Mr. Obama's moves on the auto marketplace

Oh, the hand wringing now that President Barack Obama has decided to do what we all asked him to: effect positive change. That our president is trying to help the holiest of holy cows – the auto industry – is bringing all the naysayers out of the closet to put him down.

If you had told me, even two years ago, that Ford Motor Co. would be the healthiest of the former “big three” Detroit-based auto makers, I would have laughed you off the face of the earth. At that time, Ford was promoting the heck out of its big trucks and stupid useless vehicles (SUVs).

Yet Ford has turned itself around, bringing out such fabulous vehicles as the new 2010 Ford Mustang, its most iconic brand. Ford has improved its Fusion, Milan, and MKX segment leaders and introduced a proper hybrid engine for the Ford Fusion that knocks out the Toyota Camry with a feather. It’s that good!

Ford has elected survive on its own, without taxpayer financed support. It’s doing business the old fashioned way by helping itself to bring viable products to the marketplace.

Then there is General Motors, reeling from mismanagement over the past 25 years, allowing its “We are the best” culture to exist while the behemoth manufacturer falls deeper and deeper into the morass. It’s a damn shame.

GM has brought this upon itself – it hasn’t been pushed into producing and promoting high-yield trucks and SUVs – GM has relied on its own culture of reinventing the past, something Ford did under the design auspices of J Mays but has pulled away from, thank goodness.

GM has some very good cars, many of which are based on its European partner Opel, another brand that once trod the streets of these United States but was banished by poor management and equally poor product. Opel has lent its platform to plenty of GM products without fanfare, especially in the Saturn lineup.

There’s always the Corvette to bring a smile and thumbs up to any American’s face and fingers. Cadillac is making some superb vehicles these days, notably its CTS and STS models that meet the best of Europe and Japan with aplomb – and beat them in many categories. When it comes to trucks, GM has quite a few good ones, and has found great success with its over-wrought Escalade SUV, now a status symbol in many communities around the country.

Chrysler, on the other hand, having lost the marketing whiz Lee Iacocca many years ago now finds itself in another quagmire. The only items in its stockpile with worth are those with the Jeep brand name. We cannot allow that nameplate or its off-road capabilities to go away, a fact I’m hoping potential Chrysler partner Fiat agrees with.

Without Jeep, Chrysler is just another car company peddling mostly mediocre vehicles – its SRT-branded high performance models – and the long-in-the-tooth Chrysler 300 – being the sole exceptions.

So what happens from here? Hopefully Chrysler gets Fiat incentives and adopts the Italian culture of doing business with strange but appropriate vehicles that carve their own niche. And wouldn’t it be nice not to have to go three or four GM dealers to see the same car with a different name? GM can survive if it is lean and mean.

That brings up the question with GM: who should survive? Obviously we need both Cadillac and Chevrolet. The Buick nameplate has fans in the Far East who would be distraught without their Lucerne models – but can’t that be farmed out to a local GM outpost to market that brand where it’s lucrative?

Is it time to say bye-bye to Pontiac, GMC and Saturn? Yes, yes and yes. With few exceptions, these three brands are redundant – the aberrants being Pontiac’s G8 (an Australian Holden product) and Saturn’s delightful Aura and Astra, both from the German Opel lineup.

The sky is falling on the American automotive marketplace. Our elected president, Barack Obama is making two vehicular dinosaurs – Chrysler and General Motors - move into the 21st century, something they should have forced on themselves.

The results of Mr. Obama’s moves should give us less confusing redundant choices in the future and, hopefully, better products in the remaining, obviously stronger dealerships.

© 2009 Anne Proffit

2009 Nissan Murano SL FWD

The Nissan Murano, one of the first midsize crossover vehicles in the category, still looked contemporary after four years. When it came time to refresh this car, Nissan could have messed it up mightily. Instead the Murano has evolved in a lovely manner, gaining a good bit of horsepower and better manners, particularly with regard to its transmission. The wonderful sporting characteristics remain intact and the well-thought-out exterior of this vehicle is now matched by a much-upgraded interior.

The chance to drive a 2009 Nissan Murano SL front-wheel-drive machine came with a visit to Orlando for a trade show in mid-December. The Murano, dressed in a deep sapphire blue is well matched to a beige leather interior and, despite the varying textures in the dash layout, it all works quite harmoniously.

Nissan didn’t mess overly much with the exterior of the Murano, whose bodylines have withstood the test of time from the original’s 2004 release. Where the first version had vertically sloping rear lamps, the new Murano has horizontal ones, and it’s one of the few ways you can tell them apart! A good rear wing protects the rear window from the elements. The familiar egg-crate grille keys family resemblance and the creases of the Murano appear similar to what we’ve become familiar with over the past four years.

Inside is where many of the upgrades went, and the 2009 Nissan Murano SL FWD looks Infiniti-like and feels much richer than the first edition. The cabin’s materials enhancements extend to the gray gauge cluster with orange surrounds, white numbers and red pointers that include outside temperature gauge, dedicated fuel and temp gauges. There’s a 160-mph speedometer and a tachometer that redlines at 6500 rpm.

Murano’s center stack is where the action lies. Even without a navigation system, Nissan fits a 7-inch screen that shows the audio and climate readings between two large vents, as part of the premium package. The controls for most functions are canted upward and easy to work. Below this area is the audio system with 6-CD changer, AM-FM and XM satellite settings and the climate controls lie below that. There is an open storage area beneath the central stack that holds a 12-volt plug and controls for the seat heaters. The center stack area has satin aluminum look surrounds.

Despite expectations, it rained pretty hard in central Florida while I was there and the Murano handled all the disturbances like a pro. Chalk that up to the independent front and rear suspensions with stabilizer bars, together to the very direct speed sensitive power steering. Nissan has equips the 2009 Murano SL with all-wheel antilock brakes and adds electronic brake force distribution and brake assist. There’s also vehicle dynamic and traction control systems to aid any driver. Five-spoke 18-inch alloy rims ride on very competent Bridgestone Dueler P265/65R tires at all four corners.

From a passive safety standpoint, Nissan fits only the best to its Murano SL FWD model: an advanced air bag system that includes the requisite front, side and curtain airbags front and rear with rollover sensors. In addition, there are active head restraints and a tire pressure monitoring system.

The heart of the Nissan Murano has always been its 3.5-liter DOHC 24-valve V6 engine and the upgraded motor in the 2009 model has 265 horsepower at 6000 rpm (up 25 from the previous iteration), together with 248 lb-ft of torque at 4400 rpm. The newly configured continuously variable transmission is a highly upgraded unit and doesn’t hunt for gears as the previous model did. At 80 mph, the package runs a very nice 2250, part of why this 3875-pound crossover gets 18/23-mpg on regular fuel from its 21.7-gallon tank.

As an early production model, the blue beauty driven around Florida starts at a list price of $28,625 including destination. Nissan adds some righteous equipment: a delightful dual pane one-touch moonroof ($1170), a premium package for $1000 that brings a Bose® 9-speaker audio system with dual subwoofers, XM satellite radio, a wonderful rearview monitor that aids parking, auto-dimming rearview mirror with compass & Homelink®, near-silent roof rails, a nifty foldable cargo organizer and cargo cover, audiovisual jacks behind the center storage for rear seat occupants and the color screen in the center stack.

There is also a technology package ($1900) that includes a power liftgate, keyless entry & pushbutton ignition, Bluetooth® hands-free phone system, Bi-xenon auto-on/off headlamps with manual leveling adjustments, rain sensing wipers and heated outside mirrors. The leather package ($1600) adds leather seating and power lumbar support for the driver, heated front seats and 4-way power for the passenger seat. The grand total comes to $34,295.

While the Murano doesn’t have a third row of seating, it does have good space behind the second row: there is 31.6 cubic feet of cargo space with the rear seats up and a mammoth 64 cubes with them folded flat. The tri-part cargo organizer lies beneath the upgraded carpeting, as do the temporary spare and jack. Another 12-volt plug lies at the base of the cargo hold.

Nissan doesn’t deny its trio of rear seat passengers, as it has installed vents in the B pillars to keep backseat folks comfy. Those rear seats can be folded by dual remotes. There is also a large storage bin beneath the A/V plugs. Dual cupholders lie in the center armrest/third seatback. Nissan fits grab handles for passengers at three doors, probably because they know the driver is going to drive this machine with verve!

An enthusiastic driver will certainly enjoy the responsive powertrain of this Nissan as well as the sporty handling and smooth ride. The only thing it lacks, from a sporting perspective, is a manual shift. The upgraded cabin and great brakes are bonuses, for sure. A perfectionist will appreciate the good seams and great closures for all doors, windows and power hatch, and everyone will like the hood on struts and well marked fill points.

A very straightforward machine with workmanlike cruise control (on the steering wheel, together with audio), good storage everywhere within the cabin and road manners that would shame most other manufacturers. In my opinion, only the Mazda CX7 is a true competitor.

© 2008 Anne Proffit

At the LA Auto Show

Two weeks ago I attended the LA Auto Show/ With its date change to just before Thanksgiving, LA has become a great venue for new model year rollouts.

The notable changes at this year’s show are economic in nature. General Motors and Chrysler elected not to do any press conference; neither did Acura. Ford piled it on, however, rolling out the new Lincoln MKZ, Ford Fusion/Mercury Milan with hybrid technology available and, of course, taking the wraps off the 2010 Ford Mustang.

The latter intro took place at Barker Hangar adjacent to Santa Monica Airport, a regular site for occasions of this type. Ford brought in Mustang owners for the occasion and trotted out Ford heroes like , Carroll Shelby, Parnelli Jones, John and Ashley Force, Tommy Kendall, Scott Pruett, Jack Roush, Lyn St James and Vince Gittin, who drifted the newest incarnation all around the floor!

Ford’s Tuesday night show was held under cool, clear skies. If you were entitled to a seat, you had to get in early (6PM) but the show didn’t get underway until way after seven. It was anticlimactic by the time it happened, which was a shame. Also, they served chips, soda pop and water, just right for a health conscious crowd?

Wednesday morning, Renault/Nissan head Carlos Ghosn gave the keynote speech to start the show. He did so in fine fashion – if only the Big Three’s CEO’s, appearing in Washington, D.C. had performed so realistically. Ghosn understands what’s going on in the industry and realizes the sky is falling.

That is why Nissan will have plug-in hybrids coming soon, is building more capacity here in the States and has introduced its smallest US offering, the Cube in L.A. That car was one of the stars of the show for me – another was the Kia Soul, which falls into the same micro-sedan category. Smaller cars were the hit of LA and the Green Car Journal’s Green Car of the Year went to the Volkswagen Jetta diesel, which is now starting to appear on Los Angeles streets. It wasn’t available until it met Bin 5 regulations.

Everywhere we looked there were signs of impending doom for the Big Three, who haven’t had dominance in the marketplace for way too many years yet are still referred to as “big”. They’re not, and the reason is product and wages. Product, of course, they can do something about, but not without the cooperation of the unions, who are killing their golden goose.

But enough of that! In a corner Cadillac showed its CTS sport wagon, which will be a genuine hit once it reaches showrooms. The car is drop-dead gorgeous in person; photos do it no justice, and wrapped in a deep red paint, even placed far from the action, it caused people to stop and stare.

Maserati’s presentation was notable for its appearance by a woman who claimed to be the president and CEO of Maserati North America. Her speech was stilted; the display was fragmented and I don’t understand why they even bothered. The particular car Maserati was promoting this time around was hidden behind the dais and difficult to photograph!

On the other hand, BMW trotted out the new 7 series, a huge aesthetic improvement over the previous Bangle-bump model. BMW also showed off the Mini E, which is a plug-in model. The only problem with the Mini product is finding a place to plug it in. And range, of course.

Porsche displayed the new Boxster, updated Cayenne and showed off Jerry Seinfeld’s 550 Spyder, a beautiful machine. The company isn’t going to Detroit, joining other brands that don’t feel they get the bang for buck in what used to be known as the Motor City.

Audi’s new Q5 is gorgeous and will be available with diesel. It achieved more than 33 mpg on the Audi Mileage Marathon, a cross-country parade with various models that ended at Mazda Raceway Laguna Seca during the American Le Mans Series season finale. Audi’s display came in basic white – nearly every vehicle on their extensive set was winter white!

Mazda showed off its newest Mazda3 and the second iteration of the company’s mainstay sedan is way improved. It feels extremely solid and is quite handsome, as one would expect. The Mazda3 is coming in initially as a four-door sedan; a wagon will follow, and we hope there will be Mazdaspeed editions as well.

Smart Car brought in its Brabus edition, which will retail around $17 grand. The Smart is one success story in the LA area and ought to be around the country. Think these low fuel prices are going to stick around? Think again! Smart is safe, lively and well appointed. Roger Penske is the distributor in the USA and he’s got a keen eye for what works everywhere.

There was nothing from Jaguar nor from Land Rover; Mitsubishi did not have any announcements and neither did Suzuki. Hyundai showed off its Genesis sedan and coupe, which Aston Martin displayed its DB9, a gorgeous machine. Ferrari presented its California droptop and served a very nice luncheon. In their display area, there were gorgeous carbon/carbon brakes with Brembo calipers colored to match your Prancing Horse’s exterior color. Mouth watering.

All this occurred during the time when the three CEOs of GM, Chrysler and Ford made news and it wasn’t pretty stuff. Because I did not go back after the media days, I’m not sure how much the news – and the economy – impacted attendance, but I do know that media attention was up and there was plenty to enjoy.

© 2008 Anne Proffit

I tried so hard to dislike the Toyota Prius, nicknamed “Pious” for the attitudes of most of the people who drive them. But still, it had been more than three years since I’d driven one and that first Prius test drive was admittedly short on miles.

It was time for a long drive and the 2008 Toyota Prius was ready to run. I forced it to run hard, too. All the way from home base in Long Beach to Sonoma and back, with side trips at high speed through the Marin County area, for computer ills that sidelined me for more than a day. (When you make your living with a computer and it dies, there aren’t many alternatives to throwing away added money)

I found the seats on the Prius comfortable and the driving position excellent. There were no blind spots to speak of and the ride was soft – perhaps a bit too soft for me, but good for the balance of the world. Acceleration was good and the payment for lead-footing it wasn’t terrible. In fact, it was surprising to me.

Here’s the bottom line: On my trip, I averaged more than 50 mpg around town and at least 48 mpg over the road from the 11.9-gallon tank. This trip included plenty of hillclimbs through the Tejon Pass departing and returning to the Los Angeles basin, together with hills in Marin County. I drafted where possible and never let the tank go farther than 1/2-empty.

The 2008 Prius gives up more than sufficient power from its dual-mode hybrid synergy engine system to make it up hills without complaint. The 1.5-liter engine puts out 76 horsepower at 5000 rpm and 82 lb-ft of torque at 4200; the battery-powered motor gives up 67 horsepower between 1200-1540 rpm and a whopping 295 lb-ft of torque between 0-1200 rpm for a net output of 110 horsepower from this 2932-pound machine.

The Prius’ transmission is a bit different than what we’re accustomed to: it juts from the steering column and moves forward and up for reverse; forward and down for drive. You don’t push or pull it with energy; rather the stalk is delicately placed in whichever position the driver wants to put it. There was no hunting and pecking from the continuously variable transmission as it hauled through most of California; all shifts were positive in nature.

The MacPherson strut front and Torsion beam rear suspensions are compliant but not overtly soft and the ABS and EBD-equipped brakes on the Prius are amazing in their stopping capabilities. They grab and stick with precision and they release on command. The rack and pinion electric power steering is spot-on and easy to maneuver with no slop at all. Turning circle for this front-wheel-drive sedan is an excellent 34.1 feet.

The 2008 version I drove to Sonoma and back has a list price, with extra value package discount of $27,803. That price included a special technology package that contains leather seating and steering wheel cover, an excellent voice-activated DVD GPS navigation system that helped me find everyplace I wanted to go, a wonderful JBL 6-disc audio system with nine speakers and MP3/WMA capability, satellite radio setup and hands-free Bluetooth® phone operation.

There’s a handy backup camera (with a really irritating beep), proximity smart key and anti-theft systems, auto-dimming rear mirror with HomeLink and HID headlamps that gave perfect illumination, together with integrated fog lights. The same vehicle for 2009 goes for $29,364. There’s nothing more one could want on this car!

Like so many cars these days, Toyota equips this Prius with a proximity, pushbutton-start system. With the fob in hand, there’s no need to press buttons to unlock or lock the sedan; it’s very happy to do those maneuvers for the driver. As the driver approaches the car, the door automatically unlocks and it relocks as the key is located farther from the vehicle.

The cruise control system on the Prius works extremely well, even with undulating hills on the 101 and I-5. This sedan isn’t the best handler, thanks to its low resistance-rolling Goodyear Integrity P185/65 rubber on 15-inch six-spoke alloy rims. The tires aren’t noisy at all but they don’t inspire utmost confidence under heavy loads in a corner. (Nor were they meant to do so). The ride is so good that this petite driver needed only one relief stop in the 450+ mile return haul on Sunday night; that’s a first!

I love the visibility on the Prius, which has eight side windows (portholes front and rear on each side) and separated rear glass. A nice dose of privacy tint will keep the sunshine from ruining any perishables inside. The instrument panel at the header of the dash is so well illuminated that all information is easily visible day and night.

I especially enjoyed the steering wheel controls for the navigation system that allowed me to check consumption and return to the map without taking my hands from the wheel. The driver can also control heating, air conditioning and ventilation systems as well as audio. I used the CD player most of the way up and back and my sole wish is that it had random settings. The drivetrain is so very quiet that there’s no need to heavily boost audio volume.

The Prius has excellent luggage space under its covered hatch with a yawing 14.4 cubic feet available for added cargo acquired on this run. Rear seat room is ample for all but the largest of passengers, who are treated to their own central armrest, cupholders protruding from the rear of the central storage, together with pockets in the front seatbacks.

In closing, the Toyota Prius is a car for all seasons and all reasons – it’s really hard to hate, although some of its stuck-up drivers might be. Prius is not a wagon, but it can handle just about anything one might normally place in any other hatch. It has economy and ecology without compare and is a star in the marketplace. Who could ask for more?

© 2008 Anne Proffit

Motor Press Guild Track Days

Once a year, the Motor Press Guild holds its track days, an opportunity for accredited journalists to sample the next year’s legions of offerings from various auto manufacturers. This year, the event took place the end of October at Auto Club Speedway in Fontana, California. Until now, it occurred at Willow Springs Raceway in Rosamond, about as far from humanity as possible.

Because I’ve already driven quite a few of these cars on the street, I chose only to take out cars I’d never sampled, primarily on a driving course outside the track’s gates. The reason for this decision was the track itself – a Disneyesque 1.4-mile (or so) configuration within the 2-mile Auto Club oval that incorporated none of the banking on the big track. It was pretty much of a “solo” type of circuit, one I didn’t like much.

I started by taking a street drive in a bright yellow Lotus Elise. Surprised that nobody else was in the car, I finally realized I was one of the few who could actually fit inside. But not quite, as I’m really a bit too short to see over the steering wheel, so had to look to the side of it.

The Elise has zero creature comforts, unless you count its 189-horsepower 1.8-liter Toyota designed power mill. And its lovely, snicky 6-speed, close ratio manual transmission. Now that was comfort, as was the extremely direct steering box. I also loved the combo Lotus/Brembo brakes, especially with the large trucks that roam the area near the racetrack and don’t see small Lotus cars as they dart in and out. Sorry, guys – couldn’t help it!

Once I’d wiped the big-ass grin off my face, it was time to drive the Jetta GLI wagon, equipped with the gasoline 2.5-liter engine. I like it, especially when using the sport shift to power through the on-ramps. Wish they’d put some ballast in the back, though. It didn’t handle the twisties as well as I’d like, but it’s a nice little machine. If I were buying, though, I’d suck it up and get the diesel. Now that thing rocks! VW’s quality control was spot-on with this car. But it sure was a letdown after the Lotus.

General Motors has made some vast improvements to the wonderful Corvette convertible, which I last drove to the top of Pikes Peak in 2006. At that time, I wasn’t terribly impressed with the automatic transmission-equipped ‘Vette, but I sure am now. Just slip it into “S” mode and work the paddles for bug-in-the-teeth fun. The basic Corvette hauls home the bacon now, and it sizzles! Interior comfort is great and build quality is world class.

On to major disappointment. I climbed into the Acura TSX with 6-speed manual, expecting to enjoy it as much as I loved the old Integra and RSX. This four-door front-wheel-drive sedan is fraught with torque steer! Pound the pedal and the steering wheel jerks left – or right – with a mind of its own. The new Acura front grille is hideous and the interior feels cheap, even with the navigation system et al in place. It’s a yawner – at $32,820. What happened to the company that once built a Legend?

Okay, I’ll test a Honda Fit, I thought. With its five-speed manual and no added equipment giving this nicely redrawn 2009 five-door hatch a list of $15,220 including freight, I thought it might make me happier than did the Acura TSX from the same family tree. Even with steel wheels and wheel covers, a plain Jane interior and no options, the Fit just fits. It has minimal torque steer when mashed, goes ‘round corners like it owns them and has fine over-the-road manners, even in 30-mph-plus crosswinds experienced during this blustery, hot day.

By this time, I’d had enough of four-bangers so went with a car I already knew – just to have some fun. There’s nothing BUT fun from the Lexus IS F, the IS-series four-door, rear-wheel-drive sedan on 8-cylinder ‘roids. Tons of power, tons of torque, the ability to stop immediately without a nosebleed, turns corners in the flick of the wheel and, even with a 7-speed automatic transmission, downshifts using paddle or gearshift with a nice double-clutch whine when you’re hauling butt.

The IS F is nasty on the outside with its quadruple pipes and bulges here and there, but it’s so nice and technical on the inside. If you can’t find a comfortable position in this car, you haven’t got what it takes to drive it. Definitely one of my fave rides of the year.

When I first saw the Jaguar XF premium luxury sedan at the LA Auto Show last November, I thought it looked kinda bland. You know, Jag does a Buick? Well, now that I’ve had a chance to wheel this 300-horsepower meanie with its 4.2-liter V8 and 6-speed paddle-shift automatic, I think this new machine is worthy of the cat’s name.

Like most luxury or near-luxury cars these days, the Jaguar XF has a start/stop button. From there, it’s quite different: the gearshift is on the central tunnel is an upside down custard cup, which one just turns to access the necessary gear. Not a problem after the first time you get in the car, and the paddle shifts are crisp and delightful. Steering is excellent, brakes lack nothing and the only problem with this sedan is its cost. Got an extra $61,550 lying around? Spend it here and be happy.

By the time I’d finished with the Jaguar, the day was done, so I climbed into the Jeep Wrangler Sahara Unlimited and went to the hotel for dinner.

The next morning, I was waiting around when I realized the Infiniti FX50 S was available for flogging. I’ve always liked the looks of this vehicle and never had a chance to drive one, so off we went in the crossover. The Infiniti is very comfortable and very fast, but I’d bet you’ll pay at the pump, I’m sure. I still don’t see the rationale for vehicles of this type, but if you want a powerful, comfortable, well equipped crossover that may go off-road, here it is!

If a revived relic from the late 1960s is your cuppa, Dodge has a Challenger SRT8 for you! I just loved this wretched excess machine, from its nasty black exterior with shark-nose front air dam to its hood scoops, those totally identifiable lines that arch over the rear wheels and that very, very small rear window that aids rearward vision not one iota! But hey, it’s modern and this Dodge Challenger SRT8 has power galore, brakes up the wazoo and shitty, loose as a goose power steering. That’s the only thing the folks at SRT missed – the steering absolutely sucks! Even a shorty like me is comfortable in the Challenger SRT8, most certainly with accelerator pedal firmly planted.

Having addressed the urge for adrenaline, it was necessary to take a look at a real car that real people. That urge sent me to the Mazda6 four-door sedan, equipped with four-cylinder engine and six-speed manual transmission. It was the exact opposite of the poor Acura TSX, with no torque steer to speak of, yet sporty road manners. Although I don’t know the exact cost of this vehicle, I do know that Mazda hit the mark with the new 6: it’s handsome, has great acceleration, braking, steering and goes over the dips like a Citroen, which is high praise from me.

I kept glancing at a Hyundai five-door hatchback, like it was trying to rope me in and finally, I just could not resist. The Elantra Touring hatch is a bare-bones car, pretty much like the Fit, and it has cloth interior, sunroof, but also boasts alloy rims. The interior is nice enough, the ride is nice enough, the acceleration is capable.

I had only one problem: to be cool, Hyundai has these different colors for the LED audio display and I couldn’t see a darn thing in that window without stopping under an overpass to change channels. What on earth were they thinking? I like the feisty little 2-liter four-banger and the five-speed transmission. I like just about everything else on the car but the stupid too-cool LEDs. This is a very nice vehicle that will appeal to lots of folks but it’s not available yet! Stay tuned.

On the lot, I noticed a big Mercedes-Benz with all kinds of graphics on it. In this case, M-B is using its flagship S550 to cross the country, “Driven to Beat Cancer”. It’s got hood graphics on the white exterior by one of my favorite fashionistas, Karl Lagerfeld, and that was enough for me to take a spin. The S-class Mercedes-Benz is the pinnacle of excess, but not wretched excess. It’s an extremely comfortable, well detailed luxo-mobile, but you can drive it, and I’m grateful for that.

The interior quiet, calming and fully equipped. The multimedia interface isn’t a pain in the butt to operate – like BMW’s – and it was quick and easy to find the Sirius radio station I wanted to listen to. The S550 is powerful and handles well with its inherent bulk. Even if you’re not a Mercedes-Benz fan, you’ve got to like the fact that they perform all of these charitable endeavors, instead of just taking the money and wasting it on sports, like auto racing (tongue firmly in cheek).

I only drove a few cars on the Mickey Mouse track. One was the Mazda6, which acquitted itself nicely, a second was the Mazdaspeed3, which is one of the most fun cars out there that isn’t named MINI. The Speed3 (for the sake of simplicity) just flat out hauled around the circuit and, although I probably would have liked to have it with sandbags in the back to keep the rear end more stable, this front-wheel-drive, five-door hatchback is one car I’d place in my driveway.

Back to the street, it was time to take a ride in the Audi S5 coupe, which boasts the 4.2-liter engine and 6-speed manual transmission. There’s no real rationale for this car – it’s expensive, gets shitty mileage but man, it is so much fun. Try one, if you’ve got 60 large in your bank account. I sure wish Audi would bring this model with its turbodiesel and their PR guy tells me the smaller cars will get the diesel treatment in 2009 – more, please!

My grand finale was another Audi, but not just another Audi. I took the track drive in the Audi R8, which by any other name would be a Lamborghini, as they’re cut from the same cloth. Of course, the Audi is more refined, lacking Italianate genes for the skinning of its exterior, but it sure hauls butt. I can’t tell you the speeds I reached on the short chute that was intended to be a straightaway, because I was looking down the track at the next turn, like a proper driver.

The magical engine with its throaty roar, the gated shifter and the superb suspension of this Audi R8 make a better driver out of anybody – even me. When I play and win the lottery it’s No. 1 on my list.

Yeah, there were a ton of other cars out there but not enough time. And I had to get back to my home before the idiocy of “rush hour” set in. They closed the street tour at 2:30 and the track time ended at 3PM. Back to the Jeep we went – and got 20+ mpg on the way back. It’s all about that attention to what you’re doing, something that happens when you’re on a racetrack.

© 2008 Anne Proffit

BMW 128i

Much as I love BMW cars, I really think BMW missed the mark with the 128i coupe.

A machine that should have cost well under $30,000 nicely equipped keeps rising well above it in the 2009 version (which I didn’t drive). Although the fun factor is inherently present in this vehicle, going from a 2009 base price of $29.975 (including destination), it’s tough to keep this little two-door, rear-wheel-drive coupe from heading off into pricing lands it really shouldn’t visit.

Don’t get me wrong: this Bimmer is a wonderful little car. It is nut-and-bolted the BMW way, strong and sturdy as ever, and it has exceptional manners over the road. Equipped with a lovely 3-liter dual overhead cam, VANOS-equipped inline 6-cylinder engine that emits 230 horsepower at 6000 rpm and 200 lb-ft of torque at 2750, the 128i is running 2850 rpm when it hits 80 mph, en route to a 7000-rpm redline. The speedometer rolls to 160 mph. My car was equipped with a 6-speed manual that snicks easily through all forward gears but needs some help to access reverse.

The BMW 128i has good sizing for a category only it belongs to: 171.7 inches long, 56 inches tall and 68.8 inches wide, it rides on a 104.7-inch wheelbase that reduces overhang and enhances handling. It weighs a bit much for a four-seater (actually 2+2 in real life) at 3252 pounds and has a somewhat wide turning circle at 35.1 feet.

I’m thinking a four-cylinder – one that weighs less than this six and can produce about the same power with a supercharger – might have been a better choice, but BMW hasn’t brought its lovely four-bangers into the USA for way too long, moving upmarket and producing bigger cars as it has gone along. This coupe reminds me of the sweet little 318Ti, which was a market failure for BMW. I’m hoping, for their sake, that the 128i doesn’t meet the same fate.

To assist in active safety, BMW has allotted a full complement of alphabet soup driver aids like DSC (dynamic stability control), all wheel ABS (antilock brakes), BFC (brake force compensation, a start-off assistant, brake drying, brake stand-by and DBC (dynamic brake control, together with DTC (dynamic traction control).

The 2009 version of the Alpine white on black leatherette BMW 128i I drove has a list price of $32,675, $700 more than the 2008 version. It has the sport package that bumps the wheels up to five-spoke 17-inch alloys riding on Goodyear Eagle 205/50R tires at the front and 225/45R 18-inch rubber at the rear. There are great sport seats with adjustable lateral bolsters, two-way headrests and thigh support, sport suspension that adds a bit to the jarring ride over rough road and shadowline trim.

Beltline gray poplar wood trim is another option ($500) and it’s nice (because the balance of the interior is basic black), as are heated front seats at the same cost. BMW charges $400 for iPod and USB adapters in the center console, handy when the satellite radio hasn’t been activated. There’s also a spot to place a cell phone. The one-touch, two-way moonroof is standard equipment as are rain sensor wipers and auto headlights.

All seat controls are manual on this car and there is a height adjustment feature that requires a bit of wiggling to use. The dash is businesslike with black/white gauges directly in front of the driver. There is no temperature gauge and the start/stop operation is completed by pushbutton with fob inserted in the dash. The center stack is pretty straightforward with audio atop heating, air conditioning and ventilation controls, all bathed in readable LEDs. BMW still fits an ashtray and lighter, the latter usable for 12-volt functions.

Two rear passengers have a center divider between them for “stuff” and there is no third seatbelt, no rear cupholders, vents or storage. As one would expect from a coupe of this size, legroom is at a premium, better left to packages and very small passengers.

You’ve got to love the styling of this petite coupe, with its lack of overhang and crisp lines. The nose swoops forward aggressively and the tail has BMW’s signature bump, aiding the trunk’s usable space. BMW doesn’t disclose the trunk size, but I’m figuring somewhere in the neighborhood of 9-10 usable cubic feet. There are slight side sill and a small harelip on the decklid, while both front and rear airdam extensions are a bit on the bulbous side. It all integrates well.

This BMW 128i announces its appearance with a set of pipes at the rear that have an easy-to-like exhaust note. It is easy to like the mileage figures for this car, too: it is rated by the EPA at 18/28 from the 14-gallon tank and requires premium fuel. My mileage readings slightly exceeded those figures, using the trip computer that is standard on this coupe.

The BMW 128i is a nice enough coupe but it’s so close in size to the 3-Series coupe (just less than 9 inches shorter) that you’ve got to wonder the rationale for including it, especially at this price, in BMW’s US lineup. There is a convertible version available for those who like their sunshine on demand and larger, supercharged 3.5-liter versions of each incarnation, as well.

© 2008 Anne Proffit

2008 Kia Sorento EX 4x4

“It’s a little long in the tooth,” said my friend when I told him I’d be driving the 2008 Kia Sorento EX 4x4 while in Atlanta for the ALMS Petit Le Mans. Yeah, I agreed, but the only other solution was the 2009 Kia Borrego and it had a bigger engine and got worse fuel economy. With the Atlanta area suffering fuel shortages in hurricane season, I didn’t want to take any chances.

The choice turned out to be a good one. While the ’08 Sorento appears to be on its way out the door in favor of Borrego, it’s a good mid-sized sport-ute with enough space for five human beings and all of their luggage. Kia tells me it’s got 31.7 cubic feet of space behind the rear seats, but didn’t give a number for when those seats are folded, which I’d gather would more than double the seats-up total.

The Kia Sorento EX 4x4, as a mid-sized Stupid Useless Vehicle, is well positioned size-wise. It is 180.7 inches long, 71.3 inches high, 74.2 inches wide riding on a 106.7-inch wheelbase and holding 8.2-inches of ground clearance. Weighing in at a tidy 4290 pounds, it’s actually 1000 pounds lighter than the Subaru Tribeca I drove recently. And it looks better too.

Speaking of appearance, the Spicy Red Kia Sorento presents a solid demeanor and follows up with similar behavior. It has bland enough character lines to go unrecognized by law enforcement officers when traveling at 80 mph (all of 2600 rpm on a tach that redlines at 6500), but has a sophistication to its exterior that says “I cost more” than the price of $30,095 with all options taken into account.

The massive cladding that surrounds the bottom of the Kia Sorento EX 4x4 tells anyone this vehicle is ready to go off-road. It even traveled through a bit of red Georgia clay on my watch, seeking appropriate spots to park at Road Atlanta, and delivered itself adroitly from a gully when the operator made the error of not checking out the drainage ditch into which she had pulled to park on race day.

I did notice a little bit of wind noise, likely coming from the roof rails atop the vehicle, but little noise from the 3.8-liter 24-valve, V6 engine giving grand acceleration on that inevitable I-85 racetrack, not at all held back by the shiftable 5-speed automatic transmission. All of the 4WD controls were hidden at the header of the windshield, next to the lighting and sunroof controls – a strange place to put them – but at least one can change the manner of propulsion on the fly to low range.

This is a real truck, folks, with a full ladder frame and heavy-duty suspension, and it rides like a well-damped truck at that. It has power rack and pinion steering that seems a bit light sometimes (like so many trucks) and acceptable, but a bit grabby all-wheel ABS-equipped power disc brakes.

The 2008 Kia Sorento EX 4x4 has a well-developed chassis that rides on Michelin P245/70R 16-inch tires mounted on 5-spoke alloy rims. Might have liked larger rubber, but that would have meant different gearing, and what’s there works just fine.

Inside the five-seat cabin, Kia has outfitted the Sorento EX with all the airbags one could need: dual-stage front, driver’s knee and full-length side curtains. For active safety there’s electronic stability, traction control and tire pressure monitoring system, along with active front headrests.

The gray interior is nicely appointed and, with the luxury package fitted adds sunroof, leather, heated front seats, dual zone climate control, automatic headlamps (fogs are standard), premium 6-disc audio system, chrome outside door handles and full-time torque on demand 4WD. The only other option is a rear spoiler that will keep the hatch window clean, if nothing else. Unfortunately, there was no pre-wiring for satellite radio on this vehicle, which was the top of the Sorento line-up.

I did like the bi-level center storage, even though the 12V plug wasn’t inside; rather, it was at the base of the center stack which also has little drawers to hold one’s MP3 player, a necessity these days. For the rear passengers, of which I had zero, there was good legroom – I had a large friend sit back there and tell me so! – plus the requisite pull-down armrest with cupholders inside. Unfortunately, no air flow for the folks in the back, but at these prices, that’s understandable.

Rear vision is pretty good from the driver’s seat, with a plethora of windows around the cabin, bathed in a gentle privacy glass. The hatch area has its own cover (without extra charge) and a second 12V to enable use of camping gear, I’d suppose. There was no netting under the hatch but there were a few cubbies in the rear to catch items like wine bottles, always a travel necessity.

I did just under 275 miles over five days and this resulted in less than 3/4-tank usage from the Kia Sorento EX 4x4. The EPA rates this truck at 15/20 from the 21.1-gallon tank; I’m sure it can do that, if not better.

In closing, this is a good near-crossover ute with solid construction and very good materials inside and out. It’s easy to get into and out of, even if you’re very short, like this writer, and comfortable, too. Would I suggest it? Depends on the need, but it’s definitely worth taking a look.

© 2008 Anne Proffit