear-wheel drive and sophisticated stability control systems with ABS, traction control and corner stability functions. The availability of sport programs in both gearbox and throttle is truly welcomed when in the mood for more enthusiastic driving.Last but not least, the SL must be praised for its superior nimbleness, which derives from its smaller dimensions. It's also more suitable for urban driving (especially when having to park or perform 180-degree turns in the minimum possible space).2009 Mercedes-Benz SL550LayoutLongitudinal front-engine, rear-wheel driveEngine5.5-liter V8, dohc, 32-valveTransmissionSeven-speed automaticPerformancePeak Power: 382 hp @ 6000 rpmPeak Torque: 391 lb-ft @ 2800 rpm0-60 mph: 5.3 sec. (est.)Top Speed: 155 mph (electronically limited)DimensionsLength/Width/Height (in.): 179.6/71.6/51.1Wheelbase 100.8 in.Curb Weight 4,202 lbPrice $95,300 (est.)2008 BMW 650i ConvertibleLayoutLongitudinal front-engine, rear-wheel driveEngine4.8-liter V8, dohc, 32-valveTransmissionSix-speed automatic PerformancePeak Power: 360 hp @ 6300 rpmPeak Torque: 360 lb-ft @ 34000-60 mph: 5.6 seconds (est.)Top Speed: 155 mph (electronically limited)DimensionsLength/Width/Height (in.): 190.2/73.0/54.1Wheelbase : 109.4 in.Curb Weight: 4,277 lbPrice: $82,700 Photo Gallery: Mercedes-Benz SL550 vs. BMW 650i Convertible - European Car MagazineRead More | Digg It | Add to del.icio.us

Marino Franchitti At Sebring: Along Came A Spyder

Marino Franchitti At Sebring: Along Came A SpyderYou know the last name. This is the other racer from Scotland's contribution to American motorsport. Marino is young, enthusiastic, driven and, to top it all, has kept a vivid sense of humor. After learning that the second-place Acura had been disqualified, he told me he was going over to their truck to trade his third-place trophy for theirs. Now that's a racer.ec: Let's start with the most obvious topic, the major differences between your ride last year in an Acura-powered LMP2 to this season's Porsche RS Spyder. And don't get all politically correct on us.MF: I'm going to have to, I'm afraid. It's not right to compare two cars that are very different this year--in the case of the Acura, completely. It wouldn't be a valid comparison.ec: The Porsche must feel more like a complete car, as the tub, driveline and motor are all from one place. Does that translate into a more secure feeling as far as driveability?MF: I think you're underestimating the job Acura has done and what they've achieved with a chassis that isn't their own. They'll be formidable opponents this season, especially at certain types of tracks. Porsche is amazing at providing a customer team like Dyson, not only with a complete and refined package in order to go racing, but also support that makes you feel like a true partner. It really is the benchmark, I guess that's why so many other marques' customer programs follow the lines of Porsche so closely.ec: You appeared more confident in the Porsche at Sebring than in most of your drives last year in the Acura. Is that simply getting a season under you in the LMP2 class?MF: I certainly didn't feel that way. Last season, I started every race in which I competed in the Acura and, mechanical issues aside, I came into the pits in the top three in nearly every race. There were some mishaps, but I used them as positives and learned from every good and bad experience. Some starts last season showed the confidence I had. Or at least I hope they did. Of course, the experience gained last year also helped to improve me hugely as a driver. I had never before been part of the development of a car from the word go, through to it being a race winner. Technically, I grew and learned a huge amount.ec: Last year, you had a great drive going at St. Pete and then had a coming-together with another prototype, which didn't appear to be your doing. How do you make the adjustment from a proper circuit with a runoff area to the temporary walls of a street track? This has to play a major part on how you attempt a pass.MF: I was taken out by a car attempting a pass that was hugely optimistic, to say the least. The fact that his team boss apologized to me at the next race says it all. For me, I love the challenge of street circuits where any mistake is severely punished. I think if you're only `attempting' a pass, then you shouldn't be making it in the first place. But passes happen differently on street tracks. You need to be sure you can make the pass cleanly and be ahead by corner exit, as there is rarely room for two cars later in the turn on street tracks.ec: You've had a lot of success in GT cars, especially Porsches. What about the jump from GT to prototype? Now you avoid traffic and pass it, whereas before you were the traffic.MF: I was lucky that the step up to prototypes was something I got to experience early, the second year, in my sports car career. The first time was 2002 in the Phoenix Grand Am race in an SRPII Lola. I had minimal testing, but managed to get pole position, fastest lap, and--with my teammate, Nic Jonsson--won the race. So I found driving a prototype very natural and the increased downforce seems to suit me.I feel fortunate to have driven GT cars and have the understanding of how difficult it is sharing the track with prototypes. It's so hard driving a GT car flat out, you need to use all the track while trying to work out how you can help the LMPs to pass you and lose the least amount of time in the process for both. A lot of prototype guys don't have a clue what you go through as a GT driver, so it's a big bonus for me and I find I get through traffic better because of it.The game's changing. As the organizers continue to give us smaller and smaller restrictors in the prototypes, it becomes harder to pass GT cars, especially the Corvettes and Aston GT1s, on the straights. The GT cars have unbelievable mechanical grip these days, so in slow corners they're nearly as fast as we are. It's not easy getting by them, but again, I love that part of sports car racing and I work hard at giving the GT guys respect and hope they give it back.ec: Exiting turn one at Sebring and setting up for two, how would you approach it in a GT car during the race compared to the Spyder?MF: Not much differently. The nimbleness of the LMP allows you to pick and choose how you approach the braking area of turn two after the exit of turn one and I've noticed GT cars trying to do the same. But all that did from my perspective was cause some LMP drivers to get frustrated with GT cars sweeping in front of them and take away what is a good passing opportunity that would lose minimum time for both. Then again, I haven't driven the new generation of GT cars at Sebring, so maybe it's something that gains lap time for them.ec: The Dyson team has been around for a long time and are well known as solid competitors who keep their sense of humor. How did this gig come about for you?MF: They're such a great bunch and I'm loving being part of the team. I still get a bit of a surprise when I look in the mirror and see myself in their legendary team colors. They have such a great family atmosphere.On getting the ride, it was just a case at the end of last season of seeing what opportunities were available in the LMP class and I had always had good rapport with the Dyson team. So as their plans came together, we started to talk more seriously. In the end, it was an easy deal. It was a new experience for me, having more than one good option on the table for this year, but this always felt right. I knew they had been working closely with Porsche in choosing a new driver and I've been made to feel very welcome by everyone involved.ec: Take us through a typical race lap at Sebring during one of your stints, and don't forget the traffic. Isn't that McNish coming up behind you?MF: I had to pass Allan on the entry to turn 10 after he had just come out of the pits during my last stint. That was fun. It seemed to take the Audi a few laps to gain tire temp, but he motored past on the back stretch once they did. Again, that was a good example of him and I working together (he was a lap or so behind after mechanical issues) to lose each other the minimum amount of time, which was important at that stage as I was closing in on Collard and pulling away bit by bit from Diaz in the Acura.As for typical race laps, they don't exist. Every lap is unique in some way and I really enjoy that. For me, the tough part of a lap of Sebring is catching slower cars in the faster corners--turns 1, 11, 12, 13, 15, 16 and 17--as you're trying not to lose too much momentum. A huge amount of lap time is won and lost here. Forward thinking is what keeps the loss to a minimum and your average lap time for the stint looking good. In the slower corners, I find it's much easier to pass cars in a consistent manner if you catch them on entry then out-brake them. If not, try and carry the momentum through the turn and get a run at them on corner exit.ec: Did the Dyson team double-stint your Michelins? How were the tires?MF: We did double-stint and the Michelins were first-class throughout. Our Michelin tire engineer was on top of the situation all race. On my last stint, the tires went from the heat of the day into the cool of the night and performed very well in both. That's hugely impressive and it's why Michelin has won Sebring 10 years in a row.ec: What was your reaction to getting tagged with the `Drive of the Race Award' from Speed TV? Are you wearing sunglasses in the shower now?MF: Not quite. Though my long-term sponsor, Oakley, would love it if I did. It was a lovely surprise and touching to receive it, especially when I looked at some of the amazing sports car drivers I was competing with. As I said then, I accepted it on behalf of the whole Dyson racing team, especially my teammate Butch Leitzinger, as they deserve it for all their hard work. I hope we can continue to improve and put ourselves in the position to be considered for it again.ec: The ALMS schedule is a good mix of circuits. Which ones are your favorites in order of preference?Wow, tough one. OK, here goes... Mosport, Road America, St. Petersburg, Mid Ohio, Road Atlanta, Salt Lake City. I love all the tracks, just those more than the others.ec: How much testing time did you have in the Porsche Spyder? Race conditions are always far more difficult than a test. Do you come to the track on race day in any particular mindset? Is there a standard routine you follow? Or is it just get in, belts on and nail it?MF: Not a huge amount, but enough that I knew which button and switch did what. I did the ALMS winter test, which lasts three days, but we had very few on-track sessions and then the test sessions in race week.Of course race day feels different, but each time I drive the car, practice or race, I prepare the same way. I do a lot of stretching and have my own mind management routine. It's more than jump in and nail it for me.ec: It's a clich, but as you have an older brother who also races with some success, what goals would you like to achieve, on the track and off?MF: I don't see what my brother's achievements have to do with what I want to achieve. Our careers have traveled different roads. First, I'd love to win the ALMS championship. For me, I got into sports cars to compete and win at Le Mans. It's been frustrating to only have one start at Le Mans so far in my career, but I think the financial state of the world has had a lot to do with that. That aside, I want to go out on that podium at 4 p.m. on Sunday afternoon and look over the sea of people and lift up that legendary trophy. I've got an amazing picture in my mind when I think of that and I'll keep giving my all until I can make it a reality.ec: As of this moment, list your five favorite racecars of all time.MF: Can't do it, I'm going to have to go with ten. Porsche 917/30 Can Am, Porsche 956/962, Ferrari 250 GTO, Porsche 3.0 RSR, 1999 Toyota GT1, Maserati T61 3.0-liter Birdcage, Ferrari 333 SP, Porsche 908/2 and 3, McLaren MP4/8 F1, Jaguar XJR14ec : You finally had enough of those `Marino cleaning up with a Dyson vacuum cleaner' jokes?MF: No chance. Everyone thinks they're the first one to come up with it, so who am I to burst their bubble? Photo Gallery: Marino Franchitti At Sebring: Along Came A Spyder - Interview - European Car MagazineRead More | Digg It | Add to del.icio.us