Filed in archive
Design
on August 31, 2010
When I stepped off the train in Bingen, Germany last September for a European visit, the first car that caught my eye was so stunning that I had to wander over for a closer look. Checking in at the hotel could wait. That elegant beauty turned out to be a Citroen C6, and it reminded me of the great Citroens of the past, especially the original DS, a car that was way ahead of its time in design and technology. In recent years, however, Citroens had taken on a me-too appearance. The marque had lost its mojo.
No more. Citroen is back. As you'll note from the above photo the DS4 5-door hatch, which makes its debut at the Paris Motor Show in just a few weeks, is a masterpiece of contemporary styling, with its muscular wheel arches, sloped roofline, and coupe-like profile. If there's one thing I might criticise, however, it's the grille, which is mostly a large black filler with the air intake up top and a license plate dividing the lower space. I suspect that Europe's new pedestrian accident survival rule may have something to do with it.
Appropriately for the intended markets, several power choices are available, with 120, 155 and 200 horsepower from the three gasoline engines and 110 or 160 horses from the diesel offerings. Regardless of engine choice, you can select either a 6-speed manual or a 6-speed automatic. Interestingly, the gas engines were co-developed with BMW. The cabin is said to be both luxurious and spacious, with a look that's modern though not radical.
Unfortunately the DS4 is one of those cars that North Americans can only look upon with envy. There's not the slightest chance that Citroen will ever return to the US or Canada, so we won't be lining up to buy one. Too bad, because this is exactly the kind of car we need more of: Handsome, luxurious, roomy, yet compact. Of course, you could always move to Paris, but then you'd spend your time riding the Metro in order to avoid the traffic. To see more of the DS4, click here for an Autoblog photo gallery.
Filed in archive
Honda
, Hybrid
, Toyota
on August 24, 2010
An article in Autoblog, based on an unconfirmed report from a Canadian web site, claims that both the Honda Insight and Honda Civic hybrid are to be pulled from the Canadian market. As an automobile journalist based north of the border I think this is unlikely to happen, although there is some substance to the claim that poor sales are to blame. The Insight has not sold well in North America and, in fact, has been panned by many journalists who feel that it doesn't match up to the Toyota Prius (ignoring that the Insight sells for a lower price). On the other hand, none have given it a long-term test drive except my friend Aaron Gold at About.com. Aaron put one through its paces for almost a year and came away with a positive review. In fact his only complaint is that the Insight gives him nothing to complain about.
As for the Civic Hybrid, I did a two-week test when the current model first appeared (which you can read here) and was more than happy with its performance and gas mileage. An average 50 mpg is not to be ignored.
In my view the reason Insight and Civic Hybrid sales have lagged can be blamed on inadequate advertising, in contrast to that given the Prius by Toyota. No one in my circle of acquaintances has ever heard of the Insight, and only one knew that the Civic could be purchased as a hybrid. That kind of awareness is enough to kill off any car. That said, I have to admit that the Insight suffers from "me too" styling, looking a bit too much like the Prius but with a lack of panache. It's the invisible car. And the Civic, while noticeable for its advanced design, has no features distinguishing the hybrid from the mainstream gas-only version. One is left with the impression that Honda backed into the hybrid business with reluctance, failing to provide the visual excitement that a technologically advanced vehicle needs in order to succeed.
The same Autoblog article says that "evidently Canadians just aren't taken with hybrids - even the mighty Prius has only found 2,272 Canadian buyers this year." Just don't tell my former test drive buddy Colin Hefferon that he isn't taken with hybrids; he purchased a new one a few months ago and is absolutely delighted with both the driving dynamics and the fuel mileage. The real truth is that the Prius, while certainly no best seller, has more than lived up to Toyota's expectations in Canada. Indeed, I only have to head over to Victoria International to see the large number of Prius taxis in use. That's been the case ever since a Vancouver cab owner bravely purchased a 1st-generation Prius, drove it over 250,000 trouble-free miles, bought a new 2nd-generation, and in doing so provided the west coast taxi fleets with all the encouragement they needed. Believe me, those drivers delivering passengers to and from YYJ would never go back to a non-electric vehicle.
I'm not criticising Autoblog's reporter here, but automobile journalists are inclined to be reactionary and there's a tendency to treat any vehicle that threatens the traditional internal combustion engine's role. We Canadians like small cars, we like hatchbacks, we buy Smarts. And we'll continue to buy the Toyota Prius because we like that, too.
Filed in archive
Ford
on August 17, 2010
Way back in '69, Ford Mustang buyers could choose from a vast number of options, including performance packages like the GT and the Mach 1. But Ford wanted to go racing in the Trans-Am series and there wasn't a horse in the stable that met the SCCA's regulations, among which was a homologation rule requiring Ford to build at least 1000 street examples. Fortunately Ford's new general manager, Bunkie Knudsen, was a race enthusiast, and when he migrated from GM (after the corporate presidency had been awarded to Ed Cole) he brought with him Larry Shinoda, who'd designed the split-window Corvette and the Mako Shark.
Shinoda guided the development of a race-ready Mustang that he dubbed "Boss." His own bosses may not have understood the meaning for it was street slang for "cool."
The 1969 Boss 302 Mustang began with a SportsRoof model, known to the rest of us as a fastback. Kar Kraft Engineering was given the job of assembling the first three prototypes; further development went to Ford engineering. Ford rated the small-block engine at 290 hp in order to avoid insurance industry problems but it clearly exceeded 300 hp. Bunkie Knudsen had insisted the car be the "best handling vehicle on the road" and while I might argue with that claim there was no doubt the Boss 302 had what it took to win in the Trans-Am series. Only 1628 Boss 302s were built in 1969, making them very rare.
Fast forward to 2010 and Ford has revived the iconic Mustang name with an all new Boss 302. Once again it will only be made in small numbers but Ford says it is set to become the quickest, best-handling straight-production Mustang ever offered. "The decision to build a modern Boss was not entered into lightly," said Derrick Kuzak, group vice president, Global Product Development. "The entire team at Ford felt the time was right and with the right ingredients, the world-class 2011 Mustang could support a successful, race-bred, worthy successor to the original Boss 302. For us that meant a production Mustang that could top one of the world's best - the 2010 BMW M3 - in lap times at Laguna Seca. We met our expectations."
Taking the racing heritage further, Ford will offer a limited number of Boss 302 Laguna Seca models, named for the track where Parnelli Jones won the 1970 Trans-Am season opener in a Boss 302. The Laguna Seca model features increased body stiffness, a firmer chassis set-up and an aerodynamics package carried over almost in its entirety from the Ford Racing Boss 302R. Clearly it is aimed at racers more interested in on-track performance than creature comforts. As for the rest of us, we'll have to be content with a mere 440 horsepower and 380 lb.-ft. of torque. A short-throw, close-ratio six-speed manual transmission lets us flick through gear changes. But how well will it handle?
"We've given drivers five settings for their shocks," says Brent Clark, supervisor of the Mustang vehicle dynamics team. "One is the softest, two is the factory setting and five is the firmest, and we've provided a wide range of adjustment. A customer can drive to the track on setting two, crank it up to five for improved response on the track, then dial down to one for a more relaxed ride home. What's unique is that drivers will find - thanks to the way the suspension works as a complete system - the softest setting isn't too loose and the firmest setting isn't too controlled; each step just provides additional levels of control."
As an ex-racer from the 60s, I must confess to a sentimental preference for the original Boss 302. Its styling and compact dimensions appeal to me more than the chunky look of the new Mustang and its competitors, the Camaro and Challenger. But if Ford were to offer this long-time automobile journalist some wheel-time in the new Boss 302, I'd not only accept but would likely disappear into the sunset on California's Highway 1, or BC's Sea-to-Sky Highway. Catch me if you can.
Filed in archive
Design
, Toyota
on August 10, 2010
A few years ago my test drive partner Colin Hefferon and I were wandering through a San Diego parking lot when we spotted a smart looking coupe we'd never seen before. Turned out to be a Scion tC. Compact, sporty, and rather curvaceous, it was a car either one of us might have been happy to drive. I should add that Colin and I are both small car enthusiasts. And we're both Canadians, which explains why two experienced automobile journalists didn't immediately recognise the Scion: Toyota Canada had decided not to import the Scion line.
I still haven't spotted a Scion north of the border, though I've since heard that Toyota has changed its mind. Perhaps the all-new Scion tC coupe will encourage those reluctant Canadian marketing executives, just as it excited Jeremy Korzeniewski of Autoblog, who was privileged to test drive the 2011 tC. Jeremy, I'll tell you in advance, really likes this car and he approves of the styling, which has nothing in common with the first edition Scion coupe. I, however, am underwhelmed. This is not a pretty car. Yes, it has character and yes, it's unlike anything else (unless you include a certain Saab concept), and yes, it achieves Scion's plan to make it more masculine inasmuch as 60% of current buyers are (horror of horrors) women. But I'm just not comfortable with all those competing lines and angles. No elegance, no sense of fluid aerodynamics.
Jeremy describes it differently: "From its sharper and more angular fascia to the steeply cut upward slashing C-pillar that dominates the side profile, it's easy to see that Scion wanted a more aggressive shape for its latest youthmobile." He goes on to observe how "the blacked-out A- and B-pillars highlight the visor-like shape of the roof and C pillars."
Fortunately I'm in tune with what he reports about driving the car. But is it markedly superior to the previous model? "Well... in a word, no. At least not in its base guise. While the 2.5-liter four-cylinder engine pushes out 180 horsepower (a useful improvement of 19 horses over the outgoing 2.4 liter), nobody is going to mistake the 2011 tC for a sports car. But honestly, that's just fine with us." Well, 180 horsepower would certainly please me in a lightweight coupe. A 0-60 acceleration of 7.6 seconds with the manual, 8.3 with the 6-speed auto, is plenty fast enough on our crowded highways. Especially when backed with an EPA estimated 23 miles per gallon in the city and 31 on the highway.
Apparently it tracks down the road well and turns in with minimal body roll, which suggest a car that's fun to drive. Those wanting a firmer ride can opt for an upgraded set of TRD springs and dampers, says Jeremy. He points out that safety was a major consideration when developing a car for young drivers. ABS brakes with electric brake-force distribution are standard, including a brake over-ride system that cancels throttle application when the brake pedal is depressed. Traction and stability control are also standard, along with eight airbags and tire pressure monitoring.
For an entry price of $18,275 plus $720 for destination I might be tempted to overlook the styling and trade my 2003 Focus ZX5.
There was a time around the late 80's and early 90s when several Japanese makers offered small sports coupes, including the Mazda MX-3, Nissan 200SX, Honda CX, and Toyota Paseo. They're all history now but I believe we're returning to a mind-set when economical little fun cars will once again be popular. If I'm right, and regardless of what I think about the 2011 Scion tC's styling, this is a car for now and the future. Read Jeremy Korzeniewski's positive review by clicking here.
Filed in archive
Chrysler
, Fuel Cells
, Honda
on August 3, 2010
History, as they say, repeats itself. Back in 1963 Chrysler was enthusiastic about the possibilities of adapting the gas turbine engine to automobile usage and in order to prove the concept it built 50 Ghia-bodied examples. In an industry first, Chrysler let the great American public do the test driving. 203 lucky motorists, including 20 women, were given the keys for a lengthy period, during which they related their experiences to the company's engineers. Unfortunately the turbine, though reliable, had too many flaws to make it practical.
Now, almost five decades later, Honda has a fleet of hydrogen fuel cell cars being driven by 20 Californians who've leased an FCX Clarity for 18 months in a similar test program. So far, those temporary owners are delighted with the results. The cars run flawlessly, range is equal to internal combustion engines. Yet that, in itself, is not news. What's really interesting is that Honda is also developing some unique refueling stations.
"Where to get the hydrogen?" is, of course, the big question mark in the quest to make it the fuel source for future electric cars. So get this, folks: you may eventually be able to top up the tank at home! Honda has unveiled its newest prototype home hydrogen station for fuel cell vehicles, using solar power.
The home refueling system consists of three components: a vehicle filling unit, an electrolyzer to split tap water into hydrogen and oxygen, and a six-kilowatt solar array to provide the power. It can generate enough hydrogen from sunshine to provide 30-35 miles of driving, which should meet most daily commuting needs. If drivers need to use the full 270 mile range of the FCX Clarity they'll have to stop by one of the hydrogen stations in the Los Angeles area. Free fuel? Yes, if you give over your home's entire roof to solar panels (a good idea, actually).
Don't call your local Honda dealer yet, though. The system is still being developed at Honda's Torrance, California research center along with other experimental hydrogen test stations.
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