Best-handling Porsche car?

Those who know cars know that when it comes to handling the Boxster rather than the 911 is the Porsche benchmark. Sure, some purists prefer the way a 911 feels and satisfaction of mastering its tail heavy design but there's no arguing that the mid-engine design of the Boxster allows the work to be shared more evenly between the 4 tires.

Now Porsche has unveiled the Cayman, a coupe version of the Boxster. More powerful and structurally stiffer (and therefore more responsive) on paper the Cayman promises to be one of the best handling cars of all time.

We've long wished for coupe versions of the Miata and the Boxster.

Mazda - your move.

You are what you read

One's opinions on cars are disconcertingly arbitrary depending on who you listen to: friends, family, marketing and which media sources you expose yourself to ultimately shape your opinions. No one is immune - journalists are human and so are engineers. Each compares what they're assigned to evaluate with what they know and is subtly influenced by a number of factors.

There's no question the British are more critical in their assessing products, one of the reasons we look to their publications to balance the praise we too often see in Domestic magazines. The U.S. press on the new Lexus GS has been all over the map - some magazines calling the GS a class leader, others saying its too remote to be a satisfying drive. These excerpts from evo's review of the new Lexus GS get straight to the heart of the matter:

The man responsible for the new GS range is chief engineer Shigetoshi Miyoshi, whose CV includes one of the worst new cars I've ever had the misfortune to drive, the pig ugly, dynamically hopeless SC430, so we're not exactly off to a flying start in my book. During the press conference he described the GS as 'the most exciting car he's ever worked on' and 'the pinnacle of my career so far'. Having spent the last few hours driving the GS430, I reckon he's got a different outlook on life to the rest of us...


There's no doubting the new GS is a very good car, but for the enthusiast it's almost too good for its own good. All those electronics cloak the fundamentally excellent chassis dynamics under such an impenetrable safety net that I simply have no desire to drive the GS430 ever again.

Given the track record of both Toyota/Lexus and a Mr. Shigetoshi Miyoshi, we think its pretty clear what the new GS was destined to be.

It does stand to reason

In Car and Driver's most recent issue you'll find a review of the MINI Cooper S convertible. Here's an excerpt we thought needed more explanation:

...the Cooper S's sporting nature has not been compromised. The ride is another thing, though. It's as firm as ever, with a stiff suspension and unforgiving run-flat tires. The problems begin when the road turns bumpy. Uneven pavement sends shudders through the Mini's cabin. The rearview mirror shakes until it is useless. The steering wheel wobbles in hand. Interior panels rattle into a racket. It's not terrible, but if the suspension had been softened a tick, à la Mustang convertible, things likely would have worked out much better...

It doesn't stand to reason, but despite the slight weight penalty, this convertible is the best-performing Mini we've ever tested: 0-to-60 mph arrived in just 6.6 seconds. The narrow 195/55R-16 Dunlop SP Sport 3000A tires held on for 0.87 g, 0.02 g better than any previous Mini. And braking from 70 to 0 mph required just 155 feet, an astonishing 14 feet better than the next-best Mini.

The first paragraph highlights why we prefer the feel of the non-supercharged car which comes with a sport rather than the 'sport plus' suspension standard on the S. particularly in convertible guise. The 'plus' is designed to mimic the feel of the old Coopers and when combined with the more flexible convertible body and the run flat tires it is a poor device on less than perfect roads. (As we've shared with our clients for years now BMW insiders admit that the base cooper on 16" wheels is the 'best' handling Cooper available from the factory).

The observations in the second paragraph actually do make sense given that MINI made some extensive changes to the Cooper rather silently for the 2005 model year. The gearing of the transmission accounts for a lot of the difference in acceleration, while the slight softening of the suspension and the variance in testing surfaces should account for the added tire grip (the original sport plus suspesion was simply too stiff as seems to be the trend with many cars' suspensions, particularly sport package BMWs).

Toyota quality - a given?

We often lament the way current Toyotas have been cheapened to increase profit - while Subarus are getting more solidly constructed with each generation Toyotas and Lexi sem to be moving in the opposite direction.

We first noticed the downturn with the last generation Camry - rather than a complete redesign Toyota chose a more evolutionary change, and many revisions were focused on making the car less costly to produce: the one-piece plastic nose (similar to the new 5 series come to think of it) replaced a more costly unit and stainless steel fasteners were replaced by plastic. It was as though Toyota followed Mercedes Benz's lead in deciding their products were better than they need be and were lasting too long.

Mercedes Benz paid the price with shocking quality issues on cars released in the late 90s and now we're wondering if Toyota isn't coming upon a similar fate. We've noticed an increasing number of recalls and quality defects that - while not enough to unseat Toyota from the quality throne - might be a harbinger of things to come.*

You can only push a brand so far before it breaks - we hope Toyota will not forget about the importance of its core values as it tried to become a more 'American' company.

*Yesterday we wrote of stalling issues with the Prius [see below] and today Reuters reports Toyota is recalling 880,000 SUVs and pickups worldwide to fix a defect in the front suspension that may hamper the steering...

the new 3: perfect when parked

When optioned properly the last generation 3 series was a hell of a car - perhaps BMWs best all-rounder aside from the vaunted last-generation 5 series.

Given the raves in the popular press and the technological advances made to the latest 3 we were expecting to be blown away, and were - with disappointment.

One of the things that makes a BMW a BMW is the steering. the last 3 drew criicism for its heavy and aloof steering when it was first introduced in '99, then again when the system was made almost too light on '01. It wasn't until nearly 4 years later that the suspension and steering of the last 3 series finally gelled.

In our preliminary evaluation of the new 3 we were disappointed to find steering that was hypersensitive - simply going straight down the road is nearly impossible. The new front suspension design derived from the 5 and 7 is also short on feedback compared to the previous layout.

The ride/handling balance is pure BMW unless you're travelling at urban speeds where the run-flat tires cause the body to fidget. BMW has softened the suspension bushings to compensate for the harshness of the run flat tires but you can still feel their ill effect, particularly with the more aesthetically pleasant 17" and 18" wheels on most models.

The last issue we had is with the brakes, which include a 'soft-stop' feature that bleeds off pressue the last few feet before a stop as a smooth driver does without thinking about it. Just one problem - it makes the brakes feel inconsistent, the pedal sinking to the floor as you're coming to a halt. A few of the potential owners we rode with remarked that it felt like the brakes were slipping; their reaction and ours was to give the brakes a sharp, panicky stab, which of course eliminates any chance of making a smooth stop...

We aren't trying to suggest the new 3 is a bad car. The car's composure when flogged - even without the optional sport package - is stunning. But it is disappointing to think that a the controls and the ride quality - usually BMW strenths - are now weaknesses.

We suspect simply ditching the run-flat tires would solve the twitchy steering and disturbed ride but given that there's no room for a spare you'd have to be comfortable with being flat-bedded in the event of a tire failure. The lack of a spare also means there is no quick fix on BMW's end: the trait difficult to resolve without a fairly extensive redesign. Luckily the brake feel fix should just be a software revision away...

Wouldn't it be nice if each new technology came with an off button?

your mileage may vary- updated
The EPA estimates you find on the windows of all new cars are notoriuosly inacurate, but yet that's what most people go by when looking for a more fuel efficient car.

Such estimates are part of the reason hybrids are selling so well. Sure the Prius gets 60 miles per gallon in the city. Unless you're using the heater or A/C. Or want to keep up with traffic. Or if you get different tires or fail to check your air pressure or...

Well someone finally did what we've been meaning to do: find out what hybrid owners are really getting. You can find the results here.

update: the Prius has recently come under fire for - ironically enough from a Toyota - breaking down on the highway.

Sometimes a manual is the automatic choice - updated
We have often said we'd rather drive a good automatic than a bad manual, and in truth there are many cars out there with autos that are far better than manuals. It has a lot to do with how many manuals are sold -Honda spends more time on its manuals, Toyota more time on its autos and it shows. Also a factor: some engines have torque curves and running smoothness that favor manual over auto or vice versa.

That said there are some cars on which an auto (or even a sequential manual) just seems wrong. One of them is the Mazda RX8, another the WRX. A third: the MINI Cooper.

Robbed of the task of shifting, the driver of a CVT Cooper has more time to notice he's among the slowest to accelerate from a stoplight. In the case of the S those at evo report that BMW went too far in trying to program the transmission to maintain the essence of the rather racous S.

In related news, BMW's new M5 and M6 will soon get a second transmission option: a 6 speed manual. While we'd expect the car to be slower than the 7-speed Sequential Manual Gearbox offered thus far, this will likely be another case where slower is more satisfying.

update: We're happy to report car collector Jay Leno agrees that todays cars are becoming too competent for their own good, especially given the trend towards the automated manuals and their lightning fast shift times.

zoom zoom bling
The Mazda 3 is of of our favorite cars at any price, in some ways upstaging the Volvo S40 it shares nearly 2/3rds of its componentry with.

Whereas the 3's competitors remind you that you couldn't afford better, the 3 - like the Cooper - make you feel like spending any more is plain foolish.

To capitalize on the fact that the 3 feels so much like a real car, Mazda has come up with a new version we expect will go unnoticed by the major magazines.

Just three problems: the 17" wheels compromise the ride*, the automatic has only 4 speeds, and Mazda still hasn't introduced any form of stability control.

*"we were very surprised by our test car's nonplussed absorption of scary-looking potholes... Dropping down from the seventeen to the sixteen-inch wheels and tires does result in greater understeer, but the ride is far less brittle than the more hardcore setup... for those who live where the pavement regularly crumbles, a lesser wheel and tire package might be preferable."

source: automobile

grab a Seat
Heard of a Seat? It is a division of the Volkswagen family of brands, the difference being it is designed for Spanish rather than German consumption.

But here's the thing - German roads are smooth and speeds are high, Spanish roads bumpy and speeds lower and more varied. The result: Seats are far better drivers' cars than Volkswagens or even Audis that share the same platform on the kinds of roads andspeeds encountered in the U.S. (Comparison tests in European magazines are loaded with praise for cars like the Cupra R - VWs and Audis literally fall to the back of the back once the road starts to twist and turn).

Until now that was rather academic to those living in North America but news service Reuters reports Seat may make it to the U.S. in the 2008 model year, when it could be sold through Audi dealerships and produced at existing VW plants to keep costs down. Of interest: the Reuters piece suggests the company "aims to take advantage of the rising number of Latinos living in the United States and their increasing purchasing power."

Nothing has been decided yet, but Seat President Andreas Schleef told German publication Automobilwoche "North America would be a sensible, strategic move."*

Let us pray.

*source: Automotive News

here comes something meatier
We consider the Audi A4 hugely overrated and that applies to the S4 as well. Why? Well the S4 has never had a real S engine for starters; its engines engines have traditionally been plucked from larger bread and butter cars. This fact - along with the fairly rubbery feel inherent to the A4 platform makes the S model feel less 'special' than ostensibly similar models from BMW's M division.

Audi addressed our criticism earlier this year with a series of mechanical changes. A4s are now more agile and poised than ever before thanks to alloy block engines mounted further aft, increased damping and tighter control of wheel geometry.

Many of these improvments come from raiding the A6 and S4 parts bins, which meant the S4 was vunerable to being canibalized by the less expensive models. To give enthusiasts a reason to step up Audi has created the RS4. Most notable: a rear biased torque split for more neutral handling and the same direct injection that gives the newest 3.2 its blend of power efficiency and character. Here is an excerpt from the first impressions we've seen - an AutoExpress preview:

"We drove the RS4 back-to-back with an S4, and there is a marked difference between the two; the former feels far sharper and more responsive to steering inputs. The chassis balance has been improved, too, so it does not feel as nose-heavy as the lesser model and understeer does not set in as early"

unfinished business
In the early 90s, Nissan was one of our favorite companies, largely because team 901 overengineered cars like the Z and the Q45. That goodness trickled down into the 240, Sentra and even the Altima - even today Nissans of that era feel decidedly up to date.

Nissan went through a dark period starting in the mid-90s, and now they're back on major product offensive. The FM (FrontMid Engine) platform may deliver the rear drive dynamics we've all been denied for so long but Nissan seems to be developing their cars via a series of shortcuts.

Back in October of 1992 Car and Driver placed the G35 4th in a field of 6 cars, calling it "Agile yet raw, luxurious yet slightly unsorted...Not so easy to drive smoothly." Criticism of the new FM platform/G35-based M45 in the May issue of Automobile hints at the same:

"The car delivers great test numbers, but it makes you feel uncomfortable, especially the steering, which becomes very light once you turn into a corner. Sherman says, "It feels like a case of premature removal from the development oven.""

We have similar criticism of the Altima, the Maxima, the Quest, the... well you get the point. We hope Nissan returns to what made them great in the 90s not because they have to but because they should.

upcoming BMW models
Here are the first official pictures we've seen of the next 3 series in sportwagon form. Our sources indicate the car will initially be available only with xDrive -- BMW's rear biased all wheel drive system - with rear wheel drive joining later.

This fall, the 5 series gets the new magnesium alloy engines from the 3 and the option of xDrive. A wagon also become available.

The 7 also gets a restyle that in our eyes is even more awkward and 'Detroit' than the original.

In other news the '_25i' cars get a 3.0L inline 6 cylinder instead of the previous 2.5L while _45i models are renamed _50i, signifying the replacement of the 333hp 4.4L with a 360hp 4.8L. Expect the new engines to replace the old ones throughout the model range - i.e. in the X3, X5, and Z4 models as well.

Translation: if you're planning to buy a BMW, wait.

[Further down the road BMW plans to introduce a turbocharged version of its 3.0L I6 engine using its twin scroll turbo (lots of power, little lag). We're sad to see BMW abandon its core priciple of normal aspiration, but at least they've tried to engineer out as much of the lag as possible.]

Not like the others
Given that I have personally spent more than 7,000 miles in the new VW Jetta, it saddens me that the press seems unable to look past the toothy nose and low rated horsepower number to see what a leap the new car is over the old.

The first example: Matt DeLorenzo of Road and Track who admits in the April '05 issue, "there is a Sport setting that ostensibly remaps shift points, [but] the only thing I could discern from engaging Sport was that the overdrive 6h gear was locked out."

Here's what Matt missed:

• The transmission locks up the torque converter in 2-5th gears, eliminating the slipping sensation that makes an automatic feel like an automatic. The direct relationship between engine and road and the way the car slows sharply when the gas pedal is released dramatically alters the car's behavior.
• The transmission is eager to shuffle down through the gears as you coast or brake when in Sport, rev-matching downshifts as it goes. In the standard mode the trasmission doesn't downshift until you put your foot back on the gas.

We take offense only because we feel the automatic transmission fitted to the new Jetta is among the best available at any price. Its so good in fact that it makes the manual seem an poor choice.

The second example comes from carpoint.com. Writer Ann Jobs here critizises the Jetta's engine, saying "Horsepower isn't quite as impressive, at 150, in the Jetta. This compares with 170 horses in the high-revving Corolla XRS. Note, too, that Nissan gets more horsepower and torque from its 2.5-liter inline 4-cylinder engine in the up-level Nissan Sentra SE-R: 165 horsepower and 175 lb-ft at 4000 rpm."

If this writer would close their browser and drive the cars they're claiming expertise on they'd soon realize that the two engines they've mentioned are known to be among the least satisfying powerplants in existence, ruining the cars they're placed in. The Toyota engine feels comically gutless below 6,000 rpm and the Nissan is rough and reluctant to rev. The Jetta's engine may not look like much on paper but the way it delivers its power is far more satisfying: a smooth, even spread of force with a growl that becomes a wail as the tachometer sweeps past 4,000 rpm.

Then again these journalists don't get as much time behind the wheel as they'd probably like...

Michelin reinvents the tire
Tire dealers don't like Michelins for the same reason pharmacists don't like name brand medications: the margins aren't there.

We on the other hand admire Michelins. Why? Because the company often advances the state of the art in ways the competition rarely does. Michelin is working on a tire that does not need air [link] and already sells one that makes it safer to pass a semi in the rain. [link 1 ,link 2 ]

Acura's AWD
There are as many different kinds of all wheel drive systems as there are car manufacturers. One of our favorites is not by Audi or Subaru but Acura. The system, dubbed SH-AWD, gives the front-heavy RL astounding balance, grip and poise when pushed without the harsh ride or 3 season tires of most of its competitors.

This video is the best explanation we've seen of the system yet. Watching it should give a better understanding of not only this system but all wheel drive in general.

Deer whistles are ugly - but do they work?
Hitting deer was a regular occurence for my roomate my first year in college. Each impact would knock loose some of the deer whistles on his '83 Accord and leave it increasingly cock-eyed, which of course rendered his (non-halogen) headlights even less effective as time went on.

Your chances of hitting a deer are admittedly higher when your girlfriend and you attend different colleges in rural Ohio, but I always wondered if those deer whistles did anything other than keep the stockperson at Wal-Mart busy. Apparently I'm not the only person who wonders such things...

(In case you do ever find yourself about to hit a deer, don't swerve or brake - simply shove the gas pedal to the floor. This decreases the liklihood of the recently-battered deer joining you in the passenger compartment).