Z/28

JUNE 2013 INTELLIGENCE. INDEPENDENCE. IRREVERENCE.

plus
We Rank Em!
6 BIG
COMPAROS
PAGE 45
LIGHTER,
FASTER, AND
CORVETTE-
POWERED!

Camaros
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SUVs

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CAR AND DRI VER MAGAZI NE vol. 58, no. 12
in this issue
0 6 . 2 013
05
FEATURES
045
SPECIAL SECTION
GROUP TEST
SPECTACULAR!
EPIC COMPAROS
THAT WILL THRILL
AND CONFOUND.
056
CROSSOVERS
The Mazda CX-5 tries
to fend off the new
RAV4 and Forester.
Of7R@NONaV[V
062
HYPERCARS
Three high priests
of the supercar
realm reveal their
golden calves.
Of1N[VRY=b[Q
068
SURVEY SAYS!
You weigh in with your
handpicked winners.
070
FAMILY SEDANS
Honda has already
laid waste to every
other entry in the
family-sedan class.
Can Mazda compete?
OfA\[f>bV_\TN
084
DIESEL SUVS
To Monument Valley
in ve SUVs from
the most competitive
diesel segment in
the U.S.
Of.N_\[?\OV[`\[
094
GOOGLE MAPS
NYC Googles way:
On foot, by train, and
by Bentley Mulsanne.
Of7R@NONaV[V
046
SPORTS SEDANS
We convene the
segments greatest
and latest in search of
its spiritual leader.
Of7N_RQ4NYY
2014 JEEP

GRAND CHEROKEE
THE BEST
OF WHAT WERE
MADE OF
NOW WITH A BEST-IN-CLASS 30 HWY MPG AND A 730-MILE DRIVING RANGE
*

THANKS TO ITS NEW, AVAILABLE ECODIESEL V6.
ANOTHER POWERFUL INNOVATION FROM THE MOST AWARDED SUV EVER.
**
Jeep.com/GrandCherokee
Grand Cherokee Summit shown. Optional EcoDiesel engine late availability. *Based on manufacturers testing
results of the 3.0L EcoDiesel V6 (30 hwy mpg, 4x2) engine and competitive data. 2013 Wards Middle Sport/
Utility Vehicle segmentation (excludes Chrysler Group LLC vehicles). Over 730-mile range based on one tank at
manufacturers estimated 30 hwy mpg, 4x2. Actual mileage may vary. **Jeep Grand Cherokee has received more
awards over its lifetime than any other SUV. Jeep is a registered trademark of Chrysler Group LLC.
0 6 . 2 013
08 in this issue
caranddriver.com
.
124
117
COLUMNS
014
EDDIE ALTERMAN
Volkswagens anti-Veyron.
040
JOHN PHILLIPS
Take the test drive.
Really. Take it.
042
AARON ROBINSON
Why the great Elon Musk
needs a muzzle.
UPFRONT
025
REVEAL OF THE MONTH
2014 CHEVROLET
CAMARO Z/28
No auto, no waiting.
030
THE PHYSICS OF . . .
REDLINE
The secrets of sky-high
engine speeds.
034
ASSAULT ON
BATTERY
Three early-hybrid
energy-storage fears that
never materialized.
036
TECH DEPT.
STRESS TESTER
The lab rig that tells you
everything youd ever
need to know about a
cars chassis.
038
COME ON DOWN!
The day The Price Is
Right offered up a Ferrari.
DRI VELI NES
EXTREME MERCEDES
EDITION!
100
MERCEDES-BENZ
CLA250
The revolution will be
stylized.
104
MERCEDES-BENZ
SLS AMG BLACK
SERIES
This crown jewel is a
black diamond.
112
MERCEDES-BENZ
G63 AMG 6X6
Out with the camels, in
with the ber-G.
117
2014 CHEVROLET
IMPALA
Leaves bingo parlors and
rental-eet lots in its
dust.
120
2014 BMW
3-SERIES GRAN
TURISMO
The 3 gets its hump back.
124
2014 FORD
FIESTA ST
Not Dearborns usual
fare, and we couldnt be
happier about it.
ETC.
011
BACKFIRES
The majesty of a vintage
Burgundy, a new
Corvette classic, and why
half of you are wrong
about diesel.
136
WHAT ID DO
DIFFERENTLY
Dan Quayle.
ON THE WEB
INSTRUMENTED TEST
2013 MAZDA CX-9
The cure for the usual
bloated-SUV blahs.
CARandDRIVER.com/
2013MazdaCX-9
FIRST DRIVE
2014 BMW 328d
The diesel 3 returns with
two fewer cylinders.
CARandDRIVER.com/
2014BMW328d
INSTRUMENTED TEST
2013 BMW 760Li
A twin-turbo V-12 but no
massaging rear seats?
Okay.
CARandDRIVER.com/
2013BMW760Li
INSTRUMENTED TEST
2013 FORD F-150
LIMITED ECOBOOST
V-6
Business casual in its
truckiest sense.
CARandDRIVER.com/
FordF-150LimitedV6
034
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hosted by ED.
0 6 . 2 013
011
Sic your dogs on us at:
[email protected]
or join the discussion at:
backres.caranddriver.com
FASHION POLICE
The Corvette looks like a great car except
for the ugly Camaro-looking rear fascia.
Unless GM corrects that fatal faw, I'll
wait for the C8!
DAVE WITTNEBERT
SENECA, SOUTH CAROLINA
Here we go again, GM demonstrating
that committee decision making is alive
and well. A new Corvette, and it copied
elements of the new" Camaro?
Shouldn't that be the other way around?
JOHN BURTON
DALLAS, TEXAS
Regarding the C; Corvette, you are right
to call it a new classic. It is the most
gorgeous Corvette since the pos,
maybe ever. When I read Car and Driver,
I daydream about what I would have in my
garage if I were a billionaire. A Corvette
has never been on the list. It is now. Way
to go, America. It's a true exotic.
DARIN BODENHAMER
TOPEKA, KANSAS
Ln|oyed reading The Making of the C;,
Courtesy of the People Who Made It."
But Corvette Stingray? How about
Camavette or Corvaro? You guys have
been hangin' a little too much with the
designers and PR folks who have their
lives invested in this creation. It may be
the greatest Corvette in 6 years, but
there is only one Stingray and this ain't it.
DAVE REUSSER
VIRGINIA BEACH, VIRGINIA
Well, what if GM calls it the LaStingray?Ed.
CORVETTE REALITY
Your March article on the new Corvette
has me freakin' excited. When I was a kid
I always wanted one, but as I aged I
watched my dream car mire in GM's
senescence. By the time the C5 came
about I had written it of. When the C6
actually competed for the drivers' dollars
I was mildly surprised, but the
performance versions that could keep up
with Lurope were still marred by bad
seats and a poor ride. Now America has a
new champion, it looks great. Still
holding my breath until you test it,
though. I hope I don't sufocate.
JOSHUA INCARDONA
FORT MYERS, FLORIDA
The new Corvette looks awesome! It fts
right in to the exotic class now. The style
is the best since the p6os. I have the
Carrera GT, the Lnzo, the Murcilago
and Aventador, and the Veyron. I can't
wait to get the new Vette. Let's |ust hope
it doesn't take too long for Tamiya to
come out with a kit of it.
BRADFORD WELLS
WETHERSFIELD, CONNECTICUT
Great article on the new Corvette. Was a
little bafed by the comment made by
Tadge Juechter that no dualclutch
transmission could ft and handle the
torque output, hence the reason for going
to an automatic. I really think that the
reason for not incorporating a dual
clutch unit was because of cost, not
torquehandling capabilities. Today one
example of the ZI dualclutch gearbox
can handle torque in excess of ;oo
poundfeet and is compact enough to ft
in the best supercars.
KEVIN MACKEY
BOYNTON BEACH, FLORIDA
ZF does make a dual-clutch gearbox that
can handle 516 pound-feet of torque. But
according to the Corvette chief engineer,
ANQTR7bRPUaR_VaQ\R`[aa2Q
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L E T T E R O F T H E M O N T H
T h e D a V i n c i C o d e . . . e r . . .
R o a d . C l e v e r ! C a r a n d D r i v e r ,
M a r c h 2 0 1 3 , p a g e 2 0 . B u t
W T F , I l i k e i t b e t t e r t h i s w a y .
D O N S T E W A R T
M A T T H E W S , N O R T H C A R O L I N A
T h e I t a l i a n R e n a i s s a n c e c o n t i n u e s
o n p a g e 1 2 .
ON THE CUSP
Cool phraseology with the
cusp of sports-car nirvana.
Wow! The all-new Corvette
C7 is at the apex of bliss/heaven
for sure! GADS aint it grand to
have this Stingray to buzz
about this fall. Falling o my
chair. I have been stung by
the return of the Stingray.
GOOD HEALTH TO YOU!!
WAYNE MARTIN
CENTRAL CITY, IOWA
THANKS!!Ed.
0 6 . 2 013
012 . backfires
THE MAI LROOM
Sic your dogs on us at: [email protected] or join: backres.caranddriver.com
Nice piece on the 2014 Corvette Stingray,
but while the EPA city mpg you projected
is probably correct, what were you
thinking when you estimated the highway
mileage at 2122 mpg? I have a C5 Corvette
that easily gets 2830 mpg on the highway
as long as you arent tooling along upward
of 100 mph (not that I would ever do that).
Hard to believe that with the new
cylinder-deactivation system the
Stingrays highway mileage wouldnt be
much better than you estimate.
CRAIG SEYDLER
FORT MYERS, FLORIDA
We agree that our highway estimate was
low. Expect 2327 mpg in the EPAs highway
testEd.
THE LOOK OF LOVE
Hey, Alterman. With that big black line
around your column in the new design
[The Ol 2.0, March 2013], I thought at
_`aaUNaf\bUNQQVRQ9\cRaUR[RdY\\X
Its to die for!
BERNIE SPENCER
FORT THOMAS, KENTUCKY
THE STINGRAY
RESURFACES
(15%)
SUBURBAN
SAFARI (4%)
FORD C-MAX
ROAD TEST
(4%)
DRIVELINES
(3%)
COLUMNS
(14%)
AUDI A8L
LONG-TERM
TEST (3%)
ICONS
REMADE
(4%)
UPFRONT
(15%)
BACKFIRES
(6%)
THE DETROIT
THREE AFTER
THE BIG WHOA
(10%)
MISC. (22%)
up to a mirror to read the backward-
script text. Nice touch. Go, da Vinci.
DAVE CREWS
MATTOON, ILLINOIS
Why is Car and Driver the number-one
car magazine? No one else has the
testicular fortitude to use quotes from
Anchorman as the text to accompany
patent drawings. I cant imagine I was
the only one to hold the page up to the
light so I could read it. Now if youll
excuse me, I have to go to the pants store.
BOB PLOOF
COLLINSVILLE, ILLINOIS
I was reading The Da Vinci Road
article and wasnt quite sure what
language the illustration notes were
written in. Fortunately, my C/D reading
spot, besides having a comfortable
porcelain throne to sit on, also has a
nearby mirror. I was able to decipher the
words and cracked the code. Youve got
some sick puppies there in Ann Arbor!
Maybe this can be a regular feature. Sort
\SYVXR[QV[TaUROb[[f\[aURP\cR_\S
Playboy magazine. Please, no John
Phillips centerfolds!
MICHAEL E. SCHAEFER
MERRICK, NEW YORK
You stay classy, Michael E. SchaeferEd.
LAST-SUPPER CLUB
I think you need to step it up on the
editorial quality control. I say this
as someone whos done a little bit of
copy editing in my own profession. To
be clear, Im not the type to actively
search for such errors. For example,
I just received as a birthday gift this
evening your March issue, and on page
20, your The Da Vinci Road article
has a graphic where all the caption text
is backward, like in a mirror. I know its
not easy to put out a big magazine, but I
would assume you guys would aspire to
higher standards of quality.
TODD J. STERMER
DUBAI, UAE
We have a saying in my country. The
coyote of the desert likes to eat the heart of
the young, and the blood drips down to his
children for breakfast, lunch, and dinner,
and only the ribs will be brokenEd.
I dont get it; why the Anchorman quotes
in The Da Vinci Road?
WAYNE NORMAN
TUCSON, ARIZONA
Ribs. I had ribs for lunch, thats why Im
doing thisEd.
It took me a couple minutes to realize
itd be fun to hold The Da Vinci Road
backfires
0 6 . 2 013
. 014
Sic your dogs on us at: [email protected] or join: backres.caranddriver.com
Nice work on the Version 2.0 redesign.
Of all the car magazines that I receive, Car
and Driver remains the only one that I read
every article in because of the consistently
excellent writing. One note about the new
staf photos: Alterman looks like he |ust
put an almostempty water bottle behind
Jean Jenningss rear wheel and is waiting
for her to back over it.
DAVID PALMER
BADEN, PENNSYLVANIA
He always has that lookEd.
Lasiest page numbers to fnd this side of
an AARP publication.
C. BENJAMIN WHALEN
FORT RUCKER, ALABAMA
BURNING BRIDGES
Manuel Moroun, owner of Detroits
Ambassador Bridge, speaks so eloquently
from both sides of his mouth |Battling
government, Detroits bridge troll raises
national issues, March 2013]. He argues
that building a public bridge is efectively a
government seizure of his private bridge.
However, if he needed a piece of property,
he'd be frst in line demanding that the
government seize it so that his pro|ect
could proceed for the public good." Ioes
the Passport pooix have a bullshit
detector mode? It would be nice to get
advance warning of crap like this!
PHIL SWEET
SPARTA, NEW JERSEY
PERSONA NON GRATA
In The Most Wanted List [March 2013],
John Pearley Hufman suggests that
Googles driverless car is a bad idea
because driving isnt a chore crying out
to be automated. I dont know where Mr.
Hufman does his research, but I see
driverless cars all the timesoccer moms
on their cell phones, high schoolers
texting their friends, commuters
daydreaming, and so on. At least Google's
car is actually intended to be driverless.
JOHN SECHRIST
PITTSBURGH, PENNSYLVANIA
ICONOGRAPHY
Regarding the Ierrari Lnzo replacement
picture on page ; |March zo|: While
this may constitute an Icon Remade," the
Ierrari's caboose bears more than a
The Anti-Veyron
EDDI E ALTERMAN .
EDITORS LETTER
WHEN CAR GUYS REMINISCE about the 2013 Geneva motor show, theyre
likely to refer to it simply as The Big One." This was the year the three ma|or
supercar houses unleashed their heaviest artillery, all of it in the sevenfgure
range |see Pund's story on page 6z for details|. Ierrari's LaIerrari was there, with
a body like a robot pinup and a name like a Iesigner Imposters fragrance. Also
present was Lamborghini's S.p million Veneno, which looked all but ready for
the grid at Le Mans. The McLaren P is unimpeachable, a work of tortured genius,
and even it couldnt match the wattage of the Italian extroverts.
These cars will become shorthand for Geneva '. But the most interesting
item there may have been the Volkswagen XL, an antisupercar that nevertheless
posts numbers as impressive as anything at the show. This is the Veyron of Lco,
the hypercar in reverse, as obsessively focused on its .oliterookm z mpg)
fueleconomy target as the Bugatti was determined to hit oo horsepower. There
are other parallels. This is another of Ir.
Pich's creations, of course, maximizing and
recombining existing technology in beguiling
ways. With a tiny frontal area and a spatted,
streamlined carbonfber body, it achieves a
claimed drag co efcient of o.p. That's pen
guinesque. It has lowrollingresistance tires
all rightthe front Michelins, on their mag
nesium wheels, look like they came of a Piag
gio. Its reardrive, midmounted powertrain
couples a o.8liter turbodiesel with a z;hp
electric motor for a plugin hybrid system
that consumes an advertised o.p liter for every oo kilometers driven, or z6 mpg
on the Luropean combined cycle. There is no rear window or sideview mirrors,
|ust cameras that display what's behind you on screens on the innerdoor panels.
The swan doors enfold two seats that are staggered to reduce the cars overall
width. Initially, there will be only zo for the Luropean market, all leaseonly. This
thing is, in a word, crazy.
It isn't the Look at me, I'm crazy!" crazy of the three Geneva stars, but a
deeper kind. It is uncompromising in the extreme. The highest compliment one
can pay to an altfueler is: It's |ust like a normal car!" Well, the XL isn't anything
like a normal car. As with the ferocious road darts from the '8os, Countaches
whose sill you had to sit on, door raised, if you wanted to back up, the XL requires
sacrifce. Only here, you forfeit style, handling, grip, and drivethrufriendly
windows. Your granny could wheel one of today's zoomph missiles. She
wouldnt even know where to start with the XL1.
best in show?
The XL1 is VWs third iteration of
its 1.0-liter car idea, but the rst
to reach (very limited) production.
fueleconomy target as the Bugatti w
a
P
r
w
s
c
g
a
best in show?
1-888-375-7905

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backfires
0 6 . 2 013
018 .
EDITOR-IN-CHIEF Eddie Alterman
MANAGING EDITOR Mike Fazioli
FEATURES EDITOR Jeff Sabatini
SENIOR EDITORS Tony Quiroga, Jared Gall
EDITOR, MONTANA DESK John Phillips
TECHNICAL EDITORS K.C. Colwell, Eric Tingwall
COPY CHIEF Carolyn Pavia-Rauchman
ASSOCIATE MANAGING EDITOR Juli Burke
COPY EDITOR Jennifer Harrington
INTERACTIVE DESIGN DIRECTOR Sam Conant
INTERACTIVE DESIGNER Nicole Lazarus
STAFF PHOTOGRAPHER Marc Urbano
VIDEOGRAPHERS Jim Marr, Mark Arnold
VIDEO ASSISTANT Aaron Brzozowski
OVERSEAS CORRESPONDENTS
Jethro Bovingdon, Ray Hutton, Juergen Zoellter
EAST COAST BUREAU Justin Berkowitz
WEST COAST BUREAU John Lamm
GERMANY ONLINE BUREAU Jens Meiners
CONTRIBUTING EDITORS
Csaba Csere, Fred M.H. Gregory,
John Pearley Huffman, Bruce McCall,
P.J. ORourke, Steven Cole Smith,
Steve Spence, Tony Swan, Basem Wasef,
Ted West, Kevin A. Wilson, Dweezil Zappa
CONTRIBUTING ARTISTS
Mark Bramley, Bryan Christie Design, Jim Fets,
Robert Kerian, Aaron Kiley, James Lipman,
Charlie Magee, Sean McCabe, Chris Philpot,
Roy Ritchie, John Roe, Michael Simari
EXECUTIVE ONLINE EDITOR Erik Johnson
SENIOR ONLINE EDITOR Ron Sessions
DESIGN DIRECTOR Nathan Schroeder
ONLINE NEWS EDITOR Austin Lindberg
BUYERS GUIDE EDITOR Kirk Seaman
ASSOCIATE ONLINE EDITORS
Andrew Wendler, Alexander Stoklosa
ROAD-TEST EDITOR Mike Sutton
SENIOR ONLINE PRODUCTION MANAGER
Scott Lawrence Mosher
ONLINE COPY EDITOR Susanne Kocsis
ASSOCIATE DESIGNER James Magno
COMMUNITY ENGAGEMENT MANAGER Jen Feeny
VIDEO ENGAGEMENT MANAGER Anthony Alaniz
OFFICE AND INVOICE MANAGER Susan Mathews
ROAD WARRIORS Charley M. Ladd, Zeb Sadiq,
David Beard
ASSISTANT ONLINE PRODUCTION MANAGER
Brent Herrera-Durr
ONLINE PRODUCTION ASSOCIATE
Sarah Larson
ONLINE PRODUCTION ASSISTANTS
Tucker Biallas, Luke Sellenraad, Sam Stevenson,
Alden Tischler, Nicholas Wallace
ONLINE EDITOR, PRODUCT DEVELOPMENT
Mike Dushane
PRODUCT DEVELOPMENT ANALYST
Jordan Brown
PRODUCT MANAGER Mark Quint
EDITORIAL OFFICE 1585 Eisenhower Place, Ann Arbor, Michigan 48108

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EDITORIAL CONTRIBUTIONS Unsolicited artwork and manuscripts are not accepted,

and publisher assumes no responsibility for return or safety of unsolicited artwork, photographs,
or manuscripts. Query letters may be addressed to the deputy editor.
We asked our online Backfires
community if it knew why diesels are
referred to as oil burners.
About half got it almost right. The other half either didnt know,
thought that diesels earned the sobriquet because they burned
motor oil, or guessed that it was because of their sooty emissions.
THIS GUY IS CLOSE: Because diesel fuel is similar to
Number 2 home-heating fuel, which is considered an oil.
Gasoline is not considered an oil. -simul8guy
BURNI NG QUESTION
Sic your dogs on us at: [email protected] or join: backres.caranddriver.com
passing resemblance to the current Dodge
companys nose jobs. The purchasers of
this million-plus car may want to check
the DNA before claiming this baby.
CHARLIE LAEDLEIN
OFALLON, ILLINOIS
Like most millionaires, theyll probably all
end up on Maury getting a DNA testEd.
POTENTIAL ENERGI
The Energi article [Timidly Going
Where a Few Have Gone Before, March
2013] was kind of interesting. Well, not
really. You spent so much time panning
that model that you forgot to remind all
the readers of its competition, the Prius. I
had a Prius, now I have a C-Max, and the
build quality and performance of the
C-Max puts the Prius to shame. Since a
test of the C-Max and the Prius models
would not be fair to Toyota, Id like to see a
comparison of the C-Max and the Audi A3
TDI. That would really be fun to read.
DALE HEBERT
MENIFEE, CALIFORNIA
ALPHABET SAFARI
I completely agree with how absurd car
nomenclature has become, and I
remember when the numbers were
directly related to engine size. As you
mentioned [Suburban Safari, March
2013], the BMW X3 xDrive28i is one of the
most ridiculous. Doesnt an X in any
BMW model automatically mean AWD?
The correct and simplifed name should
be BMW X3 20i, or maybe 20iT. Okay. I
can sleep now.
MARK HARRISON
ELK GROVE, CALIFORNIA
As a writer, I was shocked enough to yelp
out an audible, girlish squeal of shame and
disillusionment when I saw . . . BMW to
DEPUTY EDITOR Daniel Pund
EXECUTIVE EDITOR Aaron Robinson
CREATIVE DIRECTOR Darin Johnson
TECHNICAL DIRECTOR Don Sherman
make a tire that costs that much. A local
tire dealer says you got taken if you
paid this much.
PAUL C.
WILLIAMSBURG, VIRGINIA
The Audi-spec (A0) 265/40R-20 Pirelli P
Zeros on our A8L cost $535, each, from Tire
Rack. Multiply times four, add shipping,
and you have $2260. And tell your tire
dealer that Pirelli makes an even more
expensive P Zero that costs $798Ed.
YEA OR NAY
So, I write a letter to one of your
competitors, contrasting their editorial
content with yours and ending with
something along the lines of, But I like
your photos, paper quality, and format.
Was that an insult?
TRIP FERGUSON
NEWPORT NEWS, VIRGINIA
NoEd.
Could you believe this is a quote from Car
and Driver? At $9931 as tested, the Sentra
E is the closest thing you can get to a BMW
zi with a fourfgure sticker."
ADOLFO ORTEGA
SAN JOS, COSTA RICA
YesEd.
have to come uwp with . . ." in the frst
sentence on page 58. Uwp? C/Ds writing is
the best in the business, but if you need
help editing, please let me know as I am
able to read. If you cut me, I will bleed
petrol, but seeing the word uwp in my
favorite magazine was enough to ignite
that small pool of bleeding petrol into a
small explosion. C/D owes me a recliner!
JON BROOKSHIRE
MIAMI, FLORIDA
Cmown, whawts thew bwig dweal?Ewd.
ALUMINATING
In the March issue, you have a review of
the Audi A8L that lists the price of
replacement tires at $2260. How can
you justify this cost? Pirelli doesnt even
TRY NOW
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0 6 . 2 013
022 backfires .
PUBLISHER AND
CHIEF REVENUE OFFICER
Felix DiFilippo
ASSOCIATE PUBLISHER/MENS GROUP
MARKETING DIRECTOR Jill Meenaghan
EXECUTIVE DIRECTOR, DIGITAL ADVERTISING,
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ADVERTISING SERVICES DIRECTOR Regina Wall
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& ACCOLADES MANAGER Christina Manzi
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GROUP PRODUCTION DIRECTOR Chuck Lodato
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PUBLISHING DIRECTOR, MENS ENTHUSIAST GROUP
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PROTECTORS OF THE FAITH

A few readers came to the defense of their
cars when they found that wed chosen
them as the worst of the domestics in a
March feature, The Detroit Three After
the Big Whoa. Actually, defense may
be too strong a word.
How can you call the Impala SS the worst
car GM has ever built? No way! You have
your narrow vision that if a car doesnt
handle up to snuf, it's no good! I agree
that the SS is not the greatesthandling
car on the road, and if you foor it while in
a turn, the torque steer can kill you. But
it's one of the best cruising cars on the
road. Big trunk, oomile seats, and the
V8 power to get down the road. And,
with cylinder deactivation, it returns z
to zz mpg. What's not to like?
NEAL DAVIS
SAN DIEGO, CALIFORNIA
Whoa, whoa, whoa! Why all the hate for
the zoo8 Iord Iocus? I know we all
longed for the secondgen Luro Iocus,
but the North American car wasn't the
worst Iord of the era. I've owned a zoo
SL sedan since August zoo and have
hooned the crap out of it. And, ,ooo
miles later, it hasn't given me a single
issue. It may not have been a class leader,
but if that's the worst Iord, they were far
better of than the rest of the Big Three.
BRIAN LEVIX
ROCKY POINT, NEWYORK
In your Ietroit Three" feature, you call
the Caliber Chryslers worst of the
badol' days. I may be looking through
rosy glasses because I bought one, and
yes, the CVT is dreadful, but at least the
Caliber made no pretenses about what it
was. The Jeep Compass was a small car
masquerading as a Jeep. But the Caliber
is a roomy, comfy, funifyoulearnto
workaroundtheCVT hatchback, and
it never pretended to be anything more.
TOM PETERSON
PHOENIX, ARIZONA
Sic your dogs on us at: [email protected] or join: backres.caranddriver.com
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is a reqisLered Lrademark ol HearsL CommunicaLions, lnc. CopyriqhL 203, HearsL CommunicaLions, lnc. All riqhLs reserved.
PENNZOIL ULTRA
TM
MOBIL 1
P E N N Z O I L U L T R A
TM
KEEPS PISTONS UP TO
CLEANER
THAN MOBIL 1.
%
*Based on ASTM Sequence IIIG piston deposit test
using SAE 5W-30. Pistons from standard V6 engine in
Sequence IIIG test. Does not apply to Pennzoil Ultra
Euro or Pennzoil Ultra 0W-40 motor oil.
2013 SOPUS Products. All rights reserved.
*
PENNZOIL

SYNTHETICS KEEP PISTONS CLEANER

THAN ANY LEADING SYNTHETIC OIL.
*
*Actual advantage over competitive products is greater than visually shown. Based on ASTM Sequence IIIG piston deposit test using SAE 5W-30. Does not apply to Pennzoil Ultra
Euro, Pennzoil Ultra 0W-40, or Pennzoil Platinum 0W-20 products. Superior versus our conventional and synthetic blend oils. 2013 SOPUS Products. All rights reserved.
MAKE IT A PENNZOIL CHANGE.

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PENNZOIL ULTRA
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Up to 35% cleaner than Valvoline SynPower
Up to 40% cleaner than Castrol EDGE with SYNTEC
raise your aesthetic.
lower your lap time.
2013 MINI USA, a division of BMW of North America, LLC. The MINI name, model names and logo are registered trademarks.
INTRODUCING MINI PACEMAN.
A sophisticated new design with the driving excitement to back it up. Because having
arrived is no reason to stop enjoying the ride. Design your own at MINIUSA.COM/PACEMAN
THE TUMULTUOUS HI STORY OF THE /
. REVEAL OF THE MONTH
Trans-Damn!
THE 2014 CAMARO Z/28 CELEBRATES ITS ROAD-COURSE-
CONQUERING ROOTS. by Csaba Csere
AT THIS SPRING S NEW YORK AUTO SHOW, the media at
Chevrolets press conference expected the curtain to rise on the
Camaros mild mid-cycle face lift, which had already been
revealed on a morning TV squealfest. But when a new Z/28 rum-
bled onto the stage, the jaded crowd
was so shocked that it erupted in genu-
ine applause. Here was the return of an
American road-race icon, one that got
its start as a homologation special for
the SCCAs Trans-Am series but had
moldered through successive genera-
tions. Clearly, Chevy is trying to make
up for lost time. The mission of this car
is to help its owner set personal-best
laps, and it comes sporting compre-
hensive power, handling, and weight-
`NcV[TZ\QVPNaV\[`RcR[\baQ\V[T
the ZL1 in some regards. When it goes
on sale later this year, the Z/28 will be
even more expensive than the 580-hp
ZL1, which stickers for $56,550. Heres
whats under the skin:
CHASSI S
In a departure from current fashion,
the Z/28 goes down in wheel and tire
size, from the 20 inchers on other V-8 Camaros to 19s. Mark
Stielow, the Z/28s engineering manager, explains that the 19s are
lighter, have less rotational inertia, and let us lower the car. The
special lightweight wheels are 11 inches wide in the front and shod
with 305/30ZR-19 Pirelli P Zero Trofeo
R tires all around. Chevy tells us that
these are the widest tires mounted on
the front of any production car. A
streetable track tire, the Trofeo Rs
have a tread-wear rating of 60 and are
manufactured in the same plant as
Pirellis F1 rubber.
The Z/28s suspension geometry is
unchanged from the Camaro SS 1LE,
but the spring rates are about 20 per-
PR[a`aVR_N[QaURPN_b`R`:bYaVZNaVP
monotube shocks with F1-style spool
SCRUTINEERING
upfront
edited by JARED GALL
0 6 . 2 013
025
1967 RPO Z28 appears, homologating the Camaro for the
SCCAs new Trans-Am series. 1968 Now a fender badge
denoting a stand-alone model, the Z/28 earns its slash.
1970 The second-gen Camaro ditches the slash. It will
remain in hiding for the next 24 years. 2014 Whats a retro
car without authentic designations? The slash returns.
. REVEAL OF THE MONTH
h ZL i d Wh i
edited by JARED GALL
g , /
1970The second-gen Camaro ditches the slash. It will
remain in hiding for the next 24 years. 2014Whats a retro
car without authentic designations? The slash returns.
THE Z/28 WI LL
BE OFFERED I N
FI VE COLORS.
THE SHOW CAR S
FLAT WHITE WI LL
NOT BE ONE OF
THEM.
upfront
caranddriver.com
0 6 . 2 013
026 . . REVEAL OF
THE MONTH
ALL 2014 CAMAROS
GET THE NEW FRONT
END WITH A MUCH
LARGER LOWER-GRI LLE
OPENI NG AND A
SMALLER UPPER ONE.
valves. Stielow says this technology pro-
vides greater freedom to independently
tailor jounce and rebound settings for
low- and high-speed suspension motions.
Anti-roll-bar thicknesses are also up
slightly over the 1LEs, and the bars
mounts are stifer.
To both save weight and improve fade
resistance, the Z/28 gets standard car-
bon-ceramic brakes that are larger and
thicker than even the ZL1s cast-iron
brake rotors. The same TRW electrically
assisted power steering used on other
Camaros gets a revised calibration for
the Z/28, and the car has Performance
Traction Management, Chevrolet's fve
level stability-control system. Stielow
claims that, with an overall ride height
now lower by 1.3 inches and its very sticky
rubber, the Z/28 will corner at 1.05 g.
POWERTRAI N
Displacing 7.0 liters (428 cubic inches),
the dry-sump LS7 from the outgoing Cor-
vette Z06 needed new exhaust manifolds
and a relocated oil reservoir to ft in the
Z/28s engine bay; it gets stainless tri-Y
headers dumping into a dual-mode
exhaust system. Chevrolet promises the
engine will produce more than 500 horse-
power and 470 pound-feet of torque. For
comparison, Fords Mustang Boss 302
makes 444 and 380, respectively.
The engine is coupled exclusively to a
TR6060 six-speed manual with the same
closely spaced gear ratios used in the 1LE
package. Also as in the 1LE, the Z/28 uses
a .p: fnal drive. Instead of the spring
loaded clutch pack used in the SS and ZL1,
however, this car incorporates a Torsen
limitedslip diferential to provide a better
blend of low-speed lockup with a more
open high-speed action. As in the ZL1, the
diferential, transmission, and engine oil
are all cooled by heat exchangers. Stielow
promises that the car can burn a complete
tank of fuel on the track without any vital
fuid overheating.
I NTERI OR:
Inside, the Z/28 has a pair
of highly supportive
cloth-and-suede Recaro
sport seats (that will be
optional on SS and ZL1 models).
They feature manual fore and aft
and height adjustments to save
weight, while recline is
controlled by an electric motor.
The suede-covered,
flat-bottomed steering wheel
comes from the ZL1.
ALL 2014 C ALL 2014 CAAMMAAROS ROS
r
ls)).
d aft
ave
tor.
el
THE CARBON-FI BER
AI R EXTRACTOR ON
THE ALUMI NUM
HOOD SAVES NO
WEI GHT, BUT IT
DOES LOOK COOL.
S HI NE . F OR L ONGE R.
www.autoglym.com PAS S I ON for P E R F E CT I ON
Now exclusively available at Canadian Tire and PartSource
Achieve perfect paintwork with teamwork.
At Autoglym weve been developing car care products that work seamlessly for over 40 years so you could say we know a thing or two about
paintwork. Your 3-step cleaning routine for bodywork combines Autoglym Bodywork Wash & Wax our award winning Super Resin Polish and
Extra Gloss Protection. Its a winning combination that provides a superior shine, is quick and easy to use and more durable than ever, which
means you and your car get to look good for longer.
Clean, Polish, Protect for perfect results. Thats the Autoglym way. )))))Always has been.
upfront
caranddriver.com
0 6 . 2 013
028 . . REVEAL OF THE MONTH
WEI GHT REDUCTI ON
The LS7 is about 90 pounds lighter than
the supercharged LSA in the ZL1, and
Chevrolet cut mass everywhere it could.
The 19-inch wheels and tires save 42
pounds. The carbon-ceramic brakes drop
28. Cutting A/C (it can be optionally
restored) saves another 20. The engineers
had hoped to leave out the audio system, but keeping the radio and one
door speaker was necessary to bleat mandatory seatbelt warnings. In
addition, the Z gets a thinner rear window and a smaller battery. Trunk
carpeting, a tireinfator kit, and most of the sound insulation are gone.
New foam eliminates the rearseat frame and trunk passthrough, sav-
ing another nine pounds. Numerous other weight reductions make the
Z/28 a claimed 300 pounds lighter than the ZL1.
PERFORMANCE
Stielow wouldnt release
any performance claims
for the new Zz8, but it's
safe to say that with
stickier tires, better
weight distribution, and
a power-to-weight ratio
only slightly worse than
a ZL1s, the Z/28 will
accelerate almost as
quickly. Wed estimate
zero to 60 mph in about
4.2 seconds and a
quarter-mile around
12.5 seconds. Expect top
speed to be down from
180 to the low 170s. But
on the racetrack, the
Z/28 should be the
quickest Camaro of
them all. It has already
lapped GMs 2.9-mile
Michigan Road Course
three seconds quicker
than the ZL1.
AERODYNAMI CS
The most obvious visual cue identifying the Zz8 is its aero package.
There's a sizable front splitter, pronounced rockerpanel moldings, a
rear difuser, and a goodsized rear wing. Small front and rear fenderlip
extensions cover the wide wheels and tires.
More than cosmetic, these changes develop net downforce, versus
the Camaro SS, which has about zoo pounds of lift at o mph. More-
over, Stielow says that having more downforce in the rear than in the
front enhances stability. There's even an accessory Gurney fap that
attaches to the rear wing for more.
Unfortunately, all of this extracts a drag penalty. While the standard
Camaro has a Cd of about o., rising to o.p in the ZL, the Zz8's is even
higher. The aero appendages, the wide wheels, and the fender extensions
add up to a car that knocks a big hole in the air, as Stielow puts it.
upfront upfront
caranddriver.com
0 6 . 2 013
028 . . REVEAL OF THE MONTH
WEI GHT REDUCTI ON
0
3 5
2
1
4
060 MPH, SEC
SS 1LE: 4. 5
ZL1: 4. 0
Z/28: 4. 2*
0
2
4
6
8
10 14
11 13
12
1/4-MI LE, SEC
SS 1LE: 13. 0
ZL1: 12. 3
Z/28: 12. 5*
*C/D EST,

MFRS EST
0
100
600
200
300
500
400
0
100
600
200
300
500
400
TORQUE
SS 1LE: 420
ZL1: 556
Z/28: 475*
HORSEPOWER
SS 1LE: 426
ZL1: 580
Z/28: 505*
THE RESHAPED
REAR BUMPER,
LOWER TAI LLI GHTS,
AND HI GHER
DI FFUSER SERVE TO
VISUALLY LOWER
THE 2014
CAMARO S TAI L.
0.00
0.30
0.60
1.05
0.90 1.00
0.95
SKI DPAD GRI P, G
SS 1LE: 0.98
ZL1: 0.99
Z/28: 1. 05

The new 1953-2013 Corvette Black

Book continues its never-ending
evolution. The 2012 data pages have
been reworked to include production
numbers for options and exterior
colors. A new Addenda section adds
dealer-installed options for 2009
through 2013s. Data for 2013 is
included and 2013 will prove to be
a milestone as it is both the models
60th year and the last for the C6,
Corvettes sixth generation.
To commemorate this nal act,
a 2013 427-convertible Collectors
Edition will be ofered, along with a
60th Anniversary package across all
C6 models. Borrowing the Z06s LS7
engine for the Collector Edition will
make it the most powerful production
convertible in Corvette history.
Price: $19.95
Code: RTcorvetteblackbook
To order online: shop.roadandtrack.com
THE TERM REDLINE TECHNICALLY REFERS only to the red hashmarks on a
tachometer, but it is synonymous with maximum engine speed. The 9000-rpm Porsche
911 GT3 and Ferraris prove that, even if redlines are dropping with the proliferation of turbocharged
and diesel engines, there are still some high achievers out there. In the above illustration of the
458 Italias V-8, weve highlighted the factors that determine how fast an engine can spin.
upfront
caranddriver.com
0 6 . 2 013
030 . .
SPI NNERS
THE
PHYSICS
OF. . .
Redline
Big Red
VALVE TIMING
Overlap (when both intake and
exhaust valves are open) helps
engines breathe at high rpm. The
downside: Overlap can cause a
rough, dirty idle. Modern variable-
valve-timing hardware facilitates
a balance between the two.
LUBRICATION
Without sufcient oil, engine
components wouldnt live long at
9000 rpm. State-of-the-art
synthetic oils better maintain their
lm strength, ensuring proper
lubrication at high rpm and over a
wide temperature range. Oil is also
vital for cooling, and modern oils
are able to withstand higher
temperatures. A well-engineered
oil sumpwet or dryis also crucial.
RECIPROCATING MASS
Lighter components and shorter
strokes reduce crankshaft and
connecting-rod stress, allowing for
higher rpm. Pushrod valvetrains
include more reciprocating
components than overhead
valvetrains. Thats why pushrod
engines seldom rev as high as
overhead-cam engines. The LS7 in
the C6 Corvette Z06 reached
7000 rpm with ultralight titanium
connecting rods and intake valves,
but that stuffs not cheap.
AIRFLOW
We all need oxygen.
Straighter intake runners
allow easier breathing, as do
variable intake manifolds. The
latter allow engineers to tune
shorter, straighter intake
passages for high rpm, as
well as longer ones that
better ll the cylinders at
lower rpm for more
torque. Because a high-rev
screamer needs exibility.
VALVETRAIN
DESIGN
At high rpm, a cars
relatively heavy valves can
lose contact with fast-spinning
cams. Near redline, the valves
may bounce off their lobes, and
valves and pistons can collide.
Stiffer valve springs can alleviate
this valve oat, but they bring
friction and noise. Roller-type
cam followers cut the friction,
and lighter componentse.g.,
titanium valves, solid lifters
reduce the chance of oat.
THE SECRETS OF SKY-HIGH ENGINE SPEEDS. by K.C. Colwell
illustration by CHRIS PHILPOT
VW Touareg TDI
3.0-liter diesel V-6
Ferrari 458
Italia 4.5-liter V-8
BMW S1000RR
1.0-liter inline-4
Formula 1 2.4-liter
V-8 (rule limited)
Traxxas TRX
0.0033-liter 2-stroke
single
REDLINE
RPM x 1000
HOW COME
DIESELS
DONT REV?
Automotive diesel engines usually
dont spin past 5000 rpm. Thanks
to diesel fuels higher energy
density and more abrupt
combustion, heavier components
are necessary. Long strokes that
augment torque also add inertial
mass, further limiting
the redline.
50 10
40 20
30
0
Smart is a tire designed to empower the driver.
For those who want to own the road, the Proxes 4 Plus
delivers exceptional all-season performance, plus it
comes with a 50,000-mile warranty.* Explore our full line
of Proxes UHP tires at toyotires.com/proxes.
*Among V & W-Rated tires. Mileage warranty will vary by tire type and fitment, and is subject to exclusions.
For complete details, visit toyotires.com. 2013 Toyo Tire U.S.A. Corp.
Assault on Battery
THREE EARLY-HYBRID ENERGY-STORAGE FEARS THAT
NEVER MATERIALIZED. by Don Sherman
FRESHEN UP When an early hybrids batteries are shot, fear not. Concerns that replacement batteries would be
prohibitively expensive have proven false. A rebuilt Insight pack runs $2000 at a Honda dealership, while Prius owners are
looking at $2500. Entrepreneurs also sell fresh packs. Mile Hybrid Automotive in Denver, Colorado, offers Insight packs for $2000
and Re-Involt Technologies of Sanford, North Carolina, sells them for $2595. By load-testing the individual cells in recovered Prius
batteries, these rms can also offer rebuilt packs for $1400 (Mile Hybrid) or $1875 (Re-Involt). So replacing a pioneering hybrids
battery pack is no more expensive than major drivetrain repairs in a conventional car. DS
upfront
caranddriver.com
0 6 . 2 013
034 . .
ELECTRIC BOOGALOO
SETTI NG
THE RECORD
STRAIGHT
photography by ROY RITCHIE
WHEN HYBRIDS FIRST NOSED THROUGH auto-show curtains at the turn of the cen-
tury, we were intrigued by their fresh approach to more efcient propulsion. At the time,
skeptics raised a few potential battery pitfallsconcerns that have now been disproven.
MYTH #1: The naysayers predicted that depleted batteries would take their place next to
bald tires and lead wheel weights in the Lnvironmental Hazards Hall of Shame. The truth
is that both Honda and Toyota aggressively scavenge all used nickelmetal hydride NiMH)
cells from wideranging sources to reclaim the valuable nickel contained within.
MYTH #2: When lithiumion batteries entered the market in zoop, NiMH was deemed
a stopgap technology. Also untrue. Lven though lithiumion batteries are more efcient,
they cost z percent more. Replacing the Prius's current batteries with a lithium pack, for
example, would severely dent its value equation. Lxpect nickelmetal hydride batteries to
continue to play an important role in budget hybrids for years to come.
MYTH #3: The greatest concern, though, has been the life span of nickelmetal hydride
batteries. With cellphone and laptop cells lasting
only a couple of years, how could the hybrids' packs
endure harsh automotive duty? After a dozen years
of service, the answer appears to be |ust fne."
The vast ma|ority of frstgen hybrids sold are still
on the road |see chart|. To alleviate batterylife con-
cerns, Honda covered its pack with an eightyear,
8o,ooomile warranty. The Prius's was initially cov-
ered by an eightyear, oo,ooomile warranty, though
Toyota later raised that to o years and o,ooo miles
in states with stricter emissions standards.
While neither Honda nor Toyota would reveal
their warrantyreplacement statistics, both claim
that their battery packs exceeded expectations.
Toyota's product quality and service support man-
ager, Gary Smith, tells us the company has seen
many Priuses top zo,ooo miles on the original bat-
tery pack. Michigan Green Cabs of Ann Arbor,
Michigan, has operated z; Priusesincluding one
that logged 68,ooo mileswithout ever replacing
a battery pack. Bottom line: What the pioneer
hybrids lacked in driving verve they more than
made up in longevity.
2
0
0
1
2
0
0
2
2
0
0
3
2
0
0
4
2
0
0
5
2
0
0
6
2
0
0
0
The rst hybrid wave consisted of
13,889 Honda Insights sold between
2000 and 2006, and 52,059 Toyota
Priuses sold from 2001 to 2003.
Eighty-ve percent
of those cars are still
on the road.
5585
4627
22,655
13,741
15,663
12,873
19,434
12,160
2009
1003
524
564
796
1727
914
480
542
753
2805
3408
HONDA INSIGHT:
SOLD
STILL ON ROAD
TOYOTA PRIUS:
SOLD
STILL ON ROAD
85%
OPTIONS
S
O
U
R
C
E
:

P
O
L
K
GUARANTEED TOUGH.

Stress Tester!
THE LAB RIG THAT TELLS YOU EVERYTHING YOUD EVER NEED TO
KNOW ABOUT A CARS CHASSIS. by Don Sherman
upfront
caranddriver.com
0 6 . 2 013
036 . .
FREE SAMPLES
TECH DEPARTMENT
illustration by BRYAN CHRISTIE DESIGN
A K&C MACHINE is one handy tool you won't fnd at
Sears or in the Snap-on catalog. This $3 million rig
depicted above and owned by Morse Measurements in Salisbury,
North Carolina, ventures beyond static alignment-shop settings
to reveal which way the wheels point and tilt when subjected to the
full array of cornering, accelerating, and braking forces. While car
and tire companies also operate K&C machines, this is the only one
in the U.S. in independent hands.
The K part of the name stands for kinematics, a fancy word
for the motion experienced by the wheels as they steer around
corners and soften the roads bump and grind. The C stands for
compliance. Because no part of a car is perfectly rigid, and the
kinematics provided by the chassis designer are subject to bushing
defection, suspensionmember give, and tire squish, it's necessary
to examine both kinematics and compliance to accurately know
whats happening on the cars dark side.
Engineers clamp the test car to a table
whose electric actuators move it up, down,
and through pitch and roll motions to sim-
ulate dynamic conditions in slow motion.
Each tire rests on hundreds of grip needles
standing on a platform that can be steered
or loaded laterally or longitudinally. A
robot in the cockpit measures
the steeringwheel torque to
and from the tire patches. Guy
wires stretch from the wheel-
hub fxtures to sensors that
measure caster, camber, and
steer angles.
With a few clicks of a mouse,
the machine automatically con-
ducts tests, graphs the results,
and reports the fndings |see graphs, above|. Providing the mouse
clicks are Morse Measurements owner Bob Simons, an ex-Delphi
engineer who purchased his K&C machine from Anthony Best
Dynamics in England, and technician Leo Spencer.
NASCAR teams are Simonss best customers, but he also tests
Indy cars, endurance prototypes, GT racers, and various produc-
tion models. Even though K&C testing runs $800 per hour, its a
costefective means of closing gaps between the designer's com-
puter screen and the drivers track assessments.
Simons has discovered slipping suspension-member attachments
and steering linkages sending false signals to the driver. Once, a race
cars control arm collapsed when subjected to normal cornering
loads. His K&C machine has helped teams determine why one race
car responds quickly to setup ad|ustments even as its identically con-
structed stablemate is a cranky handful. Simons adds that hes never
seen an aftermarket strut-tower brace pro-
vide a measurable handling beneft.
Observing Morse Measurements in
action has moved us to make plans to strap
a couple of our own test cars to its K&C
machine in the near future to expand our
knowledge base beyond normal test-track
fndings. Stay tuned.
PARTIAL K&C TEST MENU
Wheelride rate 5uspension Iriction
Camber change with roll Bump, roll steer
Antidive, antisquat Pollcenter heights
Jacking Iorces 5teering compliance
Braking, accelerating compliance
5teeringtorque Ieedback
5imulation oI specihc track events
Front sensors
track wheels
through their full
range of motion.
A K&C MACHI NE
CAN BE USED
FOR TUNI NG BOTH
RACERS AND
PRODUCTI ON
CARS.
Fixtures bolted to each hub attach
through tension wires to digital
encoders that measure caster (front
only), camber, and steer angles.
A steering robot
turns the wheel while
measuring input and
feedback torques.
Electric screw actuators
move the test cars body
up, down, and through
pitch and roll motions.
Wheel pads load the
suspension with
cornering, braking,
and steering forces.
Short spikes prevent
slippage when forces are
applied through the tires.
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WI NNI NG!
THE TAX MAN COMETH: Had Therese Cook won the Ferrari, the state of California would have won a new Honda Accord, basically,
by collecting from her $22,857 in sales tax plus $1954 in registration fees. Come April 15, the IRS would tax the Ferrari as regular income, also bumping
Cook up to the highest tax bracket on the rest of her earnings. Announcer George Gray should really shout . . . a new Ferrari! And a giant stack of tax bills!
But that isnt quite as glamorous. Aaron Robinson
IT WAS 300 PEOPLE having simultaneous aneurysms. Then, an
instant later, the excitement became a roaring wave of frantic
communal lust moving through Studio 33 at CBS Television City
in Los Angeles. From the audience, it crashed up onto the stage and
crested behind the set. Theres never been a moment quite like that
split second on March 19 when the door on the set of The Price Is
Right swept open and announcer George Gray belted out that
the next contestant would be playing for . . . a new Ferrari! It was
a 458 Spider, a work of $285,716 thermonuclear awesomeness
The Price Is Right has given
away more than 8000 cars since the current incarnation debuted
in 1972. On the premiere, Connie Dunnall won the very rst car
offered as a prizea Chevy Vega valued at $2746and Paul
Levine won a Mazda 808 as part of a showcase worth $2504.
dropped in front of an audience notorious
for going ape over Hyundai Accents and
stripped Toyota Tacomas.
It takes a lot to get the crew inter-
ested, said Paul Belben, the stagehand
entrusted with driving the paddle-shifted
8 onto and of the set. I was kind of dis-
appointed, though. I wanted it to be a
stick. Prize cars are usually borrowed
from local dealers, but the Ferrari had to be rentedthe show
would buy a 458 if it were won.
I was determined there was going to be a Ferrari on the show,
said executive producer Mike Richards. Theres no reason this
show shouldnt have the best car in the world on it.
For her chance at the 458, Therese Cook from San Diego, Cali-
fornia, played the Three Strikes game, in which discs marked with
the digits in the cars price are inserted into a bag along with three
strike discs. The player blindly reaches in and pulls out a disc.
Get a number, and you try to guess which
position in the (this-case) six-digit price it
occupies. Get it wrong, and the disc goes
back in the bag. Strikes came out on Cooks
frst two pulls, and she didn't correctly
place a single number before pulling the
third strike disc. As of this writing, the
episode is scheduled to air April 24.
The show buys most of its prizes, and
though Richards wont share how big
the budget is, the 458 Spider would have
taken a big chunk. I wanted her to win that
car so bad, because what an amazing
moment, Richards said.
But I would have had to go
through the rest of the
season with an ulcer.
Come on Down!
THE DAY THE PRICE IS RIGHT OFFERED UP A FERRARI.
by John Pearley Human
8000+
upfront
caranddriver.com
0 6 . 2 013
038 . .
THE FI RST CAR
TELEVI SION!
[BUZZER,
HEARTBREAK
TROMBONE]
THE COLUMNI STS upfront
caranddriver.com
0 6 . 2 013
040 . .
here are certain workers upon whom Americans
would gladly deposit sheep entrails: trial lawyers, Wall Street bankers, congressmen. Of
course, the most virulent contempt has historically been reserved for car salesmen. Which
is odd. I love car salesmen. I love their stories, I love their tactics, I love undercoating, I love
the occasional sewer transaction, I love their pants. When Saturn announced no-haggle
prices, I thought, jeez, there goes half the adventure. I mean, whod sign up for a safari in which
you sit at home and a hardworking Kenyan fellow simply FedExes you a couple of dead lions?
Plus, salesmen aford one of life's chocolatecovered cherries: testdriving someone else's
automobile. For free. I made a whole career of it. You live 80 years, George Carlin said, and
at best you get about six minutes of pure magic. Ive already spent all six of mine on test drives.
Pre-C/D, of course, I had to connive my own drives. The only surefre tactic was to haul
my trial-lawyer father along. But by age 17, I did unilaterally bag the metaphorical lion, nail-
ing a longish hair-tearer in a four-speed 1968 Plymouth Road Runner from Spitzer Dodge
in Columbus, Ohio. I dressed up in rayon slacks, a starched white shirt, and a black clip-on
tie. I looked like Ralph Nader. I wont say I scared the ride-along salesman, but when he
climbed from the carheat waves radiating of every surfacehe had on his face the look
of a man who had come to a frm decision about fathering a son.
In 2006, I wrote a story in which I interviewed maybe 25 car salesmen, amassing 15 reli-
able tricks to secure a satisfying test drive. The dealerships protocols were all over the map.
Among a certain segment of our popula-
tionand Im not playing the brain-dam-
age card, herethere is a kind of tone-deaf
complacency about buying cars. Its baf-
fing, like selecting a doctor by the type of
shoes he wears. Some of the carelessness
derives from the notion that internet
research is more credible than what is fact-
checked and peer-reviewed and profession-
ally edited in newspapers and magazines,
not that I have an ax to grind. But its also
probable that more and more buyers view
a car as a tiresome transport pod, the equiv-
alent of a refrigerator or that Orwellian
nightmare of a train at the Atlanta airport.
I understand it, sort of. In fact, Im guilty in
reverse. Six months ago, I bought a $1900
refrigerator after shopping only at Lowes,
ultimately basing my decision upon the blue
LEDs that looked like Paul Czanne might
have exploded inside the vegetable crisper.
My father test-drove everything, year-
round. A 50-mile cruise to Plain City was
merely a hop, a skip, and a third-gear
press. He routinely kept the test car over-
night or until a panicky salesman phoned,
and he enjoyed parking dealer-plated cars
in front of the courthouse because they
never got ticketed. He once removed a black
74 Dodge Charger 440 from a detailing
station, and the salesman reported it sto-
len. He once drove home in a red 67 Shelby
GToo that he somehow wangled right of
Dan Rohyans Fords waxed showroom
foor. The next morn, I stood before him,
reciting 20 reasons why the Shelby so faith-
fully refected our family's unique lifestyle.
You'd make a fne lawyer," he said. But
instead of purchasing the GT500, he came
home a month later with a factory-ordered
67 Mercury Cougar, red with black vinyl
roof, a car that later died during my drivers
exam and whose mechanicals were so foul
and paralyzingly contemptible that my
sister, Angie, for the rest of her life, could
not even approach the Large Cat compound
at the Columbus Zoo.
So, my theme today has been cats. But
also this: My dad never test-drove that
Cougar.
A Volvo salesman told me, If I believe
youre serious, Ill let you take a car home
for the night with unlimited miles. Yet a
Honda general manager said, Our test
drives are restricted to less than fve miles,
with the salesman driving half that dis-
tancewhich sounded to me like having
your mom arrange your prom date.
Anyway, imagine my surprise to read a
Maritz Research study suggesting that 11
percent of shoppers, before purchasing a
car, conducted no test drive at all. In fact,
only 52 percent indicated that a drive was
even very infuential." One reason, appar-
ently, is that buyers coming out of the same
brand often assume that the replacement
model will drive identically, which is like
assuming that Nixon would equal Lincolns
performance because they were both presi-
dents. If its true that the average U.S. car
buyer has been absent from the market for
6.5 years, well, hes naturally going to be
blind to the myriad advances that accrued
in the interim. A customer who trades his
2006 Ford Explorer for a no-test-drive 2012
Explorer with MyFord Touch might well be
in for a hilarious burst blood vessel or two
on that frst drive home.
Now theres an IBM study indicating
that the number of buyers who eschewed
test drives is even higher21 percent. The
survey further implies that 40 percent vis-
ited only one dealership, and 24 percent
researched only one carthe car they pur-
chased. Whod get married after one date?
He removed a black
Charger 440 from
a detailing station,
and the salesman
reported it stolen.
Take the test drive. Really. Take it.
/ by John Phillips
T
THE COLUMNI STS upfront
caranddriver.com
0 6 . 2 013
042 . .
efore we go any further, lets be clear on one
thing: Im a fan of Tesla Motors chief Elon Musk. Its not because hes both two years
younger than me and, with a net worth of $2.7 billion, ranks 527th on Forbess 2013 list of
ridiculously rich people. For that, I should hate him. Im a fan because Musk did what Im
fairly certain that I wouldnt have done, had I been handed a check for several hundred mil-
lion at the age of 31 for inventing PayPal. Had it been me instead of him, I would have called
my contribution to mankind complete and frittered away my remaining days on some island,
with brief public appearances on the entry rosters for the Pebble Beach concours, the Mille
Miglia Storica, the Reno air races, and wherever else money and vanity collide to spectacu-
lar efect. Instead, Musk threw his wealth and considerable intellect into an electriccar
company. And he got into residential solar panels. And, as if those two activities are just
something to divert the mind between crossword puzzles, he started SpaceX, the frst
private operation to successfully build and launch a rocket into orbit.
A few years ago, conservative columnist George F. Will penned a piece called The Base-
ment Boys, in which he lamented the culture of immaturity among the many young men
who are reluctant to grow up. Plenty of American males want to be successful, but, Will
asserts, fewer and fewer are actually doing anything to make it happen. Instead, theyre
increasingly embracing youthful slackerism as a permanent lifestyle choice. Musk may have
his personal failings, one of which could very well be megalomania, but hes no slacker idol
So it would have been, had Musk not
risen up to protest the perceived outrage.
On Tesla's website, he fred of a direct
retort to Broders story, basing his case on
data logged by the cars computer. When
the facts didnt suit [Broders] opinion,
seethed Musk, he simply changed the
facts. Broder responded the next day with
a point-by-point counterargument. Smell-
ing the blood on the switchblades, the
national press picked up the story and it
went bouncing around the media echo
chamber.
Finally, the Times Margaret Sullivan,
whose title is public editor, wrote an
op-ed blog citing problems with the storys
precision and judgment, but not integ-
rity. All that did was prove that being
thrown halfway under a bus creates a bigger
mess than being thrown all the way under.
Musk has done this before with the
press, Car and Driver included, and perhaps
he is right to fght for his company's honor.
But anybody following these dense debates
needs lots of time and a decoder ring to sort
through the arguments. Few people have
either. However, every time Musk makes a
stink, the wider public is alertednot to
potential media incompetence, but to the
fact that average mortals cant operate an
electric vehicle safely without thoroughly
memorizing the owners manual and/or
making panicky calls to the company.
People dont want complex cars, and
they certainly dont want to read the own-
ers manuals. They want cars that go where
theyre pointed and that never, ever make
them walk. Range anxiety" is a fufy
kitten of a euphemism for the cold, primal
terror drivers have for a car that suddenly
stops. Those who routinely use elevated
expressways to cross inner-city neighbor-
hoods fear walking more than the A-bomb.
Musk complained later that Broders
story cost Tesla $100 million in shareholder
value. He ought to look in a mirror. As a fan
of both Musk and of automotive innova-
tion, I think he should hire someone who is
authorized to tell the boss, in the nicest
possible tone, when to shut the hell up.
in the modern mold. The mans Wikipedia
entry never stops expanding. He walks the
halls of Wall Street, calls the fnal frontier
his corner ofce, and consults with presi-
dents. Im proud just to be in the same gen-
eration as this guy.
That said, Musk could use some PR help,
as his recent rumble with the New York
Times proves. Lots of people you know and
admire call the Times slanted, but to call the
Gray Lady an outright liar is crossing a line
and standing with such notorious opera-
tives as the Chinese government.
For those of you who may have missed
it, the row started when Times reporter
John Broder wrote in the February 8
edition of an attempt to road-trip in the
Tesla Model S from Washington, D.C., to
Connecticut by hopscotching from one
newly installed Tesla supercharger sta-
tion to another. The accompanying photo
of the car being winched aboard a wrecker
and the headline, Stalled on the E.V.
Highway, sum up the result.
Broders misadventure is too detailed to
be recounted here, but, by his account, it
involved numerous panicky calls to Tesla
for assistance and attempts to stretch the
cars range by driving dangerously slowly
on the New Jersey Turnpike in sub-freezing
temperatures with the heat switched of. It
was deeply negative press, but in the
pounding cacophony of todays media envi-
ronment, even the New York Times is just
tomorrow's soonforgotten fsh wrapping.
B
Why the great Elon Musk needs a muzzle.
/ by Aaron Robinson
To call the Gray
Lady a liar is
crossing a line and
standing with the
Chinese government.
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no. 1 SPORTS SEDANS, P. 46

no. 2 SMALL CROSSOVERS, P. 56
no. 3 SUPERCARS, P. 62
no. 4 MID-SIZE SEDANS, P. 70
no. 5 DIESEL SUVs, P. 84
no. 6 MAN VS. CAR VS. TRAIN, P. 94
COMP
ARO
ISSUE
What is it with this need to compare and
rank? Where does it come from? It has to be
an evolutionary imperative, some kind of
deep programming that keeps us from
eating the wrong berries, because its
literally everywhere. As kids, we compared
who could run faster, who could throw
farther, which superhero could out-
superhero whom. But we never abandon
the comparative impulse. Advancing age
and technology dont dull it, they just add
nuancevariables and stats that comfort
us into surety. Think about it. Has an hour
gone by when you didnt weigh the merits of
one thing against another? Open the fridge
and its there: Coke or Coke Zero? Drive
down a freeway and the faster lane beckons.
Even your TV remote is a comparison tool.
The hoary clich is true: Choice is
everywhere, now more than ever,
tomorrow more than
today. Its there
because we need it to
be, and because we
keep creating things
a\YYaUNa[RRQ@\
what started out as a
way to not die has
morphed into
megamarts selling 40
kinds of soap. What
we want and need to
know is this: Which
ones better? And
aUNa[NYYfV`dUNa
were here to declare.
The Editors
This graphic
displays the
average specs
of every group
of vehicles
featured in
this section,
except number
six because
Sabatini kept
overtaxing
the dyno.
special section . 06.2013 045
photography by NAME HERE
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CADILLACATS 3.6
PR|CL: $49,I85 P0WLR: 32I bp I0R0UL: 2I5 |bft WL|PI: 356I |b C/D 0BSLRVLD NP: I8
BMW 335i
PR|CL: $5I,545 P0WLR: 300 bp I0R0UL: 300 |bft WL|PI: 3605 |b C/D 0BSLRVLD NP: 20
2014 LEXUSIS350 F SPORT
PR|CL: $49,000 (est) P0WLR: 306 bp I0R0UL: 2II |bft WL|PI: 3I05 |b C/D 0BSLRVLD NP: I8
no. 1 COMPARO ISSUE
photography by NAME HERE
P
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06.2013 047
We convene a
conclave of the
segments greatest
and latest, as we
search for its
spiritual leader.
by JARED GALL
photography by JAMES LIPMAN
SPOR
TS
SED
AN
no. 1 PARO ISSUE COMP C 006.2013 13 aranddriver.com ca
048
.
Dont get us wrong. BMW still builds a
divine driver, and the company isnt just
stepping down. Defending its papal tiara,
here is the 335i M Sportuntil the arrival
of the next M3, the purest expression of
BMWs values. Compared with lesser 3s,
its springs and dampers are frmer, its anti
roll bars stifer, and its body o. inch closer
to the road. The BMW inlinesix is the staf
of power in sportssedandom, and this one
makes oo horsepower and oo pound
feet of torque. With a price tag of S,,
though, it wont leave you much for the
collection basket.
Should BMW falter, the Cadillac ATS
leads in the running to be ordained
supreme pontif of sports sedans. In its loss
to the z8i, we called the fourcylinder ATS the besthandling sports
sedan on the market today." Its coarse turbofour was a main culprit in
that outcome, the example tested here has GM's modern .6liter V6 with
z horses and z; poundfeet. Cadillac's sport package is the IL perform
ance suspension that includes GMs magnetorheological shocks and a
limitedslip diferential. The ATS's Sp,8 sticker shows |ust how bent
Cadillac is on beating BMW on a level playing feld.
to th o the z8i, we called the fourcylinder ATS the besthandling sports
sedan on the market today." Its coarse turbofour was a main culprit in n on the market today." Its coarse turbofour was a main culprit in
that outcome, the example tested here has GM's modern .6liter V6 with ome, the example tested here has GM's modern .6liter V6
z horses and z; poundfeet. Cadillac's ort ck e is the IL perform z; poundfeet. Cadillac's sport package is the IL
ance suspension that includes GMs magnetorheological shocks and a ncludes GMs magnetorheolo
limitedslip diferential. The ATS's Sp,8 sticker shows |ust how bent
Cadillac is on beating BMW on a level playing feld.
Spiritually, we feel a little adrift. When Pope Benedict XVI
resigned in February, it was the second deeply confounding blow
in a short period. A few months prior, wed pitted the new
F30-generation BMW 328i against a Cadillac ATS and concluded
that the Caddy was the more entertaining car. Given the
3-seriess history in our testing22 consecutive 10Best awards
and a nearly unblemished comparison-test recordthis revela-
tion was, to us, unsettling. While the 328i eked out a victory over
the ATS on the merits of its powertrain and overall polish, it
seemed that perhaps the time had come to convene our own
College of Cardinals. From the cars gathered here, we shall
anoint the spiritual leader for sports sedans everywhere.
Background: If even our grains need
elevators, how can Americans be expected
to take the stairs? At least the ATS is lightweight.
049
The emergent entry in this segment is
the Lexus IS350. Architecturally a scaled-
down Lexus GS, its 3.4 inches longer and a
touch wider and taller than its predecessor.
There's a signifcant z.;inch stretch in
wheelbase, and added size means added
mass. The last generations 3.5-liter V-6 car-
ries over with o6 horsepower and z;;
pound-feet, although an eight-speed auto-
matic helps both acceleration and fuel econ-
omy against the Lexuss heaviest-in-test
;o pounds. The I Sport package tweaks
spring rates and damper tuning, plus it adds
a more aggressive fascia and other decora-
tion. Iresh from its debut, the IS doesn't
have an ofcial price yet, but fgure this one
should go for around $49,000.
Lacking a Sistine Chapel in which to con-
duct our conclave, we instead headed to
Gods chapel (paved by the Texas Depart-
ment of Transportation) in the Hill Country
north of San Antonio. There, we balloted on
roads straight and fat, kinked and undulat-
ing until we came to a consensus. There was,
fortunately, no puf of white smoke signal-
ling our decision.
three. CADILLAC ATS 3.6
It is frustrating to put in last place a car we
like as much as the ATS, doubly so to do it
twice. History would suggest that Cadillac
is not supposed to build cars like this,
indeed, that few companies other than
BMW know how. Ielightfully neutral
handling and hefty steering make this the
most engaging car for a run through the
hills; the rear ends willingness to contribute
to directional changes is both thrilling and
a little nerveracking. The Cadillac is the
lightest candidate here, with a weight distri-
bution closest to 50/50. It stopped the short-
est, circled the skidpad the fastest, and beat
the Bavarian in the slalom.
Even with the fancy dampers, the ATS is
the only car here that doesnt experience a
dramatic personality change between its
relax and attack modes. In the Lexus in
particular, changing from normal to
sport-plus reveals a sharp duality, but the
Cadillac indulges in no such switch. With
the suspension in tour mode, occupants
feel nearly every bump in the roadbut they
feel them only once, and all edges are
rounded of. The ATS admirably controls
wheel and body motions without isolating
its passengers from the sensations of speed
and chassis activity. This is the car in which
the driver feels the most connected.
Not only does the ATS have a unifed per-
sonality, it has just one focusits chassis.
This fxation is what ruined its chances for a
higher fnish. The six is linear and strong
through most of the range, but both power
delivery and sound fray near its ;ooorpm
redline. Even with the best power-to-weight
ratio here, the ATS was the slowest car in the
test, its six-speed trans outclassed by the
oppositions eights. Ratio count isnt every-
thing, but we docked the ATS points for hav-
ing the slowest shifts and being the only car
in which gear changes noticeably interrupt
forward thrust. Against a pair of outstand-
Cadillac ATS 3.6
+ If everything were as
excellent as the chassis, this
would be untouchable.
_
Nothing is as excellent as
the chassis; CUE is as excellent
as herpes.
= The most fun, but the most
NdRQ
The Cadillacs interior wins in redness, but we
agreed that the BMWs was the only one four
of us could happily ride in to distant lunch spots.
no. 1 COMPARO ISSUE
050
ing powertrains, the ATSs was judged
merely good.
While its compact size helps make the
Cadillac feel agile and light, it also restricts
in teri or space. Both front and rear seats
were judged the least accommodating in the
test, and while we like the daring red-and-
black in teri or in our car, what looks simply
low-rent on the door panels and the top of
the dash feels totally unconvincing to the
touch. The unappealing shifter boot appears
to be stitched from wrinkly elephant hide.
And our blood pressure will skyrocket if we
dwell on it too much, but with every encoun-
ter, CUECadillacs touch-screen infotain-
ment systemclimbs higher on our list of
unforgivable automotive sins.
two. BMW 335i
6ZNTV[RU\dQVPbYaVaZb`aORS\_aUR=\]R
to maintain his piety day in and day out,
especially now that his responsibilities
include posting on Twitter, forcing him to
mingle with the lowest of mankinds embar-
rassing low. Few can fathom that sort of
BMW 335i
+ All hail the inline-six; may
its reign be eternal.
_
Noisy and busy suspension,
lifeless electrically assisted
steering.
= Still good at everything, but
no longer the best at much.
051
BMW 335i
$44,045
$51,545
182.5 inches
71.3 inches
55.9 inches
110.6 inches
60.5 inches
62.1 inches
F: 54 cubic feet
R: 42 cubic feet
13 cubic feet
turbocharged DOHC
24-valve inline-6
182 cu in (2979 cc)
300 @ 5800
300 @ 1200
7000/7000 rpm
12.0
8-speed automatic
rear
1
4.71/5.0/35
2
3.14/7.5/53
3
2.11/11.2/79
4
1.67/14.2/99
5
1.29/18.4/129
6
1.00/23.7/155
7
0.84/28.2/155
8
0.67/35.4/155
3.15
F: struts, coil springs,
anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 13.4-inch vented
disc
R: 13.0-inch vented
disc
fully defeatable,
traction off
Bridgestone Potenza
S001 RFT
F: 225/40R-19 89Y
R: 255/35R-19 92Y
1.8 sec
4.6 sec
11.8 sec
21.8 sec
13.3 sec @ 105
5.5 sec
2.8 sec
3.2 sec
155 mph (gov ltd)
164 feet
0.89 g
45.0 mph
3605 pounds
51.5/48.5
15.8 gallons
91 octane
23/33 mpg
20 mpg
41 dBA
73 dBA
64 dBA
CADILLAC
ATS 3.6
$42,090
$49,185
182.8 inches
71.1 inches
55.9 inches
109.3 inches
59.5 inches
60.9 inches
F: 52 cubic feet
R: 38 cubic feet
13 cubic feet
DOHC
24-valve V-6
217 cu in (3564 cc)
321 @ 6800
275 @ 4800
7000/7000 rpm
11.1
6-speed automatic
rear
1
4.06/5.4/38
2
2.37/9.3/65
3
1.55/14.3/100
4
1.16/19.1/134
5
0.85/26.0/152
6
0.67/33.0/152
3.27
F: struts, coil springs,
anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 12.6-inch vented
disc
R: 12.4-inch vented
disc
fully defeatable,
traction off
Bridgestone Potenza
RE050A RFT
F: 225/40RF-18 88W
R: 255/35RF-18 90W
2.1 sec
5.6 sec
13.8 sec
26.2 sec
14.2 sec @ 101
5.8 sec
3.1 sec
3.9 sec
152 mph (gov ltd)
163 feet
0.91 g
46.0 mph
3561 pounds
51.1/48.9
16.0 gallons
87 octane
19/28 mpg
18 mpg
41 dBA
77 dBA
66 dBA
2014 LEXUS
IS350
F SPORT
$45,000*
$49,000*
183.7 inches
71.3 inches
56.3 inches
110.2 inches
60.4 inches
60.6 inches
F: 55 cubic feet
R: 37 cubic feet
14 cubic feet
DOHC
24-valve V-6
211 cu in (3456 cc)
306 @ 6400
277 @ 4800
6600/6700 rpm
12.1
8-speed automatic
rear
1
4.60/5.1/34
2
2.72/8.7/58
3
1.86/12.4/83
4
1.46/15.7/105
5
1.23/18.5/124
6
1.00/22.8/143
7
0.82/27.8/143
8
0.69/33.0/143
3.13
F: control arms, coil
springs, anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 13.2-inch vented
disc
R: 12.2-inch vented
disc
fully defeatable,
traction off
Bridgestone
Turanza ER33
F: 225/40R-18 88Y
R: 255/35R-18 90Y
2.0 sec
5.6 sec
13.5 sec
25.9 sec
14.0 sec @ 102
6.2 sec
3.2 sec
3.9 sec
143 mph (gov ltd,
mfrs claim)
177 feet
0.85 g
46.6 mph
3705 pounds
53.1/46.9
17.4 gallons
91 octane
19/28 mpg
18 mpg
42 dBA
73 dBA
65 dBA
vehicle
BASE PRICE
PRICE AS TESTED
DIMENSIONS
LENGTH
WIDTH
HEIGHT
WHEELBASE
FRONT TRACK
REAR TRACK
INTERIOR VOLUME
TRUNK
powertrain
ENGINE
POWER HP @ RPM
TORQUE
LB-FT @ RPM
REDLINE/FUEL CUTOFF
LB PER HP
DRIVELINE
TRANSMISSION
DRIVEN WHEELS
GEAR RATIO:1/
MPH PER 1000 RPM/
MAX MPH
AXLE RATIO:1
chassis
SUSPENSION
BRAKES
STABILITY CONTROL
TIRES
C/D test results
ACCELERATION
030 MPH
060 MPH
0100 MPH
0130 MPH
1/4-MILE @ MPH
ROLLING START,
560 MPH
TOP GEAR,
3050 MPH
TOP GEAR, 5070 MPH
TOP SPEED
CHASSIS
BRAKING, 700 MPH
ROADHOLDING,
200-FT-DIA SKIDPAD
610-FT SLALOM
WEIGHT
CURB
%FRONT/%REAR
FUEL
TANK
RATING
EPA CITY/HWY
C/D 500-MILE TRIP
SOUND LEVEL
IDLE
FULL THROTTLE
70-MPH CRUISE
tested in Uvalde, Texas, by K.C. COLWELL *C/D estimated.
unwavering discipline. BMW maintained
such a regimen for years, and it has shown in
the continued excellence of its cars. But
after we cycled through the cars on our Hill
Country loop, the question on everybodys
mind was one vocalized by technical editor
K.C. Colwell: Is it possible that the BMW
has the worst steering here? With the F30,
BMW wavered. This is the frst series that
feels less thoroughly engineered than its
competition. Its competent, its spacious,
its comfortable; but in comparison with
other cars in its segment, the series is
undercooked.
Of course, thats a relative statement.
When engaged, it is superbly balanced.
Between the boosted six, which is already
making peak torque at 1200 rpm, and the
eightspeed automatic, its power fow is as
continuous as an electric cars. It was a full
second quicker than the Caddy and Lexus to
60 mph, more than 1.5 seconds quicker to
100, and the only car to crack the 13s in the
quartermile. Stand on the gas from a stop,
and theres a bit of lag, but with a touch
of brake torque it all but disappears. In
sport" and sportplus" modes, the throt
tle response is absolutely perfectimmedi
ate, linear, and predictablemaking minute
corrections simple and natural.
And yet, the M Sport package fails to rec
tify our complaints about the F30 chassis.
Theres more movement from both front
and rear axles than expected, more than its
predecessor exhibited and, notably, more
than either the ATS or the IS displays. Lven
with the optional suspension, body control
falters. Bumps that the Lexus absorbs and
the Cadillac shrugs of with a single succinct
compression and rebound make the BMW
pitch and roll and fght to stay online. Com
pared with the other two cars here, the
BMW feels immense and slowwitted. Its
steering also seems comparatively lazy, too
light and vague oncenter, and what little
High-end brushed-nickel-look trim contrasts
with an HVAC panel straight out of 1993. In
93, radios had seek buttons. The ISs doesnt.
High- h-end br ru
with h an HVA VA
93, rad dios had d
no. 1 COMPARO ISSUE
052
feel there is to begin with disappears
entirely in fast transitions.
And that is whats most damning: The M
Sport is capable, but its not as engaging as
either opponent. It seems to say to the
driver, Here, Ill do it. And it does, but
without the grace of the Lexus or the thrill
of the Cadillac. Driving should be a joint
efort between machine and man, but here
the driver is more along for the ride. In this
grouping, its not the 3-series that delivers
the exceptional experience.
one. LEXUS IS350 F SPORT
Habemus Papem! Like the installation of
Irancis, the world's frst Latin American
pontif, the crowning of a Lexus as the high
priest of the sports-sedan world is some-
thing few saw cominguntil we dove into
the twisting, climbing, kinking, plunging
roads around Leakey, Texas.
We didnt see it coming because, on any
other type of road, the IS clearly exhibits
Lexuss traditional top priority: serenity.
On typical highway surfaces, minute
twitches in the steering wheel and nearly
imperceptible shifts of the body ofer only
the slightest hint of what lurks within. But
charge into a series of quick bends and the
IS completely changes its character. Turn-
in is crisper in the Lexus than in either the
BMW or the Cadillac, a fact borne out by its
frstplace slalom fnish in spite of a medio-
cre skidpad performance. More important,
the Lexus is utterly imperturbable. Bumps
that send other cars skittering ofline or
scrambling to maintain their course are
absorbed and dispatched, but not kept com-
pletely hidden from the driver.
It used to be that, in this class, there was a
Lexus IS350 F Sport
+ A most delightful split
personality, heavenly seats.
_
Can feel remote and lazy
dUR[V[`bPVR[aYf
PUNYYR[TRQ
= Slumbering Lexus wakes up,
woos us, and wins us over.
053
vehicle
DRIVER COMFORT
ERGONOMICS
REAR-SEAT COMFORT
REAR-SEAT SPACE*
TRUNK SPACE*
FEATURES/AMENITIES*
FIT AND FINISH
INTERIOR STYLING
EXTERIOR STYLING
REBATES/EXTRAS*
AS-TESTED PRICE*
SUBTOTAL
powertrain
1/4-MILE ACCELERATION*
FLEXIBILITY*
FUEL ECONOMY*
ENGINE NVH
TRANSMISSION
SUBTOTAL
chassis
PERFORMANCE*
STEERING FEEL
BRAKE FEEL
HANDLING
RIDE
SUBTOTAL
experience
FUN TO DRIVE
GRAND TOTAL
10
10
5
5
5
10
10
10
10
5
20
100
20
5
10
10
10
55
20
10
10
10
10
60
25
240
10
8
4
3
5
7
10
9
9
0
20
85
17
4
8
9
10
48
17
9
8
9
10
53
22
208
8
10
5
5
5
8
8
8
9
1
19
86
20
3
10
10
10
53
19
7
9
7
7
49
19
207
7
7
2
4
5
10
8
8
8
1
20
80
16
5
8
8
7
44
20
9
9
9
8
55
22
201
FI NAL RESULTS
RANK
M
a
x
i
m
u
m

p
o
i
n
t
s

a
v
a
i
l
a
b
l
e
2
0
1
4

L
E
X
U
S

I
S
3
5
0

F

S
P
O
R
T
B
M
W

3
3
5
i
C
A
D
I
L
L
A
C

A
T
S

3
.
6
1 2 3
* These objective scores
are calculated from the
vehicles dimensions,
capacities, rebates and
extras, and/or test results.
clear divide in terms of refnement between
the BMW inlinesix and the engines ofered
by competitors. That gap is rapidly shrinking.
Both the Cadillacs and the Lexuss Vs are
surprisingly close to the BMW straightsix,
but the IS's is smoother than the ATS's. And
its eightspeed automatic is quicker and more
seamless than the Caddy's sixspeed though
basically on par with BMW's transmission.
Additionally, the Lexus is lavishly, indul-
gently comfortable. Its front seats are an
ergonomic feat, perfectly cupped and pad-
ded with no tangible break between back
and bottom cushions, |ust one immaculate
sweep of support from shoulders to thighs.
Our drivers, trapped within a wide array of
body types, unanimously swooned. Yes, the
BMW is slightly more spacious in the rear,
but nobody anywhere in that car is as com-
fortable as the people in the front of the
Lexus. It's a good thing we have so few other
complaints about the IS, though, because its
mouseoperated infotainment system
burns through our good will in short order
and turns us into sputtering, apoplectic
maniacs. Iistracted driving" is a rally-
ing cry for safety advocates everywhere,
this device is infotainment's nadir, a
deserving fashpoint for a revolution
against its kind.
Lvery other negative gets turned
around when you wake the IS up, though.
Its variableratio steering, seemingly
overboosted and a touch slow in highway
travel, comes alive on coursing twolanes,
quickening and taking on a pleasing heft.
The brake pedal feels a tad touchy when
commuting, but reacts more predictably
under duress, better coordinating pres-
sure to stopping power. The IS manages
to be both typically Lexuscivil and
delightfully capable its stops are still the
longest, though). Roman Catholicism
preaches transubstantiation, the belief
that consecrated bread and wine become
fesh and blood. The manner in which the
Lexus transforms from innocuous to
vivid is nearly as miraculous.
no. 2 COMPARO ISSUE
photography by NAME HERE
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September 2012], proclaiming it enthusiast-
primed despite a 155-hp 2.0-liter four-cylinder
that left it last in acceleration tests. Our esteem
for the 2013 CX-5 came from its handling, but for
the 2014 model year a new 2.5-liter four-cylinder
making 184 horsepower comes standard in all
but the base trim.
If an extra 29 ponies for the favorite were not
reason enough to stage a new comparo, Toyotas
long-awaited revision of the RAV4 would have
been. The old model dated to zoo and refected
an era in which it was permissible to mount a
spare tire on the side-hinged rear door of your
compact utility. Actually, it wasnt, but Toyota did
it anyway, part of its throw-everything-at-the-
wall-and-see-what-sticks strategy. The 2013
RAV4, however, is a thoroughly modern adherent
to the paradigm, with only its 2.5-liter, 176-hp
four carried over from before. Gone is the useless
third row, but also the much-loved 269-hp V-6. At
least the old four and fvespeed automatics have
been sacrifced in the name of continuous
improvement; the new RAV4 features a six-speed.
If only the other fresh entry, the 2014 Subaru
Forester, were so lucky. Saddled with a continu-
ously variable transmission as its only automatic,
the slightly larger and more refned Iorester can
also be had with a six-speed manual in lesser trim
levels, but only with the 170-hp 2.5-liter four. (An
optional, turbocharged z.oliter ofers an 8ohp
CROS
SO
VER
Forgive this observation, but most modern com-
pact SUVs have all the personality of an escalator.
And theyre all pretty much the same escalator, as
the genre has recently coalesced around a single
approach. After years of experimentation that
brought us everything from the Suzuki X-90 to
the Isuzu Amigo, items such as transfer cases, V-6
engines, softtops, and three-door models are all
as out as, well, Suzuki and Isuzu. Gone, also, is any
semblance of truckishness. Even with their
optional all-wheel-drive systems, these jacked-up
unibody wagons now make no pretense of any real
\_\NQNOVYVaf
But for all the conformity, the car industry is clearly giving
buyers what they want. Small crossovers are now one of the
markets fastest-growing segments. Only Mazda seems intent
on subverting the compact-crossover template by building
one thats actually fun to drive. We singled out the then-new
CX-5 in a six-model comparison test last year [The Minors,
Only one of these small
utes swims against the
current. Guess which one.
by JEFF SABATINI
photography by ROY RITCHIE
057
photography by NAME HERE
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057
2014 SUBARU FORESTER 2.5i TOURING
PR|CL: $33,220 P0WLR: II0 bp I0R0UL: II4 |bft WL|PI: 3466 |b C/D 0BSLRVLD NP: I9
2014 MAZDA CX-5 GRAND TOURING AWD
PR|CL: $3I,890 P0WLR: I84 bp I0R0UL: I85 |bft WL|PI: 3508 |b C/D 0BSLRVLD NP: 2I
TOYOTA RAV4 XLE AWD
PR|CL: $2I,565 P0WLR: II6 bp I0R0UL: II2 |bft WL|PI: 35I3 |b C/D 0BSLRVLD NP: I9
06.2013
no. 2 COMPARO ISSUE
058
upgrade.) While we might have preferred to
forgo the leather upholstery and other amen-
ities to get the stick in our test vehicle, that
would have dropped the sticker well below
the others, as well as our $30,000 target.
Instead, our Forester 2.5i Touring tester
overshot at an all-grown-up-now $33,220,
outpricing the others thanks to a $2400
package that includes remote start, adaptive
cruise control, and collision-braking and
lane-departure-warning systems. The CX-5
Grand Touring AWD was next at $31,890,
bringing a $1625 Technology package with
keyless entry, navigation, and adaptive HID
headlights. The bargain of the group was the
RAV4 XLE AWD. With the $1030 Display
Audio with Navigation and Entune package,
it stickered at just $27,565 but lacked fea-
tures such as seat heaters, power adjust-
ment, and leather.
We chose the snaking roads around
northern Michigans Au Sable River for our
driving. The states longest river runs for 138
miles through the Huron National Forest,
an area that was once the province of lum-
berjacks, river rats, and other he-men of the
19th century. Like our test subjects, the Au
Sables sandy banks have become more civi-
lized, now home to pastimes such as canoe-
ing and kayaking and, for those whose sense
of adventure extends about as far as getting
out of bed in the morning, tubing. Even in
winter, when its crisscrossed with ski trails,
its an environment that echoes the out-
doorsy active-lifestyle marketing for
these little two-box trucklets, whether
those who buy them partake or not.
three. SUBARU FORESTER
It didnt take long to realize that the For-
ester was the odd man out in this test. Not
because its a bad carin fact, it seemed the
most carlike of the triobut because it feels
like a car thats not much fun to drive.
The problem is twofold but starts with
the transmission, a CVT that displays all the
worst qualities of these units. Wed take the
four-speed from the old RAV4 over this
thing. Heck, wed even take a two-speed
Powerglide. The Subaru CVT tricks your
ears into believing the Forester has good
throttle response, but the accelerator pedal
is about as nuanced as a light switch. Stomp-
ing on the gas yields no surge of power, just
a rush of revs and noise from the engine.
Without steps in the gearing, like those in
the CVT that Subaru uses with its more
powerful engine, the Forester drones away
even as it makes sluggish progress. It fn-
ished dead last in acceleration testing, doing
zero to 60 mph in 8.6 seconds and turning in
a 16.7-second quarter-mile.
The Iorester also sufers the vice of over
assisted steering; it is slow to load up and
almost devoid of feedback, leaving the
Subarus helmsman continually sawing at
the wheel, overcorrecting one way, then
another. The Forester had the softest, most
comfort-oriented suspension of the group
and it leaned more under cornering, but it
didnt feel apt to wash out its front end any
more than the others. The Subies all-wheel-
drive system seemed to do more front-to-
rear power transfer than the others, and
Subaru Forester
+ Huge greenhouse, soft ride
is the most carlike.
_
Loose and disconnected
steering feel, a CVT thats a
deal-breaker.
= When the destination
is more important than the
journey.

Tall windows and a high roof give the
Forester a bright and airy interior. Subarus
infotainment interface is ddly in the extreme.
059
tested in Chelsea, Michigan, by K.C. COLWELL
vehicle
BASE PRICE
PRICE AS TESTED
DIMENSIONS
LENGTH
WIDTH
HEIGHT
WHEELBASE
FRONT TRACK
REAR TRACK
INTERIOR VOLUME
CARGO BEHIND
TOWING
MAX
AS TESTED
powertrain
ENGINE
POWER HP @ RPM
TORQUE LB-FT @ RPM
REDLINE
LB PER HP
DRIVELINE
TRANSMISSION
DRIVEN WHEELS
GEAR RATIO:1/
MPH PER 1000 RPM/
MAX MPH
AXLE RATIO:1
chassis
SUSPENSION
BRAKES
STABILITY CONTROL
TIRES
C/D test results
ACCELERATION
030 MPH
060 MPH
0100 MPH
0110 MPH
1/4-MILE @ MPH
ROLLING START,
560 MPH
TOP GEAR, 3050 MPH
TOP GEAR, 5070 MPH
TOP SPEED
CHASSIS
BRAKING, 700 MPH
ROADHOLDING,
300-FT-DIA SKIDPAD
610-FT SLALOM
WEIGHT
CURB
%FRONT/%REAR
CG HEIGHT
FUEL
TANK
RATING
EPA CITY/HWY
C/D 450-MILE TRIP
PRACTICAL STOWAGE
BEER CASES,
SEATS UP/FOLDED
LENGTH OF PIPE
LARGEST FLAT PANEL,
LENGTH X WIDTH
SOUND LEVEL
IDLE
FULL THROTTLE
70-MPH CRUISE
*Stability-control inhibited.
2014 MAZDA
CX-5 GRAND
TOURING AWD
$29,665
$31,890
178.7 inches
72.4 inches
65.7 inches
106.3 inches
62.4 inches
62.5 inches
F: 53 cubic feet
R: 49 cubic feet
F: 65 cubic feet
R: 34 cubic feet

2000 pounds
2000 pounds
DOHC 16-valve
Atkinson-cycle inline-4
152 cu in (2488 cc)
184 @ 5700
185 @ 3250
6400 rpm
19.1

6-speed automatic
all
1
3.55/5.0/32
2
2.02/8.6/55
3
1.45/12.0/77
4
1.00/17.7/113
5
0.71/25.6/123
6
0.60/30.3/115
4.62
F: struts, coil springs,
anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 11.7-inch vented disc
R: 11.9-inch disc
partially defeatable

Toyo
A23
225/55R-19 99V M+S
2.5 sec
7.6 sec
22.3 sec
29.9 sec
15.8 sec @ 87
7.9 sec
3.7 sec
5.3 sec
123 mph (drag ltd)

166 feet
0.81 g*
40.7 mph*

3508 pounds
57.2/42.8
25.0 inches

15.3 gallons
87 octane
24/30 mpg
21 mpg

15/41
124.3 inches
64.0 x 41.0 inches

40 dBA
76 dBA
70 dBA
TOYOTA
RAV4
XLE AWD
$26,535
$27,565

179.9 inches
72.6 inches
65.4 inches
104.7 inches
61.8 inches
61.8 inches
F: 57 cubic feet
R: 51 cubic feet
F: 73 cubic feet
R: 38 cubic feet

1500 pounds
1500 pounds
DOHC 16-valve
inline-4
152 cu in (2494 cc)
176 @ 6000
172 @ 4100
6250 rpm
20.3

6-speed automatic
all
1
3.30/5.8/37
2
1.90/10.0/64
3
1.42/13.6/87
4
1.00/19.5/123
5
0.71/27.8/114
6
0.61/29.4/103
4.07
F: struts, coil springs,
anti-roll bar
R: control arms, coil
springs, anti-roll bar
F: 11.7-inch vented disc
R: 11.2-inch disc

partially defeatable,
traction off
Dunlop
Grandtrek ST30
225/65R-17 102H M+S
2.8 sec
8.2 sec
25.3 sec
34.6 sec
16.5 sec @ 85
8.5 sec
4.3 sec
5.7 sec
123 mph (redline ltd)

168 feet
0.78 g
40.9 mph*

3573 pounds
58.4/41.6
24.5 inches

15.9 gallons
87 octane
22/29 mpg
19 mpg

14/49
127.6 inches
74.0 x 43.3 inches

40 dBA
73 dBA
69 dBA
2014 SUBARU
FORESTER 2.5i
TOURING
$30,820
$33,220
180.9 inches
70.7 inches
66.4 inches
103.9 inches
60.9 inches
61.1 inches
F: 55 cubic feet
R: 46 cubic feet
F: 75 cubic feet
R: 34 cubic feet

1500 pounds
1500 pounds
DOHC 16-valve
at-4
152 cu in (2498 cc)
170 @ 5800
174 @ 4100
6000 rpm
20.4

CVT
all
LOW
3.58/6.0/36
HIGH
0.57/37.8/122
3.70
F: struts, coil springs,
anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 11.6-inch vented
disc
R: 10.8-inch disc
partially defeatable

Yokohama
Geolander G91F
225/60R-17 98H M+S
3.3 sec
8.6 sec
25.1 sec
35.3 sec
16.7 sec @ 85
8.9 sec
4.4 sec
5.8 sec
122 mph (drag ltd)

166 feet
0.78 g
40.1 mph*

3466 pounds
57.2/42.8
25.0 inches

15.9 gallons
87 octane
24/32 mpg
19 mpg

13/37
125.5 inches
69.5 x 40.8 inches

42 dBA
73 dBA
70 dBA
from a standing start on ice, it was the only
one that had no perceptible lag in spinning
all four wheels. Subaru really needs to work
on its electric-power-steering tuning, since
a decent chassis can be neutered by it. These
are the same people who build the WRX,
after all.
Though not exciting to drive, the new
Forester looks nice enough, with a more
butch front end than the old models. While
the CX and RAV cut similar profles, the
Forester retains some trace of its original
boxiness. Climbing into the Forester feels a
lot like sliding behind the wheel of an old sta-
tion wagon. The driver's seat is fat and low
and lacks lateral support. The roof seems
way up there, yielding an airy greenhouse
and excellent sightlines, a throwback to the
era of skinny pillars. That feeling of spacious-
ness was augmented by an extra-large, two-
panel sunroof in our tester, a treat for front
and rear passengers alike. The Subaru also
earned praise for its roomy rear accommoda-
tions, which include adjustable seatbacks.
The interior is unquestionably nicer than
in the old Forester, and Subaru has clearly
attempted to class things up, though with
mixed measures of success. Our tester had a
two-tone interior and light-colored Plati-
num leather that put the cloth fabric in the
RAV4 to shame. But the metal-look trim was
immediately spotted for a fake. None of
these vehicles has a particularly good navi-
gation and infotainment system, but the
Subarus is clearly worst of the bunch.
What the Forester excels in is mainly
being Subaru-ish, which is a good thing if
thats what youre into.
two. TOYOTA RAV4
If the Forester was the canoe of our trio,
meaning hard to maneuver and control but
capable enough to make it down the river, the
character of the RAV4 was more akin to that
of an infatable watercraft. It's cheap, kind
of fun, and suitable for all. Toyota may have
reined in the scope of the RAV4, yet its not
any better targeted at enthusiastsor any-
one in particular, for that matter. As Toyotas
often do, the RAV4 occupies the middle
no. 2 COMPARO ISSUE
060
ground between performance and value.
Our most concrete complaint with the
RAV4 was with its interior styling and
ma teri als. There are textures, fabrics, and
metallic accents galore, but the longer you
look at them, the weaker the illusion of lux-
ury becomes. Part of the dash is wrapped in
a stitched vinyl, but below that area is a rub-
berized plastic with faux stitching molded
into it. While the simple layout of the con-
trols was every bit the match of the CX-5s,
we grew tired of the contrived execution.
Wed gladly keep the seats of the RAV4,
however, as their support was equal to that
in the CX-5 but with noticeably more pad-
ding to help you last an entire day behind the
wheel. The RAV4s suspension and steering
are both capable when pushed, and body
motions are well controlled, especially com-
pared with the Forester. The RAV4 has the
Toyota RAV4
+ Comfortable seats,
cavernous second row, low
load height.
_
Uneven interior materials,
rough ride.
= Improved throughout
ObaObVYaS\_N[V[QVR_R[a
audience.
lowest center of gravity of the trio. In fact, it
even nicked the CX-5 in our slalom test. But
the steering on the Toyota was never as
communicative as the Mazdas, and we felt
the RAV4 sometimes crashing over bumps
that the Mazda paved right over. Other than
these occasional intrusions of the suspen-
sion system, the RAV ofers a mostly serene
driving experience, a judgment proved out
by our sound-level measurements, which
ranked it quietest overall.
The center console of the RAV4 has both
eco and sport buttons. Pressing sport
sharpens up the throttle a bit. Sort of. The
RAV4 still never feels particularly powerful,
and the six-speed automatics own sport
mode merely guillotines the top two gears.
Through the quarter-mile, the RAV4 was
only 0.2 second ahead of the Subaru, an
advantage attributable to the Toyotas supe-
rior transmission and power-to-weight ratio.
What the RAV4 lacks in sport it tries to
make up for in utility. With the rear door
switched from a side-opener to a conven-
tional top-hinged hatchback, the Toyota is
easier to load. The low foor helps, too: At z6
inches from the ground, its sill height is four
inches lower than either of its foes. The
RAV4s back seat was the roomiest. And,
despite what the ofcial cargovolume fg-
ures say, the Toyota easily swallows the
most cargo when its rear seats are folded
down. If we were hard-core into tubing, the
RAV4 might be our machine.
one. MAZDA CX-5
We knew going in that the Mazda would be
our kayak. Its a sleek and tossable convey-
ance that should have little problem dis-
patching its foes. What we didnt realize was
how its engine transplant would turn it into
a speedboat. Okay, so zero to 6o mph in ;.6
seconds is speedy only in relative terms, but
its still a full second quicker than any of the
compact crossovers we tested last year. And
its more than half-a-second ahead of the
RAV4. The CX-5s 15.8-second quarter-mile
would have won that comparo, too. Indeed,
the 2.5-liter CX-5 had the most horsepower
in this test, as well as the best power-to-
weight ratio. What else is there to say?
As it turns out, plenty. The CX-5 also got
raves for its looks. Its shieldlike front fascia
is sharp and heroic. Mazdas sport-compact-
on-stilts was the only vehicle here with
19-inch wheels and tires, which did a nice job
of flling out the wheel wells. Inside, we also
liked what we sawor didnt see, as the case
may be. The CX-5 interior is plain to a fault,
but, like a good sports car (the original
With this latest generation, the RAV4 has
nally lost that evolutionary holdover from
SUV history, the door-mounted spare tire.
061
vehicle
DRIVER COMFORT
ERGONOMICS
REAR-SEAT COMFORT
REAR-SEAT SPACE*
CARGO SPACE*
TOWING CAPACITY*
FEATURES/AMENITIES*
FIT AND FINISH
INTERIOR STYLING
EXTERIOR STYLING
REBATES/EXTRAS*
AS-TESTED PRICE*
SUBTOTAL
powertrain
1/4-MILE ACCELERATION*
FLEXIBILITY*
FUEL ECONOMY*
ENGINE NVH
TRANSMISSION
SUBTOTAL
chassis
PERFORMANCE*
STEERING FEEL
BRAKE FEEL
HANDLING
RIDE
SUBTOTAL
experience
FUN TO DRIVE
GRAND TOTAL
10
10
5
5
5
5
10
10
10
10
5
20
105
20
5
10
10
10
55
20
10
10
10
10
60
25
245
9
8
2
4
2
5
9
6
8
8
0
17
78
20
4
10
8
9
51
20
8
8
8
8
52
19
200
8
8
4
5
4
4
6
8
6
5
0
20
78
17
4
8
7
6
42
19
7
6
7
6
45
15
180
5
7
4
3
5
4
10
8
8
8
0
16
78
16
4
8
6
5
39
19
6
6
6
7
44
14
175
FI NAL RESULTS
RANK
M
a
x
i
m
u
m

p
o
i
n
t
s

a
v
a
i
l
a
b
l
e
M
A
Z
D
A

C
X
-
5
T
O
Y
O
T
A

R
A
V
4
S
U
B
A
R
U

F
O
R
E
S
T
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R
1 2 3
* These objective scores
are calculated from the
vehicles dimensions,
capacities, rebates and
extras, and/or test results.
Mazda CX-5
+ Same great steering
and handling as last years
model but now with the power
to match.
_
Cramped rear seat and
poor rear visibility.
= A Miata for moms (and dads).
Miata comes to mind), a simple black-on-
black color scheme and function-over-form
control layout put the focus on driving. We
did notice some interior ftandfnish issues
in the CX-5, especially the gaps between the
top of the dash and the A-pillars. Its leather-
wrapped steering wheel, however, ofered
the single-best touch point found anywhere
in the group. The CX-5s brake pedal also
came in for universal praise, responding
more to pressure than travel and ofering
feedback the others lacked.
Shifts from the automatic are as crisp as
winter air, and the CX-5s throttle responds
like a small-town cop whos just heard
theres a cat stuck in a tree. The six-speed
seemed less likely to grab a higher gear than
the Toyotas, and its willingness to hold
the revs didnt hurt it at the pump, either,
as the CX-5 won the fuel-economy com-
petition by delivering 21 mpg. We werent
babying it. In fact, the CX-5 was easier to
drive harder and at higher speeds than
the other two.
Where the CX-5 misses is mostly
located behind the driver. Like the
booming resonance we kept hearing
from the back seat. And speaking of the
rear seat, it cant accommodate three
adults for more than a few minutes at a
time. The shoulder- and legroom are
both cramped compared with the other
vehicles in the test, even with just two
passengers aboard. The rearward visibil-
ity is also compromised.
But who needs to see the laggards in
this class anyway?
The question is not: Who cares about a
crossovers handling? Its: Why wouldnt
you want your crossover to handle well?
CARANDDRIVER.COM
CROSS OVER TO WATCH THESE UTES AT
CARANDDRIVER.COM/COMPACTCROSS-UP
no. 3 COMPARO ISSUE 06.2013 caranddriver.com
062
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photography by NAME HERE
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no. 3 COMPARO ISSUE 06. 06.201 201 201333 car car carand and anddri driver v .co c m
000666222
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no. 3 no. 3 COOMMPPAARROO IISSSSUUEE COMPARO ISSUE
0062 062
06.2013 caranddriver.co .
HYPERCAR
Three high priests of the sports-car realm reveal
their own golden calves. by DANIEL PUND
photogra pp aphy by NAME grap aph E HE E ERE HER E E RE


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no. 3 COMPARO ISSUE

064
Geneva is a quiet Swiss city of enormous but
restrained wealth. The Palexpo center, where the
auto show is held every gray March, is modestly
sized, and the automaker stands are, by regulation,
relatively small. The scene is pretty chill.
If you wandered to the front of the Lamborghini sanctum this year, you saw
a large pile of sharp knives called the Veneno. Prying your eyes of this gloriously
absurd caraspublicitystunt was difcult, but walking another eight feet of
industrial-grade red carpet brought you to the glossy-white altar of McLaren.
There posed the production version of the 903-hp hybrid P1 hypercar, its
smooth, melting-butter shape evoking the worlds most expensive personal mas-
sager. Its bright-yellow nose was pointedly aimed away from the Lamborghini.
Across the convention hall, Ferraris highly anticipated magnum opus of
futuristic fastness, the 950-hp LaFerrari, drew a swarm of gawking, indoor-
scarf-wearing European journalists like ants to a sugar cube.
Hypercars appear about as often as
plagues of locusts, so to have three emerge
together is quite remarkable. Just so were
clear: We call these supercars or hypercars,
but they are not, in any conventional sense,
cars. They are idols, expressions of an ideal,
advertising, fodder for bedroom-wall post-
ers. So, for the purposes of this story, we will
judge them that way, attempting to deter-
mine which totems visual message best
aligns with its mission.
They appeared at Geneva because of the
areas wealth, its proximity to northern Ital-
ian design houses and exotic-car builders,
and its tidy situation roughly halfway
between two prime hypercar markets: The
U.S. and the United Arab Emirates. No car-
maker can claim Geneva as its home event,
but Ferrari, Lamborghini, and McLaren were
clearly vying for ownership rights this year.
As Lamborghinis Maurizio Reggiani told us:
Its our motor show. We want to be king.
three. LAMBORGHINI VENENO
Unlike the two other hypercars here, the
Veneno is not a hybrid. And its not all-new,
carrying mostly Aventador pieces under its
cartoonish body. It stretches the concept of
a production car further than even the
P1, of which McLaren will build 375. The
Venenos full run of just three examples
(all are sold) makes the 499-count Ferrari
La Ferrari seem Corolla-commonplace. At
$3.9 million, the Venenos price is nearly
three times that of both the LaFerrari and
the P1 and ten times the tag of an Aventador.
The Veneno strives to look like a cross
While the Geneva show car wears all
the colors of the Italian ag, the three
production Venenos will be war-painted
either red, white, or green.
Instead of ddling with electric propulsion
and energy recycling, Lamborghini is
probing aero frontiers with bodywork
aimed at major increases in downforce.
065
FERRARI LAFERRARI
VEHICLE TYPE: mid-engine, rear-wheel-drive,
2-passenger, 2-door coupe
BASE PRICE (est) . . . . . . . . . . . . . . . . . . . . . . . . . $1,350,000
ENGINE TYPE: DOHC 48-valve 6.3-liter V-12, 789
hp, 516 lb-ft; AC electric motor, 161 hp; combined
system, 950 hp
TRANSMISSION: 7-speed dual-clutch automatic
with manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.3 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185.1 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78.4 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43.9 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3200 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 mph
LAMBORGHINI VENENO
VEHICLE TYPE: mid-engine, 4-wheel-drive,
2-passenger, 2-door coupe
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $3,910,379
ENGINE TYPE: DOHC 48-valve V-12, aluminum
block and heads, port fuel injection
DISPLACEMENT . . . . . . . . . . . . . . . 397 cu in, 6498 cc
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . 740 hp @ 8400 rpm
TORQUE . . . . . . . . . . . . . . . . . . . . . . 509 lb-ft @ 5500 rpm
TRANSMISSION: 7-speed automated manual
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.3 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197.6 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81.7 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.1 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3800 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 mph
MCLAREN P1
VEHICLE TYPE: mid-engine, rear-wheel-drive,
2-passenger, 2-door coupe
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,300,000
ENGINE TYPE: twin-turbocharged and
intercooled DOHC 32-valve 3.8-liter V-8, 727 hp, 531
lb-ft; AC electric motor, 177 hp; combined system,
903 hp
TRANSMISSION: 7-speed dual-clutch automatic
with manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.1 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180.6 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76.6 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.8 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3300 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.9 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217 mph
between a GT car and a Le Mans prototype,
although it is neither. In the fashion of cur-
rent prototype racers, its dorsal fn grows
out of a rooftop snorkel and slices back to
form a center strut for the insanely huge
adjustable rear wing. The tall, narrow head-
lights look like spare parts from the Audi R18
Le Mans winner, and its entire rear end
appears to be one enormous aerodynamic
difuser. Ironically, for all the Veneno's elab-
orate race-grid getup, Lamborghini has the
thinnest racing rsum of the hypercar
makers here.
Its trackready afectation might not be
to our taste, but after all these years, Lam-
borghini still has a profound capability to
stun even the most phlegmatic passers-by.
Also, the ;ohp Veneno should be astound-
ingly quick and fast. Alone among these
three, it has four-wheel drive, which will
help ofset some of its power defcit, at least
on launch. Under the carbonfber skin lurks
more Aventador hardware, including the
fourwheeldrive system, the carbonfber
tub with aluminum front and rear sub-
structures, the single-clutch paddle-shift
transmission, and the pushrod-activated
suspension, albeit with its own tune.
The 6.liter Vz gains p horsepower
thanks to a larger intake, hotter cams, and a
freerfowing exhaust. We estimate it could
bolt to 6o mph in z.; seconds, a few tenths
quicker than the Aventador, and maintain
that margin through the quarter-mile, doing
the deed in 10.6 seconds on its way to about
zz mph. Not that we're likely to ever con-
frm those numbers with a test.
But who knows? We didn't anticipate
Lamborghini would ever go into the business
of selling allbutoneof concept cars, either.
two. McLAREN P1
The McLaren P1 has a trick suspension that
slams the car to |ust over two inches of the
pavement in race mode to drop the center
of gravity and increase downforce. The brake
rotors trigger more than z.o g's of maximum
deceleration. Though spectacular, those
feats are not the P's neatest tricks.
The greatest thing about the P1 is that
McLaren has fnally made a car for a genera-
tion of video-arcade Sennas. A button on the
steering wheel's right spoke is labeled IPAS
(Instant Power Assist System). Anyone who
spent his or her formative years behind the
wheel of a quarter-eating video game knows
it should be called the Turbo Boost or
Nitro" button. Press it and the lithiumion
battery pack discharges into the 177-hp elec-
tric motor mounted to the engine's left
fank, and thenboomyou either arrive at
the horizon or crash into the back of some-
thing much slower than the P1.
Besides the IPAS button, the P ofers an
array of settings including normal, sport,
track, and race. There is also a launch mode
and even an e-mode for electric-only
Lamborghini Veneno
+ It will not be ignored,
batteries are for the weak.
_
Poseur race car, un|ustihably
angry, $. million for a
re-bodied Aventador?
= Por those times when a
lime-green Lamborghini
is just too subtle.
The greatest thing about the P1 is that
McLaren has fnally made a car for a genera-
tion of video-arcade Sennas. Abutton on the
steering wheel's right spoke is labeled IPAS
(Instant Power Assist System). Anyone who
spent his or her formative years behind the
wwheel of aquarter-eating video game knows
it should be called the Turbo Boost or
Lamborghini Veneno
+ It will not be ignored,
batteries are for the weak.
_
Poseur race car, un|ustihably
angry, $. million for a
re-bodied Aventador?
= Por those times when a
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is just too subtle.
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As in the Aventador, the Venenos V-12
is mounted between a quick-shifting
seven-speed automated-manual
transmission and the rear differential.
no. 3 COMPARO ISSUE
066
. 06.2013 caranddriver.com no. 3 COMPARO ISSUE
066
. 06.2013 caranddriver.com
operation for up to six or so miles. This, says
chief design engineer Dan Parry-Williams,
makes the P1 eligible to enter zero-emission
zones in some city centers, notably London.
Want more buttons? The steering wheels
left spoke has one labeled DRS (Drag Reduc-
tion System). It trims the huge articulating
rear wing to a fatter angle of attack, reducing
drag by 23 percent, McLaren reckons. On the
street, the wing rises nearly fve inches proud
of the body, while in race" mode, it hovers
nearly a foot above. Two faps under the nose
also automatically rotate to positions
between zero and 60 degrees. Downforce
peaks at 1323 pounds at 161 mph. Beyond that,
the aero system starts bleeding of down-
force up to the z;mph governed top speed.
McLaren honcho Ron Dennis proclaimed
in Geneva that the P would be the fastest
car in the world [on a racetrack]. Indeed,
Parry-Williams says, We just lost interest
in top speed, instead prioritizing accelera-
tion and handling.
McLaren worked with Pirelli on specifc
P Zero Corsa tires able to handle the intense
downforce and a claimed 2.0-plus-g lateral-
grip peak. Parry-Williams says he hasnt
tried a set of the superstif Pirellis zR
p front, oRzo rear) on any other car,
but expects it would be an unpleasant
ex peri ence. If we didn't have the suspen-
sion, we wouldnt be able to do the tire, he
adds. He's referring to the RaceActive Chas-
sis Control, which, like the current 12C, uses
hydro-pneumatic suspension elements to
make the P1 unusually comfy. This system
McLaren P1
+ Trick suspension, video-
arcade-game buttons.
_
Its not a conventionally
pretty thing, is it? The old
McLaren F1 was pretty.
= A race-car designers
approach to speed.
Adjustable ride height and wing settings
tailor the P1s attitude to street or track use.
Servos lift the rear airfoil by as much as 11.8
inches to aid both braking and cornering.
has relatively soft coil springs but no anti
roll bars. Instead, hydraulic cylinders
resembling conventional shocks handle
damping duties, but they are plumbed to
central nitrogen-pressurized accumulators
that counteract roll.
The hybrid powertrain starts with the
familiar mid-mounted 3.8-liter V-8 engine
from the 12C, here producing 727 horse-
power at ;oo rpm and poundfeet of
torque at ooo rpm. The hp bump
comes largely from the additional 3 psi
of boost produced by bigger turbochargers.
The electric motor flls in the bottom end of
the power curve, so there's little worry
about the additional spool-up time required
by the upgraded turbos. Because McLaren
wanted the brake pedal to feel linear and
natural, there is no regeneration.
Numbers? Zero to 60 mph in under 2.6
seconds, its claimed. Thats no small
achievement for a car that must channel its
900-plus horsepower through
only two tires. The quarter-mile
should take a scant 9.9 seconds.
The P1 looks like what it is: a
highly sophisticated exercise in
aerodynamics and speed, with
some painted panels pasted to it.
It is pretty, but only in the nerdi-
est possible way.
The P1s jet-ghter-
inspired windshield is
taller than it is wide.
The McLaren P1s
903-hp propulsion
system consists of
a reworked 3.8-liter
twin-turbo V-8
abetted by a 177-hp
electric motor.
To save weight, McLaren reduced trim and
seat adjusters to the bare minimum.
067 067 067 067
Ferrari LaFerrari
+ Batteries, yes, but also a
789-hp V-12.
_
Why not just call it the F70?
= What could be better than a
modern-day Ferrari 330 P4?
Fixed seat structures
are integral with the
composite tub. The car
has custom-tailored
trim, and the pedals
and nearly square
steering wheel move to
suit the drivers build.
The LaFerrari
uses vents,
aps, and
spoilers instead
of airfoils to
manage airow.
one. FERRARI LaFERRARI
The name of Maranellos newest small-
batch hypercar was a boon for wisecracking
journalists. It is a terrible moniker, calling to
mind the stage name of a stripper. But the
LaFerrari was the darling of this show, draw-
ing more attention than both the entire
Volks wagen stand and the whole of Genevas
red-light district (were guessing).
Ierrari's approach to this, its ffth special
series hypercarfollowing the 288 GTO,
F40, F50, and Enzois remarkably like that
of its full-time Formula 1 nemesis, McLaren.
Both have produced carbonfber capsules
that power their rear wheels with a mid-
mounted, electric-motor-boosted engine
turning a seven-speed dual-clutch gearbox.
Both make extensive use of technologies
banned in F1, such as adaptive aerodynamic
aids. Naturally, both employ the crazy-hinged
doors that are a hallmark of this breed.
Working in Ferraris favor is its 789-hp
6.3-liter V-12, capable of spinning to 9250
rpm. As with McLaren, Ferrari uses its elec-
tric motor to fll the lowrpm power needs.
The motors torque allows the company to
let the V-12 rev to the stratosphere but still
supply solid thrust at milder rpm, where it
spends most of its time. The worlds most
powerful roadgoing V-12 has a 13.5:1 com-
pression ratio, a power peak at 9000 rpm,
and variable-length intake ducts that rise
and fall within the carbonfber intake ple-
num. The electric motor at the rear of the
transaxle supplies an additional 161 horse-
power. It feeds on electrons from 120 high-
voltage battery cells in two liquid-cooled
boxes in front of the engine. Combined
horsepower is a not-insubstantial 950.
Thats only 51 less than the Bugatti Veyron
16.4, but the Ferrari is about 1100 fewer
pounds of car. That should be entertaining.
Beyond the V-12, the LaFerraris bewitch-
ing shape is its greatest strength. It repre-
sents a departure from the Enzo, which still
stands as a disruptive, shocking, and divisive
design. The LaFerrari doesnt tote a big
strut-mounted wing on its lovely rear.
Instead, a ducktail spoiler moves in concert
with two motorized faps tucked between
fns of the rear difuser to ad|ust rear down-
force. The faps and spoiler tip down for low
drag, up to create downforce. Other faps
ahead of the front wheels rise to increase
downforce and balance the rear. Further, a
frontcenter fap diverts undernose air.
The aero package might be elaborate, but
the interior is race-car spare. Ferrari doesnt
even put seats in the car. To save weight,
occupants instead plant their butts on the
carbonfber foor, albeit one shaped essen-
tially like seats, custom padded for each
customer at the factory, the same way a
Iormula car is ftted to its driver. The pedal
box and nearly square steering wheel are
adjustable. Seatback-angle adjustments:
Zero. Hope you like it.
Buyers will pay something on the order
of $1.35 million for the honor of taking home
a LaFerrari. But hang on there, Mr. Power-
ball winner; Ferrari CEO Amedeo Felisa
describes the LaFerrari as a reward for the
very loyal customer. He indicates that to
get in line, buyers will want to own more
than fve other Ierraris. That might not be
the worst way to describe these things.
Rewards for the faithful.
A rear-mounted
electric motor
powered by a
lithium-ion battery
augments the
LaFerraris V-12.
. no. 3
YOUR
WIN
NERS
COMPARO ISSUE backfires
It was Archbishop Vittorio Contini-Verchese in The Thorn
Birds who said, or, no, maybe it was Father Guido Sarducci
who said: Ralph, our God has given us free will. And
with that free will comes the burden of choice. Well, by
this point in the issue were sick of choosing. You have to
do some of it for once. Which is why we asked you, on
ONPX_R`PN_N[QQ_VcR_P\Za\_R]Nff\b_S_RRdVYYOfYYV[T
out this survey, full of deceptively simple comparative
questions. Not so easy, is it? Heres what you had to say.*
Favorite
all-in-one
vehicle:
14% Audi RS7
11% Porsche
Panamera Turbo
10% Volkswagen GTI
9% Ford Focus ST
9% Mercedes-Benz
E63 AMG wagon
8% Land Rover
Range Rover
6% BMW X5 M
6% Ferrari FF
25% Cadillac
CTS-V wagon
I picked the CTS-V wagon. Its the
highest-performing ve-door hatch/
wagon (the most practical packaging
of all) available with a manual
transmission. Jason Easton
Better Porsche
gearbox option:
7-speed manual
50
%
7-speed dual-clutch
automatic (PDK)
46
%
Save the Manuals!
Matthew Taylor
Lighter
vehicles
35%
Diesels
31%
Hypermiling
3%
EVs
10%
Who wouldnt pick lighter vehicles? Do we really need a
4100-pound Camaro? Chris Domenichello
Hybrids
19%
Most effective
means of
reducing fuel
consumption:
Most technically astute car
company, by group:
20%
BMW
17%
VW Group
14%
McLaren
5%
GM
13%
Mercedes-
Benz
9%
Ford
Best-sounding V-8 of the moment:
Mercedes-Benz/
AMGs 6.2-liter
The wail of the
Ferrari just
screams: Get the
hell out of the
way lest I eat your
liver with some
fava beans and a
nice chianti.
Jim Ciancia
*
Many answers dont add up
to 100 percent, because many
of you wrote in your own
answers, which sort of violates
the rules of a comparison, but
were not here to quibble.
#higherground
35%
26%
14%
6%
16%
Other
Ferrari 458
Italia
Ford Shelby GT500
GMs LSA
Even with the damage from Diktator
Bernie, F1 promotes the best technology
with cubic dollars. Vincent P.
Favorite performance brand: Favorite racing series:
BMW M 20% Formula 1 27%
Audi RS 18% NASCAR 18%
Ford SVT 14% Rally (WRC, Rally America, etc.) 15%
Mercedes-Benz AMG 13% LeMons 12%
Cadillac V 11%
Chevrolet SS 7%
SRT 7%
IndyCar 7%
6%
Honda
TOTAL VOTES: 2035
068
069
Join the discussion at:
backres.caranddriver.com
Favorite lead
designer at a car
company:
17% Ian Callum
(Jaguar)
16% J Mays
(Ford)
11% Peter Schreyer
(Kia/Hyundai)
11% Ralph Gilles
(SRT/Chrysler)
10% Ed Welburn
(GM)
10% Walter de Silva
(VW Group)
9% Adrian van
Hooydonk (BMW)
9% Frank Stephenson
(McLaren)
Ian Callum is just the most prolic
designer of our generation, imho.
hammerhead stpunch
Bullitt
45%
Bourne movie
of your choice
18%
Ronin
17%
The French
Connection
8%
Most
epic chase
scene:
Bullitt. Sure the Charger lost seven
hubcaps and in some scenes you could
see the camera. But when the guy saw
McQueen in his rearview mirror and
clicked his seatbelt, all of a sudden you
were in the car and driving!
paristndude Elevated rpm
Supercharging
Hybrid technology
Larger displacement
More cylinders
Best approach to making
more power:
2%
5%
4%
5%
10%
41%
All of the above
31%
Turbocharging
19%
Jeep Grand
Cherokee
22%
Mazda 6
16%
Audi A6/
A7
10%
Chevrolet
Cruze
11%
Ram 1500
15%
Audi A8
Most exciting recent diesel debut:
Best current rock-
crusher:
Ford F-150 SVT Raptor
Jeep Wrangler
Land Rover Range Rover
Favorite engine
architecture/layout:
V
Inline
Flat
Favorite car from a Stephen J.
Cannell TV series:
Rockford Files Pontiac Firebird Esprit
B.A. Baracuss GMC van (The A-Team)
Hardcastle & McCormicks Coyote X
45%
17%
52%
25%
13% 15%
49%
23%
19%
Manual
transmission
41%
Sport
suspension
21%
Premium
audio
11%
Advanced
lighting
8%
Navigation
7%
Sport seats
7%
Must-have option:
Go play with your iPad. Leave
the men to shift gears. e30og
Favorite state
for driving:
California
30
%
Best mountain-
driving challenge
is Hwy 18 and 38.
Ron Dalessandro
Zero-to-
60 mph
1%
Odometer
error
1/4-mile acceleration
Top speed
Most important
performance metric:
45%
28%
21%
3%
Skidpad grip
no. 4 COMPARO ISSUE
FAMILY
SEDAN
Honda has already laid
waste to every other entry
in the family-sedan class.
Can little ol Mazda
possibly compete? Yep.
by TONY QUIROGA
photography by MARC URBANO
070
Driving a family sedan tells society that youre toeing the
line. Its the responsible move, presumably one of many.
/bfV[T\[RV`NXV[a\TRaaV[TNaNaa\\YN`R_RQ\'F\bZVTUa
be the same person afterward, but the edginess of youth
and the dumb things you used to do are now painfully
erased. In the 50s, you wouldve been the man in the gray
N[[RY`bVaAUR3_R[PUd\bYQPNYYf\bO\b_TR\V`
If anyone even notices. Nearly all family sedans are vehicular cam-
oufage, a way to disappear into the crowd. But in this segment that pro|-
ects so much sameness, the new Mazda 6 draws long, involuntary stares.
We caught ourselves eyeing it quite a bit. Sure it's gray fannel, but it
appears to have been tailored in Milan. That's Milan, Italy, not Milan,
Michigan. The stamping looks expensive, the detailing is exquisite, and
the pinch wheels fll the fenders completely. And yet Mazda sells the
6 at Men's Wearhouse prices.
Newness goes deeper than the tautly drawn skin. Lntirely rede-
signed for zo, the 6 is all Mazda. Previous versions were born of the
long afair between Mazda and Iord and were assembled in Ilat Rock,
Michigan, on a line that once churned out Probes and MX6s. With Iord
and Mazda now sleeping in separate beds, Mazda moved production to
Japan and started over.
Built on a new platform, the 6 is lighter, structurally stifer, and rides
on a .6inchlonger wheelbase than its predecessor. A fuelefcient 8
hp z.liter fourcylinder engine drives every 6 now, the V6 having been
taken of the option sheet. As you'd expect from the Miata company, a
manual is available, but we opted here for the far more mainstream six
speed automatic.
photography by NAME HERE
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HONDA ACCORD EX-L
PR|CL: $30,I85 P0WLR: I85 bp I0R0UL: I8I |bft WL|PI: 33I3 |b C/D 0BSLRVLD NP: 28
2014 MAZDA 6 GRAND TOURING
PR|CL: $3I,490 P0WLR: I84 bp I0R0UL: I85 |bft WL|PI: 3294 |b C/D 0BSLRVLD NP: 28
071 06.2013
no. 4 COMPARO ISSUE
072
photography by NAME HERE
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No conversation involving automotive
cubicles is complete without the boss, the
Honda Accord. New for 2013, it is the
quintes sential family sedan, refned, spa-
cious, and practical. The latest Accord has
vanquished every mid-size foe it has faced
so far and landedfor the 27th timeon
our 10Best list.
For this round, we brought together
loaded four-cylinder versions of the Accord
and 6. As the highest trim level available
with Hondas 2.4-liter four-cylinder, the
CVT-equipped Accord EX-L features
leather, collision and lane-departure warn-
ings, navigation, and the novel blind-spot
camera for $30,785. Up on Mazdas top shelf
is the 6 Grand Touring. Available exclusively
with a six-speed automatic, our $31,490 6
arrived equipped almost identically as the
Accord, with the exception of its optional
automatic cruise control.
With only two cars in this test, if youre
not frst, you're last.
two. HONDA ACCORD
Regular readers of this magazine may won-
der why a two appears next to the Accords
name above. Maybe you should sit down
breathe normally, through your nose. It has
just lost.
Now, the Accord remains a spectacular
car with a broad portfolio of virtues, even if
Honda Accord
+ Big and quiet inside, agile
chassis, polished powertrain.
_
Obtuse audio controls,
anonymous metal, plastic-
feeling interior.
= Graceful under pressure but
not quite a sports sedan.
073
vehicle
BASE PRICE
PRICE AS TESTED
DIMENSIONS
LENGTH
WIDTH
HEIGHT
WHEELBASE
FRONT TRACK
REAR TRACK
INTERIOR VOLUME
TRUNK
powertrain
ENGINE
POWER HP @ RPM
TORQUE
LB-FT @ RPM
REDLINE/FUEL CUTOFF
LB PER HP
DRIVELINE
TRANSMISSION
DRIVEN WHEELS
GEAR RATIO:1/
MPH PER 1000 RPM/
MAX MPH
AXLE RATIO:1
chassis
SUSPENSION
BRAKES
STABILITY CONTROL
TIRES
C/D test results
ACCELERATION
030 MPH
060 MPH
0100 MPH
1/4-MILE @ MPH
ROLLING START,
560 MPH
TOP GEAR,
3050 MPH
TOP GEAR,
5070 MPH
TOP SPEED
CHASSIS
BRAKING, 700 MPH
ROADHOLDING,
200-FT-DIA SKIDPAD
610-FT SLALOM
WEIGHT
CURB
%FRONT/%REAR
CG HEIGHT
FUEL
TANK
RATING
EPA CITY/HWY
C/D 800-MILE TRIP
SOUND LEVEL
IDLE
FULL THROTTLE
70-MPH CRUISE
tested in Fontana, California, by TONY QUIROGA
HONDA
ACCORD
EX-L
$28,785
$30,785
191.4 inches
72.8 inches
57.7 inches
109.3 inches
62.4 inches
62.3 inches
F: 54 cubic feet
R: 47 cubic feet
16 cubic feet
DOHC 16-valve
inline-4
143 cu in (2356 cc)
185 @ 6400
181 @ 3900
6800/6800 rpm
18.2
CVT
front
LOW
4.12/5.7/39

HIGH
0.63/37.1/127
3.24
F: struts, coil springs,
anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 11.5-inch vented disc
R: 11.1-inch disc
fully defeatable
Michelin
Primacy MXV4
215/55R-17 94V M+S
3.1 sec
7.4 sec
19.3 sec
15.9 sec @ 91
7.5 sec
3.8 sec
4.7 sec
127 mph (gov ltd)
180 feet
0.86 g
39.7 mph
3373 pounds
60.2/39.8
21.0 inches
17.2 gallons
87 octane
27/36 mpg
28 mpg
43 dBA
81 dBA
68 dBA
2014 MAZDA 6
GRAND
TOURING
$30,290
$31,490
191.5 inches
72.4 inches
57.1 inches
111.4 inches
62.8 inches
62.4 inches
F: 52 cubic feet
R: 46 cubic feet
F: 15 cubic feet
DOHC 16-valve
Atkinson-cycle inline-4
151 cu in (2488 cc)
184 @ 5700
185 @ 3250
6500/6250 rpm
17.9
6-speed automatic
front
1
3.55/5.6/35
2
2.02/9.8/61
3
1.45/13.6/85
4
1.00/19.8/124
5
0.71/28.7/135
6
0.60/33.7/118
3.81
F: struts, coil springs,
anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 11.7-inch vented disc
R: 10.9-inch disc
fully defeatable
Dunlop
SP Sport 5000
P225/45R-19 92W M+S
2.5 sec
7.0 sec
20.0 sec
15.6 sec @ 90
7.2 sec
3.5 sec
4.9 sec
135 mph (gov ltd)
174 feet
0.86 g
39.7 mph
3294 pounds
58.7/41.3
22.5 inches
16.4 gallons
87 octane
26/38 mpg
28 mpg
42 dBA
80 dBA
69 dBA
ROUND 1
(May 2012)
1. Volkswagen
Passat 2.5 SE
2. Honda
Accord EX-L
(previous gen.)
3. Kia
Optima EX
4. Hyundai
Sonata SE
5. Toyota
Camry SE
6. Chevrolet
Malibu Eco
ROUND 2
(November 2012)
1. Honda
Accord EX
2. Ford
Fusion SE
EcoBoost
3. Nissan
Altima 2.5 SV
4. Volkswagen
Passat 2.5 SE
ROUND 3
1. Mazda 6
Grand Touring
2. Honda
Accord EX-L
Many will enter, few will win. It took three
comparos to arrive at our nal mid-size champ.
it has been bested. On the commuting-to-
work part of the performance review, the
Accord goes over the road with so little fuss
that the machinery nearly disappears beneath you. The supple ride,
light and accurate steering, and a CVT that keeps the engine hum-
ming distantly all help hold stress levels low. Gentle throttle appli-
cation produces a nearly imperceptible rise in engine rpm and
smooth acceleration. Wide and fat heated seats soothe aching back-
sides. Yet the Accord doesnt bore. Youre left marveling that such a
complex machine can sing so harmoniously.
And its not Muzak. Press the Accord into sports-sedan duty, and
youll witness real depth. Chassis settings are soft compared with
the Mazda 6, but the wheels are graced with phenomenal control.
Light steering dances in your hands and presents a detailed Power-
point from the contact patches. When it does lose grip, the progres-
sion is slowthe sliding starts earlier than in the Mazdabut ulti-
mate roadholding of 0.86 g and a 39.7-mph slalom speed exactly
match the Mazda.
The zero-to-60-mph time of 7.4 seconds, though quicker than
the last Accord automatic we tested, trails four-tenths of a second
behind the automatic Mazda 6. Fuel economy is a draw: Both cars
achieved 28 mpg during our 800-mile test.
While the Mazda ofers multiple ways of gaining manual control
of its automatic, the Honda CVT only ofers S" and L" settings.
Move the shifter into S," and the tach hovers around ooo rpm,

The Accords
two-screen, multi-
button interface is
the one example of
muddled thinking in a
generally sensible car.
no. 4 COMPARO ISSUE 06.2013 caranddriver.com
074
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photography by NAME HERE
P
H
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Y

B
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just shy of the torque peak; selecting L
holds the revs higher. The engine is kept at
the ready for a run to its 6800-rpm redline;
stomp on the brakes before the next corner,
and the engine holds itself near 3000 rpm in
anticipation of the return of your right foot.
Work the brakes hard, and they will billow
smoke until you ease up.
The Accord takes care of all the work, but
it can occasionally feel too remote. The CVT
is the embodiment of this point. Downshifts
and upshifts hint at the personality of a car.
Remove those inputs and the machine can
begin to feel anodyne.
Theres nothing innocuous about the
interior design, though. This overstyled
HondaAcura multitiered afair boasts huge
analog gauges and two center screens. Up
top is a joystick-operated eight-inch touch
screen for navigation and other main menu
items including music; a smaller six-inch
screen controls the radio and sits on the
mezzanine between the climate control and
the bigger screen. The joystick, which hangs
below the climate-control panel, would be
easier to operate if it were located behind
the shifter. The smaller screen washes out in
sunlight, looks decidedly low quality com-
pared with the one above it, and is distract-
ingly difcult to use.
Material quality throughout the interior
seems fne until you hop into the Mazda's
cabin, which feels richer and is more hand-
somely appointed. The Accord takes back a
few points from the Mazda in interior vol-
ume. The low side-window sills, wide seats,
and roomy rear bench make the Accord feel
more than mid-size.
Theres nothing wrong with the Accord
that we couldnt live with, of course. Second
place in the massive family-sedan segment
is still an accomplishment. But in this two-
car comparison test, the Accord gets the
consolation prize.
one. MAZDA 6
The best cars seem to arise out of despera-
tion. After its divorce from Ford, Mazda lost
access to Fords platforms and parts bins.
Mazdas own engineers had to develop this
sedan from scratch, but they have just deliv-
ered a car that deserves the big promotion.
At 3294 pounds, the new 6 is lighter than
the Accord by 79 pounds, but a sense of light-
ness is not its primary characteristic. A frm
suspension, stif structure, and weighty
steering make the 6 come across as the
heavier of the two: It feels more solid and
composed, with less ride foat and more
assertive chassis responses. In daily use, the
Mazda involves its driver to a greater degree.
phot phot phot phot pphot ph p ogra ogra ogra ogra ogra gr phy phy phy hy ph phy p y by by bby NAM NAME NAME NAME NAME NAM AMM N HER HER HER HER HEREEE
O
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TTT
O
T
HHHHHHHHHHHHHHHHHHHH
P
H
P
H
O
G
R
A
O
G
R
A
O
G
O
P
HHH
B
Y
Y

B
Y
Y

B
Y
Y

B
Y
BBBBBB
Y
BBBBBB
Y
BB
Y

YYYYYYYYYYYYYYYYYYYYYYYYYY
M
A
MM
A
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A
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EEEE
R
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RR
E

The Mazda 6 is more overtly sporty than the
Accord without sacricing economy,
practicality, or value. Thats a win in our book.
075
vehicle
DRIVER COMFORT
ERGONOMICS
REAR-SEAT COMFORT
REAR-SEAT SPACE*
TRUNK SPACE*
FEATURES/AMENITIES*
FIT AND FINISH
INTERIOR STYLING
EXTERIOR STYLING
REBATES/EXTRAS*
AS TESTED PRICE
SUBTOTAL
powertrain
1/4-MILE ACCELERATION*
FLEXIBILITY*
FUEL ECONOMY*
ENGINE NVH
TRANSMISSION
SUBTOTAL
chassis
PERFORMANCE*
STEERING FEEL
BRAKE FEEL
HANDLING
RIDE
SUBTOTAL
experience
FUN TO DRIVE
GRAND TOTAL
10
10
5
5
5
10
10
10
10
5
20
100
20
5
10
10
10
55
20
10
10
10
10
60
25
240
10
10
4
5
5
10
10
9
10
0
20
93
20
5
10
8
10
53
20
9
8
10
8
55
24
225
9
8
5
5
5
10
8
8
8
0
20
86
19
5
10
9
9
52
20
8
8
9
9
54
22
214
FI NAL RESULTS
RANK
M
a
x
i
m
u
m

p
o
i
n
t
s

a
v
a
i
l
a
b
l
e
M
A
Z
D
A

6

G
R
A
N
D

T
O
U
R
I
N
G
H
O
N
D
A

A
C
C
O
R
D

E
X
-
L
1 2
* These objective scores are
calculated from the vehicles
dimensions, capacities, rebates
and extras, and/or test results.
Mazda 6
+ Sophisticated design,
four-star accommodations,
slick trans, class-leading
performance, engaging
character.
_
Firmer and marginally
louder than the Accord.
= Everything for everyone,
including driving enthusiasts.
While the Accord pulls a disappearing act,
the 6 continues to submit reports via the
steering wheel, chassis, and transmission; it
feels more focused, less remote, and more
alert than the Accord, even in parking lots.
It also loves a challenge, responding
swiftly and predictably to stern commands.
Although skidpad grip and slalom times are
identical to the Accords, the 6 achieves those
numbers with more confdence. Grip is more
consistent, slides start later, and tighter body
control makes the 6 feel more athletic on the
canyon roads north of Los Angeles where we
compared the two. The six-speed automatic
responds via paddles behind the steering
wheel or through the shifter itself. Even if
you ignore the manual options, the transmis-
sion will still downshift on its own if you
brake hard for a corner.
In the zero-to-60 run, the 6 pulled ahead
with a time of 7.0 seconds. The six-speed
auto snaps of shifts faster than the 6 man-
ual we tested last month would allow. Maz-
das new 2.5-liter 184-hp four runs quietly
most of the time, but does get slightly coarse
as it nears the redline. The volume level at 70
mph was 69 decibels, 1 dBA higher than the
Accord. At idle, we noticed a few unwanted
vibes coming through the small-diameter
steering wheel.
We got no bad vibes from the 6s interior.
Our Grand Touring model was equipped
with supportive almond-hued leather seats
that look as if they were pulled out of a
$50,000 car. But its not just the seats that
make the 6s interior seem expensive.
Tightly grained plastic covers the all-busi-
ness instrument panel. Secondary con-
trols click with a satisfying heft. The
touch screen that controls the radio is
responsive, even if it is a reach. Theres an
iDrive-like control knob aft of the shifter
that ofers a much easier way to control
navigation and radio functions.
The 6 is slightly smaller inside than
the relaxedft Accord, but we didn't hear
any complaints from six-foot seven-inch
senior editor Jared Gall. Rearseat room
measures just short of the Accord, but at
least the 6 has a split-folding rear seat.
Able to venture further into the
sports-sedan realm than the Accord, the
6 is a family sedan that doesnt feel like
surrender. It surpasses the class norms
of packaging, price, fuel economy, and
refnement, but its driving dynamics,
acceleration, and interior and exterior
design ultimately set it apart from the
herd. Accord included.
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no. 5 COMPARO ISSUE
2014 JEEP GRAND CHEROKEE SUMMIT ECODIESEL 4X4
PR|CL: $56,990 P0WLR: 240 bp I0R0UL: 420 |bft WL|PI: 5432 |b C/D 0BSLRVLD NP: 24
MERCEDES-BENZ ML350 BLUETEC 4MATIC
PR|CL: $66,I05 P0WLR: 240 bp I0R0UL: 455 |bft WL|PI: 5203 |b C/D 0BSLRVLD NP: 24
VOLKSWAGEN TOUAREG TDI
PR|CL: $60,840 P0WLR: 240 bp I0R0UL: 406 |bft WL|PI: 50I5 |b C/D 0BSLRVLD NP: 23
DIE
S
EL
Home on the
(
600-mile
)
range: We rustle up
ve SUVs from the
most competitive diesel
segment in the U.S.
by AARON ROBINSON
photography by CHARLIE MAGEE
06.2013 085
y AAA N ROBINSON ON RO
phy by p ograp hoto CHARLIE MAGEE EE
BMW X5 xDRIVE35d
PR|CL: $69,645 P0WLR: 265 bp I0R0UL: 425 |bft WL|PI: 50I9 |b C/D 0BSLRVLD NP: 23
PORSCHE CAYENNE DIESEL
PR|CL: $95,II5 P0WLR: 240 bp I0R0UL: 406 |bft WL|PI: 5083 |b C/D 0BSLRVLD NP: 25
no. 5 COMPARO ISSUE 06.2013 caranddriver.com .
All this talk about diesels remains largely just yammer. Despite years
of automaker promises and auto-show oaths, plus hipster queues at
Volkswagen dealerships for Jetta wagons with stick shifts and 500-
mile ranges, the American diesel market is barely running at a cold
idle. In fact, this gathering of hve vehicles is an all-inclusive roundup
of every single entry in the most hotly contested compression-ignition
segment in the U.S.: diesel sport-utilities sized medium-large and
priced medium-ridiculous. Even the working-pickup market can
boast only three diesel players at present.
More oil-burners are surely coming, especially from Europe. There, diesel-evan-
gelical automakers are desperate to amortize their increasing development costs by
spreading the religion beyond the E.U. With its scant appetite for diesels, Asia is lost.
So the push is in America, which is why, in this test, you must witness the spectacle of
four Germans beating up on a lone American (albeit one with an Italian engine).
A diesel's key selling point is its ef-
ciency. In this test we have fuel tanks sized
from 22.5 to 27.7 gallons and EPA-combined
fuel-economy ratings in the low- to mid-20s.
Thus, even the BMW X5 xDrive35d, with
both the most convoluted name and the
smallest tank, should be capable of easily
leaping from New York to Cleveland without
a fllup. And if you're very easy on the Mer-
cedes-Benz ML350 BlueTec, which has the
largest tank, you might just squeak it all the
way to Chicago.
None of those bladder-busting drives
particularly interested us, so we saddled up
in Los Angeles and drove to Monument Val-
ley, one of the iconic landscapes by which
America defnes itself with postcard snap-
shots. Thats 642 miles via a long highway
route through Arizona. Instead, we zig-
zagged across Utahs Grand-Staircase
Escalante, where Mother Nature went crazy
with her construction toys, digging canyons
of khaki and pink stone and cutting stairs in
which each riser is a thousand-foot wall. We
drove past Fifty Mile Mountain and the
Studhorse Peaks, crossed the Waterpocket
Fold, and took pictures at Bullfrog Bay. At
1150 miles, our fuel-economy log may be a
record for a C/D comparison test. [Actually,
the record is 2000 milesEd.]
Along the way, we discovered arguments
both for and against the return of diesels.
The pros are obvious: huge torque and mid-
20s fuel economy for a collection of trucks
all weighing over 5000 pounds. On the other
hand, even these hyper-modern, next-gen-
eration diesels still sound like, as our British
photographer drolly put it, skeletons wank-
ing in a metal fling cabinet."
And some of the pumps we had to fll up
at looked as if they had once been parking
cones at a truck-driving school, all oily and
battered and stuck out behind the station
where their leaky nozzles could secretly
drip-drip black slicks into the dust. Even the
nicest ones at well-lit megaplazas had
sheens of stinky stuf on the handles, some-
thing they often forget to mention as youre
signing the papers on a $70,000 vehicle.
Then there were the larger, highfow
bigrig nozzles that didn't ftor ft only
with the help of an adapter, which was only
supplied with the BMW. We had to pass it
around, making some fuel stops seem longer
than Seth MacFarlanes monologue at the
Oscars. That is, when we could fnd a station
with diesel.
As of this moment, the diesel is some-
thing of a BlackBerry in an iPhone world, so
087
spec sheet that includes an aluminum block
and sequential turbochargers. But this
diesel never lets you forget its a diesel. It has
the clatter soundtrack turned up loud and
makes vibrations to match. Compared with
the whisper-quiet ML, this truck sings two-
part harmony with a Greyhound bus.
The six-speed auto is also outclassed in a
feld of sevens and eights, and this thor-
oughly broken-in X5 tied the green Touareg
for worst fuel economy. Wed forgive it its
BMW X5
+ Cool consumer of straight
and twisting miles, the best
front seats, old-school upright,
roomy, easy to see out of.
_
The most clink-clanky diesel
here, steering and brakes only
so-so, lacks polish.
= Wed like this aging BMW
more if its engine were more
like a BMWs.
owners should be prepared for a dose of
inconvenience with their extraordinary fuel
economy. Is it worth it? Let's fnd out.

five. BMW X5 xDRIVE35d
The oldest vehicle in the test is mere months
from being replaced, so if you want one, act
now while supplies last. Being old and
headed for the knackery means being largely
exempt from criticism, but that hasnt
stopped us before. The X is, in fact, a fne
machine, really only ranked ffth because
our format precludes having one winner and
a four-place tie for second.
However, the X5 feels its age in two
respects: one good, and one not so good.
The BMW should be called the xDrive-
35double-d, as your elbows hang in free space
and the passengers and cargo seem unnatu-
rally far away. Its the only vehicle here for
which third-row seats can be optioned. The
feeling of hugeness isnt borne out by the
specifcations, though. The X is only slightly
longer overall than the others and has the
greatest wheelbase in the test. Otherwise,
the BMWs specs dont actually pencil out
that much bigger. The Benz has more passen-
ger and cargo space, for example.
But heres where the X5s somewhat old-
fashioned boxy design gets likes from us.
The sills and dash are low, and the wind-
shield relatively upright, leaving lots of glass
for full-circle visibility. The clamshell tail-
gate works for clifside picnics, moving kids
into dorms, bringing 30 pizzas to the Little
League playofs, and other things for which
people use SUVs. We give thumbs up to the
rear bench with two or three adults aboard.
Where the X5 feels like its aging out of
contention is the powertrain. The 3.0-liter
inline-six tied for the second-best zero-
to-60 time and did it with an impressive
powertrain sins if the X5 were the class han-
dler, but the steering proved overly heavy in
parking lots and fully matched by others at
higher speeds. Lacking adjustable dampers
as part of its $12,050 in options, the bump
impacts were harder felt in the BMW.
Options we could not live without: the ergo-
nomically perfect multicontour seats, at
$900, and the self-sealing doors, at $600.
Lets hope the next X5 preserves what is
good and dispenses with the rest.
four. 2014 JEEP GRAND
CHEROKEE SUMMIT
ECODIESEL 4X4
Its worth noting at the outset that the Jeep
is the cheapest vehicle here by $3850 and
substantially less costly than most others in

We still love the X5s spacious-feeling cabin,
but its inline-six engine brings clattery,
vibratory reminders of diesels rude past.
no. 5 COMPARO ISSUE
088
the test. So the value award goes to Detroit,
if you can ignore a few signs of budget engi-
neering. Even so, the testers were divided on
this vehicle, a few voting it higher than it
ultimately placed and pointing to the Jeep as
proof that you dont have to spend over
$60,000 to get more than enough vehicle.
You can opt for diesel power in the Grand
Cherokee Limited, Overland, and Summit
trims, the cost varying with the level. In our
loaded Summit, which includes ofroad
wanna-haves such as a two-speed transfer
case, ofroad stabilitycontrol modes, and
the Quadra-Lift air suspension, the diesel
adds $5000. Though the Jeep and Mercedes
share key platform attributes, the family
kumbaya doesnt extend to the powerplants.
Benz builds its own in-house, while Jeep
uses a 3.0-liter V-6 supplied by Italys VM
Motori, which is half-owned by Fiat and a
The Grand Cherokee is a true American
mutt, with German bones, an Italian heart,
and a typical New World weight problem.
longtime supplier of diesel engines to
Chrysler's Luropean oferings.
Pattering away underhood with a dis-
tinct but innocuous diesel rattle, the V-6
does its work through the eight-speed auto-
matic efciently but not quickly. The test
lard-butt at 5432 pounds was also slowest
through the traps, by a full second to 60 mph
and o.; second in the quartermile. So
what?" you say. It's a diesel x."
Indeed, we found ourselves asking the
same question, for the Jeep doesn't feel as
pokey as its numbers imply. It has strong
uphill passing power and sits easily on 80
mph, its air springs automatically squatting
down into an aero" crouch. On downhill
grades, the eight-speed automatically drops
ratios on its own to restrain the speed. You
may never talk to a police ofcer again.
Unfortunately for the Jeep, it came
before the sublime Mercedes in our alpha-
betical driving rotation, and there, the
Grand Cherokees louder cabin and coarser
ride were thrown into sharp relief. Other
complaints with the Jeep have nothing to do
Jeep Grand Cherokee
+ Actually built for o-roading,
deluxe air suspension, lowest
price but still feature-laden.
_
Heaviest and slowest, granite
seats, a noisy engine and coarse
ride, nav system from a Dart.
= Buying American is
much less painful but still has
trade-os.
089
Mercedes-Benz ML350
+ Cabin is the quietest, feels
expensive all around,
comfortable back seat, the pick
for transcontinental travel.
_
Slightly sluggish steering,
brakes have a soft bite, gets
expensive with trimmings.
= Worthy successor to a long
line of luxurious oil-burning
Benzes.
with its diesel engine. For example, the seats
feel like theyre sculpted out of bedrock. For
a horse that will do 600 miles at a trot, we
wouldnt mind softer saddles.
At eye level, everything in the Jeeps
interior says frst class, but hard plastic
around the center console and elsewhere
hints at a lesser league. Certain aspects of
the navigation/info screen, such as the bur-
ied climate-control menu, were cited for
annoyance. The system is shared with the
Dodge Dart, and Chrysler could really use
an upscale version for its $50,000-plus vehi-
cles with an all-controlling console super-
knob, such as the ones featured in the BMW
and Benz. Several drivers found it frustrat-
ing to select park or reverse with the T-bar
gear selector.
Still, with as many features as the Jeep
ofers at a price that beats the pants of the
others, its no wonder the market rates the
Grand Cherokee number one in saleseven
if we cant rate it number one here.
three. MERCEDES-BENZ ML350
Nobody has been bolting diesel engines into
cars and trucks longer than Mercedes-Benz,
and the ML teaches a master class in how its
done. The 3.0-liter V-6 murmurs so quietly
that people with reasonable automotive
awareness may never discern its compres-
sion-ignition nature. At highway speeds, the
sumptuous isolation chamber of a cabin sets
a hushed soundstage for music or a cell-
phone chat. The words quiet, smooth,
and soft appear on every page of the log-
book. The Benz is the real deal, an angel food
cake made out of real angels.
Though its not sporty, the Benz responds
well to the throttle. Actually, we cant say
throttle because, being a diesel, it doesnt
have one. How about the speed modifer?
The torque amplifer? Perhaps accelerator"
is most apt here: Diesels tend to have a lag-
ging response, but the Benzs right pedal
makes the ute go faster right now.
Other control elements arent as sharp.
The brake pedal has a long travel and hardly
any bite at the top, and the steering was
deemed to be well-weighted but generally
lifeless and uncommunicative. Frankly, we
didn't detect much beneft from the Szpo
Active Curve System, an electronically con-
trolled anti-roll bar. Then again, we werent
able to drive the ML with it switched of. In
tight corners, the body leans more than the
others and the tires work hard to hold a path.
Heres a vehicle for highway travel: a solid,
secure fortress for fve that is happier on the
Io than, say, on the Moki Iugway, an

Mercedes remains the master of diesel-
powered luxury. The ML350 BlueTec is quiet,
responsive, smooth, and well appointed.
oofoothigh stack of unpaved switch-
backs that deathdrops you of Utah's Cedar
Mesa and into the Valley of the Gods.
Everything is classier inside the Benz.
Graypiped leather S6zo extra), wood,
soft-touch plastics, and satin-metal trim
were the paints on a competent artists pal-
ette and applied in a way that makes this
middle-of-the-prices ute seem like the most
expensive. Some interior extras, such as
navigation and a rearview camera, came in
the S;oo Premium package, the most
expensive among the ML's S,po in
options. Other addons included a S6o
driver-adjustable air suspension and an
$850 lane-keeping package. Were it our
money, wed keep the air springs for their
no. 5 COMPARO ISSUE
090
rocking-chair ability to put a restless two-
year-old to sleep, and ditch most of the rest.
The styling isnt to our taste and, worse,
it places the dash and window sills high,
slightly squeezing the visibility compared
with the control-tower BMW. Aesthetics
are subjective, but its compromised sight-
lines and sleepier dynamics knocked the
ML350 down to third despite a diesel engine
that tops this class.
two. PORSCHE CAYENNE
We thought we couldnt be surprised by a
Porsche window sticker anymore, but heres
a vehicle with no fewer than 25 line-item
upcharges for options. Fourteen of them are
over a grand each; four top $3000. The
biggest ticket, $6505, buys 21-inch wheels
and fender fares. The smallest is So for
Exterior Package High Gloss Black. Were
not even sure what that is, but were pretty
certain that it wasnt still black or glossy at
the bottom of the Moki Dugway.
So it goes with a Porsche. The Cayenne
has always been for people who want to strike
a pose. Its a masterpiece of badge engineer-
ing, a Volkswagen in bad South Beach drag
that everybody can see right past, but which
sells astonishingly well despite. This one even
has the exact same 3.0-liter V-6 and eight-
speed automatic as our Touareg, which stick-
ers for about $34,000 less.
And, yet . . .
The simple fact is that while everybody
does it (GM was doing it before man came
out of the trees), VW has become a master
at making the same cars seem diferent.
Dont argue the point until youve driven
them back to back, as we have. Is it $34,000
worth of diference? Well, no, which is why
Purists that we are, we
prefer vintage Porsche
SUVs with air-cooled engines
and treacherous swing-axle
rear suspensions.
Porsche Cayenne
+ Handles exactly as youd
expect a 5000-pound Porsche
would, a sports-car interior,
hugging seats, sure-grip tires.
_
Pentagon pricing,
info/nav screen could use a
`b]R_X[\ONaVTUaaaV[T
cockpit for an SUV.
= We like it, but we hate
ourselves for doing so.
vehicle
BASE PRICE
PRICE AS TESTED
DIMENSIONS
LENGTH
WIDTH
HEIGHT
WHEELBASE
FRONT TRACK
REAR TRACK
INTERIOR VOLUME
CARGO BEHIND
TOWING
MAX
AS TESTED
powertrain
ENGINE
POWER HP @ RPM
TORQUE LB-FT @ RPM
REDLINE/FUEL CUTOFF
LB PER HP
DRIVELINE
TRANSMISSION
DRIVEN WHEELS
GEAR RATIO:1/
MPH PER 1000 RPM/
MAX MPH
AXLE RATIO:1
LOW RANGE RATIO:1
chassis
SUSPENSION
BRAKES
STABILITY CONTROL
TIRES
C/D test results
ACCELERATION
030 MPH
060 MPH
0100 MPH
0110 MPH
1/4-MILE @ MPH
ROLLING START,
560 MPH
TOP GEAR, 3050 MPH
TOP GEAR, 5070 MPH
TOP SPEED
CHASSIS
BRAKING, 700 MPH
ROADHOLDING,
200-FT-DIA SKIDPAD
610-FT SLALOM
WEIGHT
CURB
%FRONT/%REAR
FUEL
TANK
RATING
EPA CITY/HWY
C/D 1150-MILE TRIP
PRACTICAL STOWAGE
BEER CASES,
SEATS UP/FOLDED
LENGTH OF PIPE
LARGEST FLAT PANEL,
LENGTH X WIDTH
SOUND LEVEL
IDLE
FULL THROTTLE
70-MPH CRUISE
BMW X5
xDRIVE35d
$57,595
$69,645
191.2 inches
76.1 inches
69.9 inches
115.5 inches
64.7 inches
65.0 inches
F: 55 cubic feet
R: 48 cubic feet
F: 75 cubic feet
R: 36 cubic feet

6000 pounds
6000 pounds
sequentially
turbocharged DOHC
24-valve diesel inline-6
183 cu in (2993 cc)
265 @ 4200
425 @ 1750
5000/5000 rpm
19.2
6-speed automatic
all
1
4.17/5.5/28
2
2.34/9.9/50
3
1.52/15.2/76
4
1.14/20.2/101
5
0.87/26.6/128
6
0.69/33.4/128


3.64
N/A
F: multilink, coil springs,
anti-roll bar
R: multilink, coil springs,
anti-roll bar
F: 13.7-inch vented disc
R: 12.6-inch vented disc
fully defeatable,
traction off
Michelin
Latitude Tour HP ZP
255/50R-19 107H M+S
2.2 sec
6.9 sec
19.9 sec
25.3 sec
15.3 sec @ 90
8.1 sec
4.3 sec
5.3 sec
128 mph (gov ltd)

178 feet
0.85 g
39.1 mph

5079 pounds
50.7/49.3

22.5 gallons
Ultra-Low Sulfur Diesel
19/26 mpg
23 mpg

18/38
129.0 inches
72.8 x 43.3 inches

43 dBA
73 dBA
64 dBA
MERCEDES-BENZ
ML350 BLUETEC
4MATIC
$52,175
$66,105

189.1 inches
75.8 inches
70.7 inches
114.8 inches
64.7 inches
65.2 inches
F: 55 cubic feet
R: 50 cubic feet
F: 80 cubic feet
R: 38 cubic feet

7200 pounds
7200 pounds
turbocharged
DOHC 24-valve
diesel V-6
182 cu in (2987 cc)
240 @ 3600
455 @ 1600
4250/4750 rpm
21.7

7-speed automatic
all
1
4.38/6.0/29
2
2.86/9.1/43
3
1.92/13.6/65
4
1.37/19.0/90
5
1.00/26.1/124
6
0.82/31.8/134
7
0.73/35.7/134

3.27
N/A
F: control arms, air
springs, anti-roll bar
R: multilink, air springs,
anti-roll bar
F: 13.0-inch vented disc
R: 12.8-inch disc
partially defeatable

Pirelli Scorpion
Verde All Season
265/45R-20 108H M+S
2.2 sec
7.0 sec
20.2 sec
26.2 sec
15.4 sec @ 89
8.2 sec
3.6 sec
4.6 sec
134 mph (gov ltd)

189 feet
0.81 g*
39.1 mph*

5203 pounds
52.8/47.2

27.7 gallons
Ultra-Low Sulfur Diesel
20/28 mpg
24 mpg

21/44
131.0 inches
66.5 x 40.5 inches

42 dBA
69 dBA
67 dBA
PORSCHE
CAYENNE DIESEL
$59,725
$95,175

190.8 inches
76.3 inches
67.4 inches
114.0 inches
65.2 inches
65.7 inches
F: 56 cubic feet
R: 47 cubic feet
F: 63 cubic feet
R: 24 cubic feet

7716 pounds
7716 pounds
turbocharged
DOHC 24-valve
diesel V-6
181 cu in (2967 cc)
240 @ 4000
406 @ 1750
4600/5000 rpm
21.2

8-speed automatic
all
1
4.97/5.2/26
2
2.84/9.0/45
3
1.86/13.8/69
4
1.44/17.8/89
5
1.21/21.2/106
6
1.00/25.7/129
7
0.83/30.9/129
8
0.69/37.2/129
3.27
N/A
F: control arms, air
springs, anti-roll bar
R: multilink, air springs,
anti-roll bar
F: 13.8-inch vented disc
R: 13.0-inch vented disc
fully defeatable

Michelin
Latitude Sport
295/35R-21 107Y
2.1 sec
6.8 sec
20.9 sec
27.2 sec
15.4 sec @ 88
8.1 sec
3.6 sec
5.2 sec
129 mph (gov ltd)

164 feet
0.94 g
42.1 mph

5083 pounds
52.3/47.7

26.4 gallons
Ultra-Low Sulfur Diesel
19/29 mpg
25 mpg

17/36
128.0 inches
70.5 x 44.5 inches

48 dBA
70 dBA
68 dBA
VOLKSWAGEN
TOUAREG TDI
$48,320
$60,840

188.8 inches
76.4 inches
68.2 inches
113.9 inches
65.0 inches
65.7 inches
F: 56 cubic feet
R: 47 cubic feet
F: 64 cubic feet
R: 32 cubic feet

7716 pounds
7716 pounds
turbocharged
DOHC 24-valve
diesel V-6
181 cu in (2967 cc)
240 @ 4000
406 @ 2000
5000/5000 rpm
21.1

8-speed automatic
all
1
4.97/5.3/27
2
2.84/9.2/46
3
1.86/14.1/71
4
1.44/18.2/91
5
1.21/21.6/108
6
1.00/26.1/125
7
0.83/31.5/125
8
0.69/37.9/125
3.27
N/A
F: control arms, coil
springs, anti-roll bar
R: multilink, coil springs,
anti-roll bar
F: 13.0-inch vented disc
R: 13.0-inch vented disc
partially defeatable

Goodyear
Eagle LS2
275/45R-20 110H M+S
2.2 sec
6.9 sec
21.1 sec
27.7 sec
15.4 sec @ 88
7.9 sec
3.9 sec
5.5 sec
125 mph (gov ltd)

183 feet
0.85 g
39.6 mph

5075 pounds
52.2/47.8

26.4 gallons
Ultra-Low Sulfur Diesel
20/29 mpg
23 mpg

18/42
126.8 inches
71.0 x 45.3 inches

47 dBA
70 dBA
64 dBA
2014 JEEP GRAND
CHEROKEE SUMMIT
ECODIESEL 4x4
$56,990
$56,990

189.8 inches
76.5 inches
69.3 inches
114.8 inches
63.9 inches
64.1 inches
F: 55 cubic feet
R: 51 cubic feet
F: 68 cubic feet
R: 36 cubic feet

7200 pounds
7200 pounds
turbocharged
DOHC 24-valve
diesel V-6
182 cu in (2987 cc)
240 @ 3600
420 @ 2000
4500/4500 rpm
22.6

8-speed automatic
all
1
4.71/5.4/24
2
3.14/8.1/36
3
2.11/12.0/54
4
1.67/15.2/68
5
1.29/19.7/89
6
1.00/25.4/114
7
0.84/30.2/119
8
0.67/38.0/119
3.45
2.72
F: control arms, air
springs, anti-roll bar
R: multilink, air springs,
anti-roll bar
F: 12.9-inch vented disc
R: 12.6-inch disc
partially defeatable

Goodyear
Fortera HL
265/50R-20 107T M+S
2.3 sec
8.0 sec
24.9 sec
33.9 sec
16.1 sec @ 84
9.0 sec
3.9 sec
5.7 sec
119 mph (gov ltd)

184 feet
0.72 g*
38.4 mph

5432 pounds
52.1/47.9

24.6 gallons
Ultra-Low Sulfur Diesel
21/28 mpg
24 mpg

17/41
130.0 inches
75.5 x 42.3 inches

45 dBA
70 dBA
67 dBA
*Stability-control inhibited.
091
tested in Rosamond, California, by K.C. COLWELL, TONY QUIROGA, and AARON ROBINSON
no. 5 COMPARO ISSUE 06.2013 caranddriver.com
092
.
the Cayenne is in second place.
What you get: Sharper handling, of
course, plus a leap of several tax brackets in
luxury and style in the zoomy interior. Call
us surprised that the Cayenne returned
both the quickest zero-to-60-mph acceler-
ation time and the best fuel economy along
with, as expected, the best skidpad (0.94 g),
slalom (42.1 mph), and braking (164 feet)
numbers. We have no explanation for the
6omph diference, other than to say that if
you feel quicker in a car with identical
power and gearing and a nearly identical
curb weight, you must be quicker.
The Cayenne certainly makes you feel
faster, with its deeply bolstered bucket seats
and close-hugging cockpit with arching grab
handles. The Porsches sweeter exterior
shape hacks into available cargo space,
though, as the rearward taper cuts volume
behind the seats down to 24 cubic feet. The
squarer Touareg has 32. All this sports-car
theater seems a little silly in an SUV, espe-
cially as you wriggle over the peaky seat bol-
sters to get in and out. Even the back seats
are shaped a little like racing shells, the main
reason it loses a point to the Touareg in this
department. Once in, though, these frm
seats make nice places to spend the day, even
if it's |ust cruising from Barstow to Ilagstaf.
And so many buttons! At $3980, the air
suspension again proves itself the must-have
option. The Touareg lacked it, and sufered
in ride quality. Amazingly, considering the
four Michelin summer hams rolling under-
neath, the Porsche feels better insulated
from road shiver, even though its decibel
readings are mostly higher than the VWs.
The diesel feels particularly soft to pedal
input unless you hammer it. Porsche might
have stepped it up here, just to make the
engine a livelier match to the handling. If
your other car is a Boxster, prepare to be dis-
appointed by the sound. No Herculean
efort has been made to improve it or,
indeed, quiet it, as in the Benz.
If you can restrain yourself on the
options, then the Cayennes price premium
looks tolerable for the tangible dynamic
benefts. The Porsche Iiesel Owners Club is
now accepting applications.
one. VOLKSWAGEN TOUAREG
Not everyones favorite, this $60,840 VW
had just enough intersecting circles to pro-
duce a frstplace fnish once we averaged the
votes. An oft-heard comment on the road
was It does everything pretty well. Not
outstandingly, but consistently, reliably well.
Heres another company with a lot of
diesel experience. As stated above, the V-6
moves the considerable mass with a mellow
and unhurried ease. As in the Porsche, the
pedal links to the engine via a fairly slack
rubber band. If you pin it, torque swells
impressively, and the Touareg fings itself
through a two-lane pass with suitable haste.
When not being fogged, it settles into a low
revving growl for longdistance efciency.
This cars odometer showed a very green
900 miles at delivery, which may account for
relatively weak fuel-economy performance.
Compared with the Porsche, the VWs
simple interior of matte plastic interlocked
with glossy piano-black trim shrinks back to
look more like a regular passenger cars
cabin, leaving a greater sensation of free
space. A large, perfectly circular steering
wheel gives a wide view to the simple gauges,
and the greatly reduced button count serves
Volkswagen Touareg
+ Does it all and does it well,
all the seats are winners,
friendly controls.
_
Spongy engine response,
not much glam to the design,
a rougher ride without the
Porsches adjustable
suspension.
= A cheaper, plainer, and more
usable Cayenne.
If this were our Touareg TDI, we would
probably tell passengers it was powered by a
Porsche engine, which would be kind of true-ish.
093
vehicle
DRIVER COMFORT
ERGONOMICS
REAR-SEAT COMFORT
REAR-SEAT SPACE*
CARGO SPACE*
TOWING CAPACITY*
FEATURES/AMENITIES*
FIT AND FINISH
INTERIOR STYLING
EXTERIOR STYLING
REBATES/EXTRAS*
AS-TESTED PRICE*
SUBTOTAL
powertrain
1/4-MILE ACCELERATION*
FLEXIBILITY*
FUEL ECONOMY*
ENGINE NVH
TRANSMISSION
SUBTOTAL
chassis
PERFORMANCE*
STEERING FEEL
BRAKE FEEL
HANDLING
RIDE
SUBTOTAL
experience
FUN TO DRIVE
GRAND TOTAL
10
10
5
5
5
5
10
10
10
10
5
20
105
20
5
10
10
10
55
20
10
10
10
10
60
25
245
9
9
5
4
3
5
4
8
8
8
1
19
83
20
3
8
8
9
48
15
8
8
8
8
47
19
197
8
7
4
4
1
5
8
9
8
8
0
7
69
20
2
10
8
9
49
20
9
9
9
7
54
21
193
7
8
4
5
4
4
10
7
8
8
0
20
85
16
3
9
8
8
44
12
8
8
7
8
43
18
190
9
8
5
4
4
2
6
9
8
7
1
16
79
20
2
8
6
7
43
16
7
8
7
8
46
17
185
9
9
4
5
5
4
5
9
9
6
0
17
82
20
2
9
9
8
48
14
7
7
7
10
45
16
191
FI NAL RESULTS
RANK
M
a
x
i
m
u
m

p
o
i
n
t
s

a
v
a
i
l
a
b
l
e
V
O
L
K
S
W
A
G
E
N

T
O
U
A
R
E
G
P
O
R
S
C
H
E

C
A
Y
E
N
N
E
J
E
E
P

G
R
A
N
D

C
H
E
R
O
K
E
E
M
E
R
C
E
D
E
S
-
B
E
N
Z

M
L
3
5
0
B
M
W

X
5
1 2 4 3 5
only what is necessary. The nav/info screen lacks a
control superknob but is still easy to understand
and operate. Its an upgraded unit from that found
in the Jetta and better suits the Touaregs lofty
price; an example Jeep ought to follow.
VW charges $3500 for the diesel and gives you a
few package choices, ofering the TII starting at S8,zo, with various
trim levels topping out at $60,000-plus. Basically, its the opposite
approach to Porsches; the options are simply packaged up rather than
ofered a la carte. However, you can't get an ad|ustable suspension in the
VW at any price, though it would beft a o;pound vehicle running
series tires on zoinch rims. The ride tune leans to finty and is
locked, while the Porsche, Benz, and Jeep can all be turned down when
you want the pavement cracks to pass by with less fanfare.
Lven so, the Touareg ofers an overall impression of style and utility
in pleasant balance. The seats are fatter but have |ust enough shape to
supply excellent support and comfort over long hauls. The prim interior
isnt so posh that youd worry over muddy
feet or the occasional stepladder. You dont
get shifter paddles on the wheel, or the quick
steering and astounding body control of the
Cayenne, but you do get brakes that feel
almost as good and a sport mode that hur-
ries the shifts for you. You get a more accom-
modating back seat and more cargo space
than in the sister ship, and for considerably
less money.
As with all the other cars, the Touareg has
a separate fller for a ureabased pollution
controller, or what VW calls AdBlue. Its
another little reminder that diesels are dif-
ferent. But, as one tester noted, you can be
the last vehicle in a line of fve oilburners
nowadays and not smell any diesel stink or
see a trace of black soot. If our |ourney
proved anything, its that you can now drive
a long way on old-engine technology that has
come a long way.

Yes, this is the
location where
Forrest Gump
stopped running.
No, we dont want
to hear your Gump
impersonation.
* These objective scores are calculated from
the vehicles dimensions, capacities, rebates and
extras, and/or test results.
photography by NAME HERE
P
H
O
T
O
G
R
A
P
H
Y

B
Y

N
A
M
E

H
E
R
E
no. 6 COMPARO ISSUE
PUBLIC TRANSIT DRIVING
photography by NAME HERE
P
H
O
T
O
G
R
A
P
H
S

B
Y

N
A
M
E

H
E
R
E
In September 2012, Apple jettisoned
Google Maps from its iOS 6 operat-
ing system and a maelstrom ensued.
Users complained, refusing to
update their devices, and Apple CEO
Tim Cook soon apologized. The tech
giants stock plummeted from over
$700 per share to $419 in six months.
While hardly the sole cause of
Apples Wall Street woes, Google
Maps is undeniably the 800-pound
gorilla of navigation. It helps us eke
out seconds to grab a latte between
just-in-time deliveries of child,
spouse, and family materiel. And its
turn-by-turn directions for driving,
public transit, and walking gave us
an idea: Wed compare all three and
[Q \ba dUNa YVR` ORUV[Q aU\`R ad\
other buttons we never press.
The obvious problem was how to level
the playing feld so each method had an
equal chance to prove its mettle. So we
chose to pit car against public transporta-
tion against foot power in New York City, an
environment equally hostile to all.
We settled on a trip from the New York
Botanical Garden in the Bronx to Battery
Park near the southern tip of Manhattan.
Stopping for a hot dog at a Papaya King near
the halfway point would add a zominute
layer of complication. Bentley obliged us
with a Soz,z Mulsanne for the driving
portion, while Google indicated that the
best transit route would include both bus
and subway stints via the Metropolitan
Transportation Authority. And for what was
nominally a walking trip, I decided to lace up
a new pair of running shoes, vowing to com-
plete what would amount to my frst half
marathon in more than a year.
I made the car and transit trips during
WALKING
GOOGLE
MAPS
06.2013 095
From the Bronx to the Battery, its
Googles world. We just live in it.
by JEFF SABATINI
photography by DANIEL BYRNE
Like a Muppet: We send an editor to take
Manhattan, comparing Googles directions
for driving, public transit, and walking.
no. 6 COMPARO ISSUE
096
the morning rush, while the journey on foot
took most of an afternoon. I was wired with
a heart-rate monitor and a GPS watch, but
the measuring tools were overshadowed by
my notebook. Indeed, the point was less
about the competition than actually learn-
ing something about getting around.
Such as, no matter where youre going,
it always takes more time than expected.
None of my trips hit its projected travel
time, with the MTA spitting me out in view
of the Statue of Liberty some 26 minutes
behind schedule and the Bentley arriving
37 minutes late. While my run nearly
halved Googles projected walking time, it
was still nearly 50 minutes slower than my
last race fnish, a pace well below the expla-
nations ofered by the extra o.6mile of
distance, a frankfurter-laden belly, and
insufcient training.
But the real lesson of this comparo is
that no matter the method of transporta-
tion, they all work in a symbiosis that keeps
New York moving. Over the three days
spent racing up and down the Bronx and
Manhattan for this story and its accompa-
nying photos, the Bentley was supplanted
by numerous cabs and livery vehicles, an
unlimited-use MTA pass all but paid for
itself in savings, and my shoes got broken in
even before my run. The streets of the city
demanded it.
three. PUBLIC TRANSIT
At the risk of having my middle-class-lib-
eral card revoked, theres no other way to
put it: Riding public transit sucks. Clearly
it just needs more money. From the
moment I started the stopwatch, my tran-
Backpacks on the subway are subject to search,
according to repeated announcements. This
makes Sabatini even more paranoid than usual.
sit trip was something to be endured rather
than enjoyed.
Standing on a Bronx street corner, fgur-
ing out which way to walk to the bus stop,
I was cold. I would soon be wet, too, as I
waited, peering through the rain at my
phone and wondering whether it might be
faster to walk the half-mile to the subway. It
would have been. Once on the bus, I got my
frst taste of New York's public transit.
Taste, of course, is closely linked to the
sense of smell, and the odor was unpleasant,
the sort of damp, mildewy fragrance that
develops when you pack so many wet people
into a single shiny metal box.
Transferring to the subway, it became
apparent that the train ofers a similar
experi ence, amplifed. When a cab driver
has body odor, you can roll down the win-
dow. On the subway, you quite literally just
suck it up. Two days later, it seemed fair ret-
ribution that I took the same train back to
my hotel after completing my run.
But the subway did force me closer to a
woman than my wife has let me get in the
past two weeks. And I was entertainedby
the sounds of pop music fittering through
many pairs of earbuds, the woman preach-
ing from her bible, and a tiny glimpse of
Yankee Stadium as the train sped past.
Then there was the inept busker per-
forming Hotel California when I switched
trains at 42nd Street. If theres a better argu-
ment against the subway than having to lis-
ten to this guy play the Eagles, I cant make it.
two. WALKING
Walking isnt really an accurate description
of what I did, but then neither does the word
describe what New Yorkers do when theyre
on foot. Everyone runs in New York,
whether theyre running to catch the bus or
running from someone; bipedal locomotion
DRIVING PUBLIC TRANSIT WALKING
Get the most out of what you drive with Shell V-Power

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no. 6 COMPARO ISSUE
098
. 06.2013 caranddriver.com
is not just recreation. But
the calories burn the same,
their quantity increasing
with speed. Walking
trumps public transit here
largely because of its health
benefts, but also because it
puts you more directly in
the citys fray.
If you truly know a man
only after youve walked a
mile in his shoes, running
13.7 miles in New York City
made me feel like the man
who knew too much. Such as how New
Yorkers dont bother to clean up after their
dogs. Yes, I dodged shit, all kinds of it. And
people young and old, bikes, trucks, cabs,
and scafolding poles. Iid you know that
every single building in Manhattan is under
construction? Twice I had to avoid Rascal
mobility scooters. An old lady pushing a
shopping cart yelled at me to watch where I
was going even as I gave her a wide berth.
Ill bet she still thinks Ed Koch is the mayor.
The sidewalk was often more rutted and
broken than a mountain trail. I couldnt
maintain a reasonable pace because of the
stoplights, and yet my body grew fatigued
from all the bobbing and weaving. The
Papaya drink at the midway point tasted
more delicious than on either of the other
trips, yet the pain was also greater.
one. DRIVING
Iriving in Manhattan is a sport. At times it
resembles a series of eighth-mile drag races.
FI NAL RESULTS
GOOGLE EST. TIME
ACTUAL TIME*
TOTAL DISTANCE
AVERAGE HEART RATE
PEAK HEART RATE
CALORIES BURNED
COSTS
45 min
1 hr 42 min
18.7 miles
64 bpm
99 bpm
121
$36
($7.50 bridge
toll, $1.50
metered
parking, $27
parking garage)
4 hr 38 min
2 hr 32 min
13.7 miles
152 bpm
180 bpm
1563
None
1 hr 12 min
1 hr 58 min
15.1 miles
67 bpm
100 bpm
137
$5.00
(2 MetroCard
fares)
Jousting with cabs, playing chicken with
pedestrians, and processing the citys sen-
sory overload require a race drivers concen-
tration and ofer similar psychological
rewards. In New York, everyone is engaged,
and even the bad drivers are paying atten-
tion. And when the trafc opens up on IIR
Irive, the |oy of stomping on the throttle
and hitting triple digits in that concrete can-
yon is more thrilling than on any interstate.
Arriving at Papaya King about 40 min-
utes after setting out, the car had already
created its 16-minute margin of victory over
public transit, even though I had encoun-
tered the worst of the trafc I would face.
Actually, it felt like that delta should have
been even greater, despite my having spent
more than o minutes in stopandgo trafc
to travel one mile over the Triborough
Bridge from the Bronx.
But the Bentley proved expensive, and not
just because it was. I spent $7.50 on the bridge
toll, and with the trip computer showing the
car averaging 8.8 miles per gallon, I dont
even want to calculate its yearly operating
cost. To stash the car in a lot for 25 minutes
near Battery Park cost $27, and while parking
charges were more reasonable in other parts
of the city, the car proved burdensome when
it wouldn't actually ft through the door of
one underground garage. The solution: Pay
the valet to watch the Mulsanne while it was
parked illegally on the sidewalk.
This is a car magazine and as such, the
car was the odds-on favorite to win. But in
doing so, it disabused me of the conven-
tional notion that driving in New York City
is |ust difcult, deleterious, or dumb. It's
actually all those things. Which is what
makes it so much fun.

New York subway trains struck and killed 55
people last year, which seems like a lot, even
compared with the citys 136 pedestrian fatalities.
Not just another livery vehicle, this Mulsanne
parted seas of black cars and won more than
its share of jousting matches with yellow cabs.
1 2 3
W
A
L
K
I
N
G
P
U
B
L
I
C

T
R
A
N
S
I
T
D
R
I
V
I
N
G
*Including hot-dog stop.
drivers
seat
The
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THI S MONTH
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CAR TYPE HERE .
MERCEDES SLS AMG BLACK SERIES / MERCEDES G63 AMG 6X6 / 2014 CHEVROLET IMPALA / 2014 BMW 3-SERIES GT / 2014 FORD FIESTA ST
we test em FI RST
SQUI SHED- ROOF SEDAN .
The Great Germanic Model-
Expansion Bonanza has
reached a new low. No, BMW
hasnt announced a mini-
vanyet. But soon a tide will
wash a bunch of $30,000, front-wheel-
drive small cars onto Audi, BMW, and
Mercedes-Benz dealer lots. While pre-
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UR_R ORS\_R aUR R\_a` N[Q Re]RPaNaV\[`
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dNf PNaTUa ORadRR[
the Audi A4, BMW 3-series, and Benz
C-class.
First out of the gate is Mercedes-Benz,
which didnt just slice the sausage a few
inches shorter to create something below
the C-class. True, its new CLA250 bor-
rows its parasol-shaped roof and drooping
character line from the CLS four-door, but
sharper creases and smaller dimensions
make the baby Mercedes look feistier.
Some of the CLAs look is simply a matter
of mechanics. The front and rear decks are
MERCEDES-BENZ CLA250
The revolution will be stylized.
by Eric Tingwall
EXTREME
MERCEDES
MONTH:
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SPECIFICATIONS
VEHICLE TYPE: front-engine, front- or
4-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $30,825
ENGINE TYPE: turbocharged and intercooled
DOHC 16-valve inline-4, aluminum block and
head, direct fuel injection
DISPLACEMENT . . . . . . . . . . . . . 122 cu in, 1991 cc
POWER . . . . . . . . . . . . . . . . . . . . . 208 hp @ 5500 rpm
TORQUE . . . . . . . . . . . . . . . . . . 258 lb-ft @ 1250 rpm
TRANSMISSION: 7-speed dual-clutch
automatic with manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106.3 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.3 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70.0 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.6 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3400 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . 6.56.6 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . 18.118.3 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.915.0 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 mph
PROJECTED FUEL ECONOMY (C/D EST)
EPA CITY/HWY . . . . . . . . . . . . . . 2223/3334 mpg
tall, making even 18-inch wheels look tiny.
A teardropshaped profle helps the CLA to
score one of the lowest drag coefcients of
any car in production. Credit for the claimed
Cd of o.z also goes to meticulous attention
to details, such as the underbody paneling,
the sidemirror shapes, and the mufer
profle. A notforAmerica model with
aero-ugly wheels is even more slippery.)
Despite occupying the lowest rung of
the Mercedes product ladder, the CLA is
longer, wider, and taller than todays
Cclass sedan. That will change in zo
when the Cclass gets overhauled, but
already the CLAzo is roughly zoo pounds
lighter than the current Czo. That's
because the CLA's new MIA platform is
designed to underpin a set of narrowly
defned small cars such as the A and
B-class in Europe and the forthcoming
GLAclass crossover. An undisclosed ffth
model is in the works. All of these compact
Benzes share a selection of four-cylinder
engines but only one wheelbase.
That o6.inch wheelbase is z. inches
shorter than the Cclass's. Combined with
the pinched roofine, it makes for a crowded
rear cabin more akin to a proper coupes
than a sedan's. The leg and headroom evoke
the Iord Mustang's more than that of the
CLS or Volkswagen CC, and the middle
seatbelt is only useful for lowering insur-
ance premiums. Unless your friends are the
size of Snooki and as tolerant as Buddha
would need to be in her presence, the rear
seats should be reserved for kids.
The front seats are much more welcom-
ing, with generous space and excellent
comfort. Iriver and passenger beneft from
frm and supportive sport buckets with
subtle hints of bolstering. The fxed
headrests, however, strike us as more
inconvenient than racy. The dashboard is a
textbook example of German stoicism,
with a wide slab of faux aluminum serving
as the only decoration. Mercedes familiar
rotary controller just ahead of the armrest
manages the standard .8inch infotain-
ment screen perched atop the dash, and the
center stack below it is tidy and easy to use.
To get the COMANI software and naviga-
tion, though, youll have to upgrade to the
optional seven-inch screen.
You dont sell a Mercedes-Benz for
So,8z without a frm handle on costs, and
it is possible to spot a few rounded-over
corners if you look closely enough at the
The rst 750 CLAs in the U.S. will be
Edition 1 versions with 18-inch wheels, a
sport body kit, andNeon Art seats (at right).
SQUI SHED- ROOF SEDAN drivelines . .
0 6 . 2 013
102
We hope you like the CLA250s body-side
contours, because youll be seeing the same
look on most future Benzes, S-class included.
CLA. The drivers seat is eight-way power
adjustable, but the passenger doesnt even
get a button to unlock the doors. An iPod
interface, satellite radio, heated seats, and
dual-zone climate control are all optional.
The extra-cost panoramic glass roof is
more of a plus-sized sunroof, and the shark-
fn antenna comes in gloss black rather than
body color. These are all small details,
though. In terms of solidity, quietness of
the cabin, and impressive material and
build quality, the CLA exhibits all of the
familial traits.
The single engine for the U.S., a turbo-
charged 2.0-liter four-cylinder, is tailored
toward smooth and assertive torque rather
than top-end power. With 208 horsepower
and 258 pound-feet of torque from 1250
rpm, the engine is happier to be kept on
simmer at 3000 rpm rather than boiling at
5000 rpm. Power delivery under full throt-
tle is best described as understated, though
a small turbo producing up to 14 psi of boost
provides plenty of on-demand passing
thrust even in the top gear. Thanks to an
imperceptible programming trick in the
electric power steering, torque steer is non-
existent. For colder climates, the all-wheel-
drive CLA250 4MATIC uses a Haldex
electronically controlled coupling to route
up to 50 percent of the engine torque to the
rear wheels.
The engine is paired to an equally new
seven-speed dual-clutch transmission
developed in-house in Stuttgart. It could
use a little refnement, both in shift quality
and strategy. At low speeds, downshifts
into frst come with a clunk and a surge. The
driverselectable efciency" mode seeks
seventh gear, but sport" mode avoids it,
and we yearned for a middle setting that
might reasonably be called normal."
Alas, there isnt one. Regardless of the
transmission setting, extracting the gear
changes we wanted often required explor-
ing the extremes of accelerator-pedal
travel. Upshifts demanded lifting of
entirely, and getting even a single-gear
downshift sometimes meant pushing the
pedal all the way to the kickdown switch.
For more predictable behavior, choose
gears manually via the paddle shifters.
Bucking the industry norm, the only
suspension tune well get in the U.S. is the
stifer of two Luropean setups. Compared
with the base settings, the bulk of the addi-
tional frmness is introduced with revised
damping rates while the springs are stifer
by virtue of being 0.6 and 0.4 inch shorter,
front and rear. Over the sort of dips and
bumps that induce large, slow body move-
ments, the CLA comes of as a touch soft,
yet the few abrupt pavement irregularities
that can be found in southern France
translated to jarring impacts. Were not so
sure that even the extra compliance of the
standard 17-inch wheel-and-tire package
will be enough to properly soak up battered
U.S. roads.
On balance, the CLA displays a com-
posed mix of quick responses and comfort-
able isolation. Mercedes variable-ratio
Direct Steer gets quicker the farther you
turn the wheel, similar to the setup in
Porsche sports cars and the Ford Focus ST.
It works just as well here, largely eliminat-
ing the need to shufe your hands in tight
turns. The electrically assisted steering
weights up quickly and evenly but ofers
little in the way of feel. Buyers are more
likely to appreciate that the CLA, at a
slower pace and while navigating narrow
city streets, feels like a nimbler, tidier Benz
even if dimensionally it isnt.
What matters most, though, is that the
CLA feels like a Mercedes. Its not as plush
or as polished as the higher-end Benzes,
but neither does it seem out of place as the
frst frontwheeldrive Mercedes ever sold
in the United States. It makes only the
faintest connection to the $72,000 CLS
that inspired it, but the CLA does move the
Mercedes ethos into a new price point. And
at the very least, its a less cynical and more
plausible path to increasing sales than add-
ing a sloped roof to every SUV and sedan.
103
The carbon-trimmed
SLS Black is, in its own
way, every bit as extreme as
the G63 6x6 on page 112.
MERCEDES-BENZ SLS AMG
BLACK SERIES
Mercedes crown jewel is a black diamond.
by Eric Tingwall
Not particularly beautiful
but extremely rare and
exotic, carbonado is the
impossibly hard stone also
known as the black dia-
mond. A Black Series is the unlikely brute
of a Benz created when the AMG perform-
ance shop tires of building mere 500-plus-
hp commuters. The ffth car to wear the
badge, the SLS AMG Black Series is also the
most expensive and most exclusive Mer-
cedes of the moment, with no more than
200 coming to the States at about
Sz6o,ooo apiece. And as the extrafortifed
version of the only car fully designed
within AMG, this SLS is as hardened as a
Mercedes comes.
The Blacks engine is derived from the
SLS AMG GTs naturally aspirated and
aurally gifted 6.2-liter V-8. An additional 39
horsepower and a power peak raised by 600
rpm translate to a weaponized 622 horse-
power at 7400 rpm. Shorter intake runners,
revised valve timing, and optimized igni-
tion timing produce the additional power,
while wider main bearings, stronger con-
necting-rod bolts, and higher oil pressure
assure longevity. One tradeof is a slight
loss of low-end torque. Max twist is now
468 pound-feet at 5500 rpm, rather than
479 pound-feet at 4750 rpm. You wont miss
it, though, because AMG also shortened
the fnaldrive ratio from .6;: to .:.
To cut pounds, AMG dressed the
SLSs aluminum space frame with its own
mix of exotic materials. The hood, the
panel behind the seats, the underbody
brace, the torque tube, and the driveshaft
are all carbon fber. A lithiumion battery
saves 8 pounds, and a titanium exhaust
system removes an additional 29. Standard
carbon-ceramic brakes shed 35 pounds.
The SLS Black isnt as criminally violent
as the Lamborghini Aventador, but hustling
it around the track certainly focuses the
mind. To sharpen the cars reactions,
AMG engineers tightened up everything
between the road and the driver. The throt-
tle pedal is about as gentle as a Glocks
fring pin, and the standard Michelin Pilot
Sport Cup 2 tires grip like a bear trap. The
suspension bushings are frmer, the two
stage shocks have a stifer base setting, and
a small damper between the V-8 and the
chassis restricts engine movement when
cornering. The quick and alert steering sys-
tem is now rigid enough to communicate
when the front tires start to scrub. Under-
steer is rare, though, because the Blacks
new electronically controlled limited-slip
SPECIFICATIONS
VEHICLE TYPE: front-engine, rear-wheel-
drive, 2-passenger, 2-door coupe
BASE PRICE (est) . . . . . . . . . . . . . . . . . . . . . . $260,000
ENGINE TYPE: DOHC 32-valve V-8, aluminum
block and heads, port fuel injection
DISPLACEMENT . . . . . . . . . . . 379 cu in, 6208 cc
POWER . . . . . . . . . . . . . . . . . . . . . . 622 hp @ 7400 rpm
TORQUE . . . . . . . . . . . . . . . . . 468 lb-ft @ 5500 rpm
TRANSMISSION: 7-speed dual-clutch
automatic with manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.5 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.9 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77.8 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49.7 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3550 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . . . 3.3 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . 7.3 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 mph
PROJECTED FUEL ECONOMY (C/D EST)
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . . . . 12/18 mpg
diferential invites quick, controllable rota-
tion under power.
With its intense personality, raw man-
ners, and chassis neutrality, the SLS AMG
Black Series disavows its kinship to Benzs
mainstream models, making it for all
intents the anti-Mercedes. Too anxious for
trafc, speed limits, or lane markers, the
SLS AMG Black Series is tetchy on the road
but a star on the track. Its a sparkling
chunk of carbonado.
COUPE
EXTREME
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MONTH:
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Available in 54 sizes from 16" to 21"
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Standard Touring All-Season
Available in 24 sizes from 15" to 18"
Developed for coupes, sedans, minivans and crossover vehicles. The ProContact
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2013
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2013 adidas AG. adidas and the 3-Stripes mark are registered trademarks of the adidas Group.
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tions. The P Zero Nero All Season is designed to provide
all-season traction and handling in dry, wet and wintry
conditions, including in light snow.
Cinturato P7 All Season Plus tires use a tread compound
that features low oil and high silica content to reduce
braking distances and rolling resistance. This compound
is molded into an asymmetric tread design that blends
dry handling with wet road and wintertime traction.
Cinturato P7
All Season Plus
Grand Touring All-Season
2013
Tire Rack 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
Derived from 100 years of Pirelli motorsport experience and developed for the drivers
of powerful sports cars, sports coupes and high performance luxury sedans.
Max Performance Summer P Zero
For sizes and pricing visit www.tirerack.com/pirelli
2013
Tire Rack 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
Get up to $80 back
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Now is the time to buy! Below are just a few of the special offers available this month.
See more from Continental and Sumitomo in this issue or see them all at www.tirerack.com/specials
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OVER 500 MODELS
FROM 18 MANUFACTURERS
IN STOCK AND READY TO SHIP!
Tire Rebates and Special Offers
Tire Rack Testing We Try Before You Buy!
Sumitomo HTR Z III
Max Performance Summer
Five Rib Asymmetric Tread Pattern
Large outboard tread blocks promote responsive
handling, high-speed stability and dry road traction.
Wide Circumferential
and Long Lateral Grooves
provide drainage that helps evacuate water to
increase wet traction and hydroplaning resistance.
Continuous Inboard Ribs
improve tire longevity by resisting irregular wear
associated with independent rear suspensions.
Offer Valid May 1- 31, 2013
Prepaid card is issued by MetaBank, Member FDIC, pursuant to license by MasterCard International Incorporated. MasterCard is a registered trademark of MasterCard International
Incorporated. The prepaid card is given to you as a reward, refund, rebate or gift and no consideration, value, or money has been paid by you in exchange for the card. Card issued in the
name submitted on rebate form and is not transferable; card cannot be issued to minors. Card does not have cash access and can be used wherever Debit MasterCard is accepted. Card valid
for up to 6 months, unused funds forfeit at midnight EST the last day of the month of the valid thru date, subject to applicable law. Country restrictions apply and are subject to change.
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InteliSpend Prepaid Solutions, LLC shall use customer information as provided by Tire Rack only to the extent necessary to provide prepaid card fulfllment and supporting services on
Tire Racks behalf and shall not use such customer information for any other purpose, including, without limitation, the marketing of products or services to such customers.
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The HTR Z III (High Technology Radials-3rd generation) tire was developed
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Offer exclusively available from Tire Rack
* When you purchase a set of four (4) Sumitomo HTR Z III tires you may be eligible
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2013
Tire Rack 1-800-981-3782 www.tirerack.com
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High Performance and Ultra High

Performance All-Season
The AVID ENVigor is designed for sports car, sporty coupe, performance sedan and
crossover vehicle drivers wanting a blend of comfort, performance, treadlife, fuel
efciency and all-season wintertime traction, even in light snow.
Comfort
Six pitch tread variation helps reduce pattern noise.
Treadlife & Fuel Efciency
Optimized contact patch for long, even wear plus
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All-Season Performance
Angled groove walls and adaptive 3D Sipes enhance
wet traction and promote traction in light snow.
Visit tirerack.com/yokohama for up-to-date sizes and prices.
Standard Touring and Grand Touring All-Season
Yokohamas rst tire manufactured in the US to feature Orange Oil technology
that uses oil extracted from renewable orange peels to improve the molecular
bond between natural and synthetic rubber, the AVID Ascend is designed to
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NOTE: BluEarth identies Yokohamas ecological-oriented tire lines designed
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Wide Center Rib
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Constant rubber-to-road contact
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A HUGE SELECTION OF OVER 931 DIFFERENT WHEELS
drivelines . .
MERCEDES-BENZ G63 AMG 6X6
Out with the camels, in with the ber-G.
by Juergen Zoellter
In the Middle East, only
tourists ride on camels.
Nowadays, oil-rich Arabian
natives are more focused on
jets and cars. Or, more accu-
rately, Gulfstreams and huge SUVs. The
garages of cashed-up kingpins house entire
car collections, especially in the absurdly
wealthy United Arab Emirates. But how can
a sheik stand apart from his neighbors
when every desert McPalace is over-
crowded with Benz G-models, Toyota Land
Cruisers, and Porsche Cayennes?
Some do so by purchasing the ultimate
ofroad vehicle, the MercedesBenz Uni-
mog. The Unimog, however, is a heavy-duty
truck lacking any creature comfort. Its
more difcult to handle than Kurt Busch
after a bender, and a nightmare to park any-
where but in a strip mine.
So to solve this platinum-plated prob-
lem, AMG has come up with something a
little special. After rum-
maging through its closet in
Afalterbach, Germany, the
company found the blue-
prints for a kind of baby
Unimog, or a Gelndewa-
gen with the Unimog's of
road capability. Its a vehicle
that AMG originally devel-
oped for the Australian
army, with three axles and
fve locking diferentials,
because Australia can be
that kind of place. The Aus-
sies ordered 2000 units,
then someone at AMG
headquarters in Afalterbach said, Hey,
lets drop our new V-8 in it. The intent
was clearly to create the planets most
extreme ofroader with Sclassinterior
comfort.
AMG has built two stretched G63 AMG
preproduction vehicles, each spanning
more than 19 feet in length for more leg-
room and featuring a pickup bed for those
fun antiquing jaunts to Outer Mongolia. It
mounted four heated and ventilated leather
seats in each vehicle and replaced the con-
ventional axles with portal axles providing
18.1 inches of ground clearance. Both of
these baby Unimogs" were then sent to
Dubai to show around to potential custom-
ers. If there is enough interest, we will
112
0 6 . 2 013
TRUCK
EXTREME
MERCEDES
MONTH:
SHEIKIEST
build a small number of vehicles, says
G-class project leader Axel Harries. But
before any emir could climb behind the
wheel, we took one of the prototypes for a
serious romp. Our conclusion: The G63
AMG 6x6 is an automotive desert fox.
Entering this beast is akin to climbing
The Nose on El Capitan. Its more than
18 inches to the center of each wheel, and
aUR PNOV[` \\_ V` N[\aUR_ S\b_ V[PUR`
higher than that. So before you invite a lady
for a ride, we recommend purchasing a
handy stepladderchromed, to match the
G63s style.
Once in, youre ensconced behind the
wheel in a supportive and stylish seat,
a\dR_V[T \cR_ a_NP YVXR N DVZOYRQ\[
referee above a net. And when the direct-
injected 5.5-liter V-8 twin-turbo engine
awakes, it gives this super-G 536 horse-
power and 561 pound-feet of nasty. The
torque is multiplied and cut into pieces by a
seven-speed automatic gearbox and a trans-
SPECIFICATIONS
VEHICLE TYPE: front-engine, 6-wheel-
drive, 4-passenger, 4-door truck
PRICE (est) . . . . . . . . . . . . . . . . . . . . . . . . . . . $525,000
ENGINE TYPE: twin-turbocharged and
intercooled DOHC 32-valve V-8, aluminum
block and heads, direct fuel injection
DISPLACEMENT . . . . . . . 333 cu in, 5461 cc
POWER . . . . . . . . . . . . . . . . . 536 hp @ 5500 rpm
TORQUE . . . . . . . . . . . . . 561 lb-ft @ 2000 rpm
TRANSMISSION: 7-speed automatic with
manual shifting mode
DIMENSIONS
WHEELBASE . . . (front to rear-most axle) 166.1 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231.3 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83.1 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89.8 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . 8500 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . 5.9 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . 99 mph
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . N/A mpg
Five (!) locking differentials are controlled by
way of three buttons. Left: At a half-million
bucks, the G63 6x6 is above getting dirty.
The 1930s brought
unprecedented innova-
tion in machine-age
technology and materi-
als. Industrial designers
from the auto industry
translated the principles
of aerodynamics and
streamlining into every-
day objects like radios
and toasters. It was also
a decade when an
unequaled variety of
watch cases and move-
ments came into being. In lieu of
hands to tell time, one such compli-
cation, called a jumping mechanism,
utilized numerals on a disc viewed
through a window. With its striking
resemblance to the dashboard gauges
and radio dials of the decade, the
jump hour watch was indeed in
tune with the times!
The Stauer 1930s Dashtronic deftly
blends the modern functionality of a
21-jewel automatic movement and
3-ATM water resistance with the
distinctive, retro look of a jumping
display (not an actual jumping com-
plication). The stainless steel 1
1
/2"
case is complemented with a black
alligator-embossed leather band. The
band is 9
1
/2" long and will fit a 78
1
/2" wrist.
Try the Stauer 1930s
Dashtronic Watch for 30
days and if you are not
receiving compliments,
please return the watch
for a full refund of the
purchase price. If you
have an appreciation for
classic design with preci-
sion accuracy, the 1930s
Dashtronic Watch is built
for you. This watch is a
limited edition, so please
act quickly. Our last two
limited edition watches are totally
sold out!
Truly
Unique
True to Machine Art esthetics,
the sleek brushed stainless
steel case is clear on the
back, allowing a peek at the
inner workings.
Time travel at the speed
of a 1935 Speedster?
14101 Southcross Drive W.,
Dept. DRW860-03
Burnsville, Minnesota 55337
www.stauer.com
Not Available in Stores
Stauer 1930s Dashtronic Watch
$99 +S&Hor 3 easy credit card
payments of $33 +S&H
Call now to take advantage of this limited offer.
800-859-1602
Promotional Code DRW860-03
Please mention this code when you call.
Stauer

Scan to observe the

unique features of the
Dashtronic Watch
Rating of A+
drivelines
0 6 . 2 013
114 .
JOIN THE
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Hey, Larry!
fer case that sends it to six Unimog-spec
8inch beadlock wheels ftted with huge
;inch allterrain tires. Torque distribution
is 30 percent to the front, 40 percent to the
middle axle, and 30 percent to the rear.
Pedal to the metal, the engine howls. It
takes a second or so before the torque gets
delivered through all the heavy mechanical
parts and converted into traction. But when
the massive tires paw the tarmac, this 8500-
pound sixwheeler accelerates to 6o mph in
under six seconds. That's what Harries
claims, anyway. The maximum speed is elec-
tronically limited to pp mph, which is wise,
as the handling above 6o mph reminds us
more of the battleship Tirpitz than a motor
vehicle. Straightline stability on pavement
is something that doesn't really exist. The
thing goes where it wants to go. Drivers who
take it into a city will have to work with a
turning circle of p feet. That's |ust enough
to make a Uturn on a fvelane highway.
Beyond paved roads, this German
deuceandahalf becomes indomitable.
Just drop the tire pressure to ; psi by press-
ing a button above the rearview mirror, and
climbing over rocks is as easy as surfng
sand dunes. This tirepressure control sys-
tem is a feature shared with the Unimog. An
air compressor flls the four fvegallon
pressure reservoirs ftted into the rear
wheel arches, so all six tires can be expedi-
tiously ad|usted as desired. It takes less than
zo seconds to raise infation from an of
If AMG really had sizable Hodens, it would
have built a G65 half-track. Right: Portal
axles provide 18.1 inches of ground clearance.
YYOU'VVEE GGOOTT
THEE HHORSSEESS..
DO YYOOUU HAVVEE
THE REINNSS??
2013 Hawk Performance
Components are for illustrative purposes only. Actual
components will vary by vehicle type and tment.
HawkPerformance.com/system
Our new Performance Brake System lets
you substantially upgrade your braking performance with:
Greater stopping power New Talon 3-piston billet aluminum calipers
deliver up to 55% more clamping force, depending on application
Nore control - includes our performance street compound brake pads
and Quiet Slot rotors
Eas] install and zero clearance problems direct bolt-on design works
with stock wheel sizes
All for up to $1,000 less than leading big-
brake kits. See our website to learn more
and locate a dealer near you.
. TRUCK
road-ready 7 psi to 26 psi for on-road use.
Equipped with a low-range transfer-case
ratio and 6x6 drive, the mega-G will billy-
goat its way through where other ofroaders
capitulate. The fve mechanical diferential
locks can be activated by pushing the same
three buttons (marked 1, 2, and 3) found on
the regular G-wagens center console. The
frst of the buttons locks the center diferen-
tial in the transfer case, the second locks the
two diferentials in the rear axles as well as
the interaxle diferential between them,
and the third locks the front diferential.
Driving the G63 AMG 6x6 is like riding a
mechanical camel, so in one respect things
havent changed much in the desert. But
youll cause a much bigger stir by showing up
in one of these. The manufacturers esti-
mated price of 400,000 euros (or about
$525,000) shouldnt discourage anybody in
the target market, as long as they get one
before their neighbor does.
Chevy designed the Impala with a tall hood
to meet pedestrian-protection regulations
that arent yet in place in the American market.
2014 CHEVROLET IMPALA
Leaves bingo parlors and rental-eet lots in its dust.
by Don Sherman
After eight years on the mar-
ket, Chevys feckless Impala
has been replaced by a son absolved of his
fathers sins. The 10th-generation Impalas
exterior lives large, and Avis had no hand in
trimming the interior. More important, the
new car has an unexpected athleticism.
Imagine a large, roomy, four-door Camaro
(V-6I mean, come on) sneaking into a
segment where lapsed gym memberships
are the norm.
As usual, the basic Impala idea is Cadil-
lac space and grace at Chevy prices. Out
goes the ancient W-body platform, in
comes the long-wheelbase version of GMs
largebutafordablesedan trough. The
ninth generation lives on as the Impala
Limited in feet and rentalcar purgatory.
Designer John Cafaros goal (he did the
C5 Corvette) was a shape that could
become as memorable as the original 58
Impala without plagiarizing retro cues.
Stacked grilles, a towering hood, creased
haunches, and a long roof sweep back into a
high decklid. The hiked beltline helps occu-
pants feel secure while providing additional
canvas for long sculptural fourishes.
global Epsilon underpinnings shared with
the Buick LaCrosse and Cadillac XTS. A
3.6-liter V-6 engine with a couple additional
horses and a six-speed automatic are the
major carry-overs. Two four-cylinder
engineswith and without eAssist mild
hybridizationarrive later this year.
There are three trim levels, as before,
but no front-bench-seat option. Prices
start at $27,535 for a base Impala LS pow-
ered by the 196-hp 2.5-liter four and top
$40K for an LTZ with the 305-hp V-6 and a
few options. That breadth covers
the other two domestics (Dodge
Charger, Ford Taurus) and the
growing swarm of imports (Toy-
ota Avalon, Hyundai Azera, and
the Kia Cadenza) feeding at the
drivelines
0 6 . 2 013
. . 117 SEDAN
Instead of a clichd and self-conscious rear
spoiler, theres a subtle raised rib on each
taillamp that reduces wake turbulence,
dropping the base model's drag coefcient
below 0.30.
Inside, serpentine curves wrap around
and over the dash to accentuate the eight-
inch touch screen, which brings Chevys
MyLink infotainment to Impala customers
who step up to LT or LTZ trim. Learning
from the MyIord Touch fasco, this system
responds to natural voice commands,
stand ard iPhone input gestures, and redun-
dant knob and button controls located on
the steering wheel and dash. Theres capac-
ity for 10 Bluetooth connections and 1000
contacts, the nav function ofers I map-
ping good enough for Batman.
Though the increases in the Impalas
ex terior dimensions are small (1.2 inches in
wheelbase, only 0.9 inch in overall length),
there are substantial gains in legroom (3.5
inches in front, 2.2 inches in back) thanks to
the long roof and extended front-seat
travel. Making a clean break from its rental-
car predecessor, the Impala sports an
attractive color palette, trim worth touch-
ing, and optional perforated leather with
contrast piping. Well-bolstered front
bucket seats, a perfect dead pedal, and a
grippy steering wheel are nods to assertive
drivers. Split-fold back seats are comfy
for two and serviceable for three.
The chassis engineers achieved a lot
with a little. Neither electronically adjust-
able shock absorbers nor the special HiPer
strut front suspension used by Buick and
Cadillac live here. Instead, Chevy scrupu-
lously tuned conventional twin-tube damp-
ers and used costefective tricks to control
body roll without destroying the sedate
ride that seniors relish.
The bump, grind, and sweep of good and
bad roads east of San Iiego, California, pro-
vided an excellent opportunity to study the
cars dynamics. Relatively soft springs help
The Impalas interior has class-leading
swoopiness. A cubby hides behind the nav
screen, which uses icons that try too hard.
MAKE YOUR MOVE

TO A MILLION MILE AIR FILTER

- Designed to Improve Engine Performance
- K&N Million Mile Limited Warranty

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KNFILTERS.COM/CD
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2013 K&N Engineering, Inc.
A
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THE SMART
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drivelines
0 6 . 2 013
118 . . SEDAN
the Impala glide over rough pavement, then
urethane jounce bumpers, auxiliary
rebound springs, and dual-rate anti-roll-
bar mounts go to work in the turns. This
yields plush, straight cruising with crisp
turnin agility and the fattest cornering
attitude this side of an SRT8 or SHO badge.
The electrically assisted rack-and-pinion
power steering is quick to act and linear in
response. Lfort builds nicely ofcenter,
and the 19- and 20-inch tires we tested stick
to the pavement like roadkill. Steering feed-
back is the most notable item remaining on
Chevys to-do list.
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 4-door sedan
BASE PRICE . . . . . . . . . . . . . . . . . . $27,535$36,580
ENGINES: DOHC 16-valve 2.4-liter inline-4, 182
hp, 172 lb-ft + 15-hp electric motor (combined
system, 182 hp); DOHC 16-valve 2.5-liter inline-4,
196 hp, 187 lb-ft; DOHC 24-valve 3.6-liter V-6,
305 hp, 264 lb-ft
TRANSMISSION: 6-speed automatic with
manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111.7 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201.3 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73.0 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.9 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . 36003800 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . 6.68.7 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . 17.725.5 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.216.7 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . 115135 mph
PROJECTED FUEL ECONOMY (MFRS EST)
EPA CITY/HWY . . . . . . . . . . . . . . 1925/2935 mpg
The 305-hp V-6 does its part by scream-
ing to 7200 rpm when the automatic is
locked in manual mode and holding max
revs until you press the rather awkwardly
situated plus button atop the shifter. A
better gear-grabbing solution would be
paddles behind the wheel, and they
wouldnt seem contrived or out of place on
this car. Laminated glass, cavities flled
with sound deadening, and a substantial
body structure flter out tire, wind, and
powertrain hash so the sweetest part of the
engines song comes through.
The Impala lacks the power, if not the
will, to achieve sports-sedan status, which
is understandable because thats the Chevy
SSs mission. But for those folk still years
from trading their cruisers for walkers, the
big Chevy with antelope badges could be
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All the 3-series GT needs to make it
attractive is a lower seating position,
shorter wheelbase, and a wagon-style rear end.
2014 BMW 3-SERIES
GRAN TURISMO
The 3 gets its hump back.
by Jens Meiners
Enthusiasts winced when
news came through that
BMW would subject the new 3-series to its
Gran Turismo treatment. With all the
recent talk about ofering frontwheel
drive cars and electric vehicles, not to
mention the Pillsbury Doughboy-as-
wagon-replacement 5-series GT, havent we
been subjected to enough BMW experi-
mentation lately?
Our feelings notwithstanding, BMW's
goal is to pull yet another genre-bending
derivative of a perfectly fne sedan. This
one is designed to ofer a lot more space and
versatility than the sedan while avoiding the
station-wagon look that isinexplicably
disdained by customers outside of Lurope.
So here comes the 3-series GT, which, like its
big brother, the 5-series GT, tries to be a
master of all disciplines, only here it's not
supplanting a traditional wagon.
To bake the new GT, BMW took the
longwheelbase chassis from the Chinese
market 3-series (did you know such a thing
existed?), raised the seating position, and
added a large rear
hatch. That's a difcult
brief to work with, and
the team around BMW
designer Page Beer-
mann has endeavored
to mask the GTs con-
siderable bulk. Not a
single piece of exterior
sheetmetal is shared
with any other 3-series.
Compared with the sedan, the GT grows
discreetly in every direction. Its wider, the
headlights and grille are taller, the front
hood bulges, and there is an extra horizon-
tal line on the side surface. The fakelook-
ing air breather" vents on the front fenders
actually serve an aerodynamic purpose.
The series GT is a farbetterlooking
car than the 5-series GT, and it does make
good use of its bigger dimensions. Thanks
to its enlarged body, the trunknot sur-
prisinglyholds more than the 3-series
Sports Wagon it joins in BMWs lineup.
There is generous legroom in the back, and
the split rear seatback can be adjusted
through 15 positions. The driver enjoys that
higher seating point so dear to SUV and
crossover lovers, and the interior fttings
are done to the elevated standards of the
current 3-series.
The extra space, of course, comes at a
penalty. The higher center of gravity, longer
wheelbase, and extra 300 pounds (versus
the sedan) rob it of some agility. Iitted with
the rear suspension of the Sports Wagon,
NOT- A-WAGON WAGON drivelines . . 120
0 6 . 2 013
SPECIFICATIONS
VEHICLE TYPE: front-engine, rear- or
4-wheel-drive, 5-passenger, 5-door wagon
BASE PRICE (est) . . . . . . . . . $43,000$51,000
ENGINES: turbocharged and intercooled
DOHC 16-valve 2.0-liter inline-4, 240 hp, 255
lb-ft; turbocharged and intercooled DOHC
24-valve 3.0-liter inline-6, 300 hp, 300 lb-ft
TRANSMISSION: 8-speed automatic with
manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . 115.0 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189.9 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72.0 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.4 in
CURB WEIGHT . . . . . . . . . . . . . . . 37504000 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . 5.15.8 sec
ZERO TO 100 MPH . . . . . . . . . . . 12.715.0 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . 13.914.5 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 mph
PROJECTED FUEL ECONOMY (C/D EST)
EPA CITY/HWY . . . . . . . . . . . 1922/2831 mpg
the GT becomes a more comfortable and
softer vehicle. Still, it doesnt object to play-
ing. We experienced a little more under-
steer than is usual for a 3-series sedan, but
inducing power oversteer is easy and fun.
We are still not fully satisfed with the
electrically assisted power steering, which
could be lighter and feel more natural. But
theres little to be gained by bemoaning the
loss of hydraulic power steering, and the
added miles per tankful are signifcant.
Under the hood, we fnd one of two avail-
able engines: The familiar, single-turbo N55
3.0-liter inline-six with 300 horsepower is
an agreeable mill that builds revs efort-
lessly. A zero-to-60-mph sprint in an esti-
mated 5.1 seconds and a top speed governed
at mph place the i GT frmly in the
perform ance category. BMWs N20 turbo
2.0-liter four gives the 328i GT 240 horse-
power; it will be the base engine in the U.S.
The engines mate
to the ZF-supplied
8HP automatic trans-
mission. This cutting-
edge slushbox shifts
smoothly and rapidly,
and can be manipu-
lated through steer-
ing-wheel-mounted
paddles or a console-
mounted shifter. No manual will be ofered
on U.S.-market GTs.
BMW has not announced pricing, but
we expect the 3-series Gran Turismo to
begin well below $50,000. The car will be in
showrooms by late summer, shortly after a
new 3-series Sports Wagon arrives. For
now, we advise enthusiasts to relax: The
3-series GT looks okay, drives well, and has
more space than a comparable wagon. You
might not love it at frst sight, but when you
fnd yourself in need of space for a family, a
hobby, or a hobby horse, you might just be
glad it exists.
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2014 FORD FIESTA ST
Not Dearborns usual fare, and we couldnt be happier
about it. by Aaron Robinson
The bratty, spunky, and
altogether wonderful little
Ford Fiesta ST is more important for what
it says about Ford than what it does for the
companys bottom line. It proves that Ford
isnt without a soul. Somewhere inside that
giant monolithic pickup-truck mill are peo-
ple who actually know how to kick car ass.
Hot Fiestas have haunted European
showrooms for a couple of decades, but the
new ST is a North American newcomer as
Ford takes more of its products global.
Going on sale in the U.S. this August, the
Fiesta ST comes out of Fords Cologne, Ger-
many, engineering center, was fnessed at
its Lommel, Belgium, proving grounds; and
will be assembled for North America in
Mexico with an engine shipped in from the
United Kingdom. Thats a lot of frequent-
fier miles for one small car.
For its $22,195 base price, youll get a
vehicle essentially identical to the one
Europeans get, from its 1.6-liter turbo-
charged fourcylinder to the autobahnfrm
suspension to the one-spec Bridgestone
Potenza RE050A summer tires (sized
205/40R-17). That is, except for one key dif-
ference: The American ST will come only as
the fvedoor hatchback, while the Luro ST
will be only a three-door hatch. They share
a wheelbase and overall envelope dimen-
sions, but the fvedoor weighs about o
pounds more than the three.
The question with sporty variants
always boils down to how much steak you
get with the potato. On this particular plate,
one big change under the hood and dozens
of small changes elsewhere produce a thor-
oughly fun flet. Note, however, that we only
drove the three-door European version on
our loop of the French Riviera, and only
with the optional Recaro seats ($1995), navi-
gation ($795), and premium 17-inch wheels
with red brake calipers S;), which
together would push a U.S.-spec ST above
Sz,ooo. A S;p sunroof is also ofered.
The cast aluminum, direct-injected 1.6-
liter turbo is basically the same powerplant
as in the Fusion EcoBoost, meaning its a
relatively powerful engine moving a small
car. Here, governed by revised calibrations,
drivelines 124 . . HATCHBACK
0 6 . 2 013
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 5-door hatchback
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . $22,195
ENGINE TYPE: turbocharged and
intercooled DOHC 16-valve inline-4, aluminum
block and head, direct fuel injection
DISPLACEMENT . . . . . . . . . . 97 cu in, 1596 cc
POWER . . . . . . . . . . . . . . . . . . . 197 hp @ 6000 rpm
TORQUE . . . . . . . . . . . . . . . 214 lb-ft @ 2500 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . 98.0 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160.1 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.8 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.2 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . 2750 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . 6.6 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . 16.8 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.0 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 mph
PROJECTED FUEL ECONOMY (C/D EST)
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . 26/35 mpg
With its lowered ride height, 17-inch wheels,
and a not-at-all-hideous wing, the Fiesta ST
cuts a dashing gure . . . for a Fiesta.
Ford rates it at 197 horsepower at 6000 rpm
and 214 pound-feet of torque at 2500 rpm
with premium fuel. Technically, peak power
is made only in overboost, when the turbo
squeezes in 21 psi. To stretch the engines
durability, Ford programmed the computer
to release inlet pressure after 20 seconds at
wide-open throttle, a situation youre likely
to encounter only at Bonneville or the Nr-
burgring, or when feeing the cops. But |ust
lift once and the overboost timer resets, so,
in almost all cases, its a 197-hp car.
The one transmission available has six
speeds and a clutch pedal. The lower ratios
are short, which means 60 mph takes two
shifts and around 6.6 seconds, while the
upper ratios stretch out into double over-
drive for fuel economy. Ford expects EPA
combined mileage in the high 20s.
The basic Fiesta front-strut/rear-tor-
sion-beam suspension layout gets a few key
improvements. The STs front knuckles
have diferent attachment points to the
control arms that increase camber in com-
pression, a dynamic geometry change that
makes the steering more darty. Theres a
thicker front anti-roll bar, and helping to
expunge understeer is a computerized
torque-vectoring control that brakes the
inside front wheel in turns. The electrically
assisted power steering has a frmer tune,
and the STs rack gets a quicker ratio, drop-
ping from 14.6:1 to 13.6:1.
In back, the STs torsion beam earns its
own part number, denoting a stifer center
tube made of thicker-walled steel. Spring
rates rise about 20 percent at both ends,
and the shocks are revalved for frmer
body control. Rear disc brakes replace the
standard Fiestas drums, and the front
rotors grow to 10.9 inches in diameter.
Compared with the newly launched
Focus ST, which starts $2300 higher, the
Fiestas suspension tune was pushed a little
further, says vehicle engineering manager
Tyrone Johnson. Partly it was a learning
curve from one product to the next, and
partly it was because Ford wanted the
Fiesta to be a bit more randy for its
expected younger audience.
Visuals include a grille of meshed hon-
eycomb along with extra air ducts below
the bumper, including one for the inter-
cooler. The base wheels are as-yet unseen,
though the optional fvespoke |obs echo
the Focus STs. Aft, theres a rooftop wing
and a frowning rear undertray look.
Inside, hyperbole is kept to a minimum.
A special steering wheel wears an ST logo
and dimpled leather at the usual grip
points, and the shifter is etched with six
notches in the pattern plus reverse. The
narrow Recaro seats grip your backside
frmly with a mix of leather and what looks
like Speedo swimsuit material
dotted with padded nibs. The
base seats will be black-cloth
buckets.
Fords choice for the launch
location was well played, as
every car feels great running
the smooth roads that traverse
the high massifs looming over
the French Riviera. Here, the ST
is a continuous delight with fan-
tastic helm control and punchy
power delivery that sounds like
a bonnet full of bees. In fact, a simple sound
membrane in the fre wall amplifes intake
resonance for your aural pleasure.
The engine makes decent torque down
low but really starts its workday around
3000 rpm, the rush slowing after 5000. You
spend a lot of time shuttling between third
and fourth gears using the light and direct
shifter and frequently dont need to down-
shift. Instead, you |ust stand on it, letting
the turbo munch on exhaust fow and make
the big torque. On the highway, when the
stick slides into sixth, everything settles in
for a reasonably relaxed cruise.
Not much chatter makes its way up the
steering column, but the electric boost is
turned down to a very natural weight. The
front roll stifness, combined with the elec-
tronic torque-vectoring system, keeps both
tires planted and digging through corners.
This small car scoots hard on uphill passes
and through S-bends, with little understeer
and no tire spin to kill the |oy. When you
need to stop now, as we did when a yellow
La Poste truck nosed into the road dead
ahead, the brakes answer with a strong bite.
Yes, the ride is set to frm, so back home
on Americas broken pavement its going to
toss heads a bit. But despite a ride height
dropped 0.6 inch, enough wheel travel
remains to soften the sharper edges.
For a company obsessed with convert-
ing vehicles into dollars, the Fiesta ST is a
mutant blip. Ford wont say how many STs
it hopes to sell in the U.S., but 10,000 a year
would induce delirium in Dearborn. That
fgure roughly equals the number of Ios
with teak humidors Ford builds every year.
We know which one we'd rather have.
The ST version of the Fiesta is so special
that you can legally drive it with only a silly,
promotional blue-oval license plate.
drivelines . . 126 HATCHBACK
0 6 . 2 013
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From FREE Shipping
$
435
95/kit
Boost power and torquewith a K&N Cold Air
Intake. Custom-engineered with the famous
K&N Filtercharger cone flter and power-tuned
intake tract. Backed by a 10-year / 1,000,000
Mile Warranty. Easy installation.
*Street legal in most states. Some intake systems are not
legal for use on certain vehicles in California or other states
adopting CAemission standards. See online for CARBstatus
on each part for a specifc vehicle.
K&N COLD AIR INTAKES*
The washable and reusable pleated and
oiled cotton gauze fltration medium
runs up to 50,000 miles between clean-
ings, depending on highway conditions.
Backed by a 10-year / 1,000,000 Mile
Warranty. Installs in minutes.
THE LAST AIR FILTER YOULL EVER BUY!
K&N AIR FILTERS
"K&N are the best flters on the market. I
wouldn't use anything else. The frst thing I do
when I buy a new truck is order a K&N Filter for
it. Thanks K&N!!" - Lewis W. (West Haven, UT)
Amazing Filters!
INCREASE HORSEPOWER & TORQUE!
From FREE Shipping
$
27
95
From FREE Shipping
$
138
95
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ENJOY FRESH AIR EVEN ON RAINY DAYS!
Crack your windows for some fresh air while defecting the drips, drops and deafening drafts seeking to
soak your interior. A quick and easy no-drill installation makes for a perfectly snug and secure ft.

ADD STYLE & PROTECTION WITH CUSTOM SEAT COVERS. SEE OUR HUGE SELECTION ONLINE!
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198
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139
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FREE Shipping BALLISTIC From
$
149
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FREE Shipping
PRESERVE YOUR SHOWROOM SHINE!
Available in Many
Styles & Colors!
CUSTOM CAR COVERS From
$
99
95

FREE Shipping
Get tailored protection for your vehicle that blocks dust, sap, sun and much more. A custom car cover
pampers your paint and preserve your resale value. 100s of colors & styles available online.
Say Goodbye to Stale Air
& W
ind Noise!
CUSTOM WINDOW DEFLECTORS From
$
46
95/pr.

FREE Shipping
SAVE 15OFF + FREE Shipping
Up
To
%
Orders of $150 or more. Use Code: DRIVER15
Shop Online at AutoAnything.com or Call and Speak to an Expert 888.686.5870
Lloyd Mats Ultimat Custom Carpet Mats ofer total customization,
superior protection and unmatched style. Crafted from durable 32oz
nylon and available with custom embroidery. 2-year warranty.
LLOYD MATS ULTIMAT CARPET FLOOR MATS
Husky Liners WeatherBeater Floor Liners form an impenetrable barrier
to protect your carpet from mud, muck and spills. Front, rear and cargo
liners are available in black, tan or grey.
HUSKY LINERS WEATHERBEATER FLOOR LINERS
Lloyd Mats RubberTite Mats sport an edge-to-edge pattern of circular cups
that contain everything from toppled drinks to gritty soil. Outftted with
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LLOYD MATS RUBBERTITE RUBBER FLOOR MATS
TM
FORTIFY YOUR FLOORBOARDS WITH CUSTOM FLOOR MATS & LINERS!
Custom Embroidery
Available!
Custom Molded
Protection!
Stop Spills in
Their Tracks!
TM
From FREE Shipping
$
49
00/pr.
From FREE Shipping
$
85
95/pr.
From FREE Shipping
$
86
90/pr.
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LIMIT 1 - Only available with qualifying minimum purchase (excludes gift value).
Coupon good at our stores or website or by phone. Cannot be used with other discount,
coupon or prior purchase. Offer good while supplies last. Shipping & Handling
charges may apply if not picked up in-store. Original coupon must be presented.
Non-transferable. Valid through 9/7/13. Limit one coupon per customer per day.
HARBOR FREIGHT TOOLS
Quality Tools at Ridiculously Low Prices
LIFETIME WARRANTY
ON ALL HAND TOOLS!
LIMIT 3 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 4 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 3 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 4 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 7 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 8 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 6 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 3 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 7 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 8 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 1 - Save 20% on any one item purchased at our stores or website or by phone.
*Cannot be used with other discount, coupon, gift cards, Inside Track Club membership,
extended service plans or on any of the following: compressors, generators, tool storage
or carts, welders, oor jacks, Towable Ride-on Trencher (Item 65162), open box items,
in-store event or parking lot sale items. Not valid on prior purchases after 30 days
from original purchase date with original receipt. Non-transferrable. Original coupon
must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
OFF
20
%
ANY
SINGLE
ITEM!
FREE!
WITH MINIMUM PURCHASE OF $9.99
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SAVE
64%

$
4
99

REG. PRICE $13 .99
MULTI-USE
TRANSFER PUMP
LOT NO.
66418 /61364
TORQUE WRENCHES
REG.
PRICE
$34 .99
ACCURACY
WITHIN

4% 1/2" DRIVE
LOT NO. 239
3/8" DRIVE
LOT NO. 807
1/4" DRIVE
LOT NO. 2696
YOUR CHOICE!

$
9
99
SAVE
71%
SAVE
$40
RETRACTABLE AIR/WATER
HOSE REEL WITH
3/8" x 50 FT. HOSE
LOT NO. 93897/69265

$
59
99
REG. PRICE $99 .99
Item
93897
shown
12" RATCHET
BAR CLAMP/SPREADER
LOT NO.
46807 /68975/
69221/69222

$
1
99
REG. PRICE $5.9 9
Item
46807
shown
Item
66418
shown
SAVE
66%
3 TON HEAVY DUTY
JACK STANDS
LOT NO. 38846/
69597/61196

$
15
99
REG. PRICE $44 .99
Item 38846
shown
SAVE
64%

$
17
99
REG.
PRICE
$39 .99
7 PIECE RATCHETING
COMBINATION WRENCH SETS
SAE
LOT NO.
96654
METRIC
LOT NO.
95552
YOUR CHOICE!
SAVE
55%
RAPID PUMP

1.5 TON ALUMINUM
RACING JACK
3-1/2 PUMPS
LIFTS MOST VEHICLES!

$
59
99
REG.
PRICE
$119.99
Item
68053
shown
SAVE
$60
WEIGHS
27 LBS.
LOT NO.
68053 /
69252/
60569
SAVE
68%
7 FT. 4" x 9 FT. 6"
ALL PURPOSE WEATHER
RESISTANT TARP
LOT NO. 877/69137/
69249/69129/69121
REG. PRICE $8 .99

$
2
79
Item 877
shown
SAVE
$70
2.5 HP, 21 GALLON,
125 PSI VERTICAL
AIR COMPRESSOR
LOT NO. 67847 /69091

$
149
99

REG.
PRICE
$219 .99
SAVE
45%
LARGE
LOT NO.
68497/97582
MEDIUM
LOT NO. 68496
X-LARGE
LOT NO. 68498 /
37052/97583
POWDER-FREE NITRILE GLOVES
PACK OF 100

$
5
99
YOUR CHOICE!
REG. PRICE
$10.99
Item
68498
shown
5 MIL.
THICKNESS
SAVE
$90
800 RATED WATTS/
900 MAX. WATTS
PORTABLE
GENERATOR
LOT NO. 66619 /
69381/60338

$
89
99
REG. PRICE $179.99

GEN
L
$
GE
L
NEW!
Item 69381
shown
SAVE
$150
30", 11 DRAWER
ROLLER CABINET
LOT NO. 67421

$
149
99
REG.
PRICE
$299 .99
INCLUDES:
6 Drawer Top Chest
2 Drawer Middle Section
3 Drawer Roller Cabinet
18 VOLT CORDLESS
3/8" DRILL/DRIVER
WITH KEYLESS CHUCK

$
15
99

REG.
PRICE
$34 .99
LOT NO. 68239 /69651
Includes one
18V NiCd
battery and
charger.
Item
68239
shown
500 LB. CAPACITY
ALUMINUM CARGO CARRIER
LOT NO. 92655/
69688/60771
REG. PRICE $129 .99

$
69
99
SAVE
$60
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O
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!
How does Harbor Freight Tools sell
high quality tools at such ridiculously
low prices? We buy direct from the
factories who also supply other major
brands and sell direct to you. Its just
that simple! Come see for yourself
at one of our 400+ Stores Nationwide
and use this 20% Off Coupon on
one of our 7,000 products*, plus
pick up a Free 7 Function Digital
Multimeter, a $9.99 value. We stock
Shop Equipment, Hand Tools, Tarps,
Compressors, Air & Power Tools,
Woodworking Tools, Welders, Tool
Boxes, Generators, and much more.
Over 20 Million Satised Customers!
1 Year Competitors Low Price Guarantee
No Hassle Return Policy!
100% Satisfaction Guaranteed!
Over 400 Stores Nationwide
FACTORY DIRECT TO YOU!
NOBODY BEATS OUR QUALITY, SERVICE AND PRICE!
Item 92655
shown
SAVE
54%
ITEM 90899/
98025/69096
Item
90899
shown
REG. PRICE $9.99
7 FUNCTION
DIGITAL
MULTIMETER
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LIMIT 7 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 3 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 7 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 7 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 6 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 4 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 6 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 3 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 4 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 5 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 4 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
LIMIT 3 - Good at our stores or website or by phone. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. Offer good while supplies last. Non-
transferable. Original coupon must be presented. Valid through 9/7/13. Limit one coupon per customer per day.
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SAVE
60%

$
9
99

REG.
PRICE
$24 .99
LOT NO.
5889
29 PIECE TITANIUM
NITRIDE COATED
DRILL BIT SET

$
99
99
1 TON CAPACITY
FOLDABLE
SHOP CRANE
LOT NO. 69445/
69512/ 93840
REG.
PRICE
$229 .99
SAVE
$130
Item
69512
shown
REG.
PRICE
$79 .99
$
39
99
2 PIECE, 1500 LB. CAPACITY
VEHICLE DOLLIES
LOT NO.
67338 /
60343
Item 67338 shown
SAVE
42%

$
19
99

REG.
PRICE
$34 .99
1000 LB. CAPACITY
SWING-BACK
TRAILER JACK
LOT NO.
41005/69780
Item
41005
shown
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SAVE
$90
60" WORKBENCH WITH
FOUR DRAWERS
LOT NO.
93454 /69054

$
139
99

REG. PRICE $229 .99
Item 93454
shown
Item 47257
shown
REG.
PRICE
$5. 99
$
2
59
27 LED PORTABLE
WORKLIGHT/FLASHLIGHT
Item
67227
shown
LOT NO.
67227 /69567/
60566
Requires three
AAA batteries
(included).
SAVE
56%
LOT NO. 47257/61230
6" DIGITAL CALIPER
Includes two
1.5V button cell
batteries.
REG.
PRICE
$29 .99
$
9
99
SAVE
66%
LOT NO.
90018/69595/
60334
Item
90018
shown

$
79
99

REG. PRICE $144 .99
1500 LB.
CAPACITY
SAVE
$65
SUPER-WIDE TRI-FOLD
LOADING RAMP
Item 38391
shown
SAVE
40%
3-IN-1 JUMP STARTER
AND POWER SUPPLY
LOT NO.
38391 /60657

$
35
99
REG.
PRICE
$59 .99
900 PEAK AMPS
SAVE
$135
FIVE DRAWER
TOOL CART

$
164
99

REG. PRICE $299 .99
LOT NO.
95272/69397
700 LB.
CAPACITY
Item
95272
shown
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O
N
!
REG. PRICE $27 .99

$
19
99
YOUR
CHOICE!
13 PIECE 1/2" DRIVE
DEEP WALL IMPACT
SOCKET SETS
SAE
LOT NO.
67903/69280/
69333/69560
METRIC
LOT NO.
67904/69279/
69332/69561
Item
67903
shown
SAVE
28%
REG. PRICE $12 .99

$
4
99

5 PIECE AUTO TRIM
AND MOLDING
TOOL SET
LOT NO.
67021
SAVE
61%
SAVE
$62
1.5 CUBIC FT.
ELECTRONIC
DIGITAL SAFE
LOT NO. 91006
REG. PRICE $149 .99

$
87
99
Electronic keypad uses
four C batteries (included).
SAVE
$150
LOT NO.
68332
4 CHANNEL
SURVEILLANCE DVR WITH
4 INFRARED CAMERAS

$
249
99

REG. PRICE $399 .99
Over 2500
hours of
recording
time.
SAVE
50%
SAVE
50%
LOT NO.
95578/69645 /
60625
4-1/2" ANGLE GRINDER
REG.
PRICE
$19.99
$
9
99

Item
95578
shown
INCLUDES RAM,
HOOK AND CHAIN!
GRAND
OPENINGS
Covina, CA
Sacramento, CA
Bronx, NY
Houston, TX
New Haven, CT
Kenneth City, FL
Chicago, IL
Albuquerque, NM
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Specialists in Original Equipment and
Aftermarket Automotive Accessories 2013 by MacNeil IP LLC
www.TechFloor.com
800-441-6287
The Easy to Install Floor Tile
Attractive Color Options
Patent Pending
TwoShot

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The Rubber Goes Through
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Great For
Garage
Shop
Basement
Laundry Room
Kids Play Room
Workout Room
Mud Room
2
1
2
-
7
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7
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C/D:
Mr. Vice President, lets get right to the fuzzy dice.
DQ:
Im just on [Bell Automotives] board. I have nothing to do
with their products. But Ive had some dice and seat covers and
steering-wheel covers in my cars. Not a lot.
C/D:
What cars do you own?
DQ:
Ive got a Durango, a Land Cruiser, a Tundra, and a Dakota.
The Dakota is old, but its a good little car.
C/D:
As a kid, what cars did you desire?
DQ:
I was not so much interested in cars, per se, as in racing. Ive
gone to the Indy 500 25 times. I was Grand Marshal one year. My
favorite drivers were Parnelli, A.J., Mario, Sullivan, Luyendyk,
and Rahal. Remember spin and win? I was there. Spin and win
became part of Dannys email address. And I see Arie [Luyendyk]
once in a while.
C/D:
At Cerberus, while the company was purchasing Chrysler,
did you work with Bob Nardelli?
DQ:
We talked about the purchase constantly. There was also
involvement from the House, the Senate, and the administration.
So, yes, I was involved.
C/D:
What is your opinion of the Chrysler and GM bailouts?
DQ:
Something had to be done. They ended up doing a managed
prepackaged bankruptcy. It was quick. Fiat got Chrysler and now
GM is back on its feet. The interesting thing is that Ford was
making profts without government help. By and large, it was a
good thing for the companies, for the workers, and for the
American people.
C/D:
What do you do for Cerberus?
DQ:
Global chairman. The main ofce is in New YorkI fy there
commercially, not private. Ive done a lot of overseas work for
them, particularly in Japan. I helped them set up ofces around
the globe. Im someone theyll talk to when [a business deal]
involves politics, but they all have their own views on politics, too.
C/D:
During your long spell in Japan, did you learn anything
about their manufacturing processes?
DQ:
They are good at repetition and quality control. The U.S. is
much better at technology and creating things.
C/D:
Vice President Biden told us that the worst thing about
being VP is not being able to drive his Corvette. For you, what
was the worst thing?
DQ:
Well, youre in a cocoon. Did Joe tell you he may not have had
his car but he got a plane? Best thing is the plane. Trading a car for
a plane is a nice trade.
C/D:
What would it take for Americans to warm up to mass
transportation?
DQ:
To show that it is cost efective for the investment, before you
ask the taxpayer to foot the bill, it has to have overwhelming
public interest. But Americans love their cars. They wont give
them up. You have to be |udicious when you try to force mass
transport on people. They want the freedom to come and go. In
America, cars are part of the culture.
C/D:
CAFE regs dictate an average 54.5 mpg for cars and light
trucks by 2025. Is that an unfair burden on the manufacturers?
DQ:
Well see. Its a high goal. The car companies will bring a lot of
money into R&D. If they cant get there, then [the regulators] will
move the goalposts a little.
C/D:
Our roads and bridges need upkeep. Is Congress afraid to
apportion money, lest it be perceived as a tax?
DQ:
There's already a lot of money in the highway trust fund
billions. What slows it down isnt inadequate funding but
regulations and environmentalimpact statements. It's difcult
to do anything these days. But I dont think its as much a funding
issue as a regulatory issue.
C/D:
1\f\bZV``U\YQV[T]\YVaVPNY\PR,
DQ:
Sure, I miss it. But life goes on.
C/D:
.[faUV[TV[f\b_PN_RR_f\bQUNcRQ\[RQVR_R[aYf,
DQ:
I wish I had a little more business background before I got
into politics. I was in Congress when I was 29. I wish I had more
experience with job creation, budgets, balance sheets, assets, and
liabilities. I should have combined my law degree with an MBA. I
got out of law school in 74 and was elected to Congress in 76. So I
had just a year and a half working at the [family] newspaper.
john phillips
Forty-fourth vice president of the United States, now
chairman of Cerberus Global Investments, Quayle, 66,
is also a director at Bell Automotivemaker of steering-
wheel covers, fuzzy dice, and glowing-skull lighter plugs.
what id do
differently ...
0 6 . 2 013
136 DAN QUAYLE