Professional Documents
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CTS.
Named a 2014
Car and Driver
10Best winner
cadillac.com/CTS
in this issue
FEATURES
CAR AND DRI VER MAGAZI NE vol. 59, no. 7
01. 2 014
005
040
10BEST
Our annual
roundup of
automotive
excellence.
by The Editors
042
BEST OF
THE BEST
Porsche Boxster
& Cayman.
046
CHASSIS
MASTERS
Cadillac CTS &
Chevrolet Corvette
Stingray.
052
DYNASTIES
BMW 3-/4-series &
Honda Accord.
058
PARTS CAR
Ford Fiesta ST.
060
BRAWLERS
Mazda 6
& Mazda 3.
064
ART SCHOOL
Audi A6/S6/A7.
068
LAST HURRAH
Volkswagen Golf/
GTI.
092
FIRST DRIVE
BMW i3
The electric future
starts here. We
mean it this time.
by Jared Gall
096
GEARBOX
UNDER THE
RADAR
Who makes the best
high-end detector?
by Eric Tingwall
ON THE COVER
Our 2014 10Best
cars, transporter not
included.
photography
by Roy Ritchie
078
COMPARO
RAIN SUPREME
The Chevrolet SS meets
the Dodge Charger SRT8
in the fall damp.
by Mike Sutton
Jeep Mi d- Si ze SUV sub- segment at i on based on 13MY cr oss- shop act i vi t y. Excl udes vehi cl es wi t h t hi r d- r ow seat i ng. Jeep i s a r egi st er ed t r ademar k of Chr ysl er Gr oup LLC.
I NTRODUCI NG THE ALL- NEW 2014 CHEROKEE
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WI T H S E L E C - T E R R A I N
A ND J E E P A C T I V E DRI V E L OC K DE L I V E RI NG T HE RE NOWNE D
TRACTI ON AND TORQUE MANAGEMENT WORTHY OF THE TRAI L RATED
BADGE, A CL ASS-
E XC L USI V E NI NE - SP E E D T R A NS MI S SI ON A ND A N I NT E RI OR F E AT URI NG AVA I L A BL E
L E ATHER-TRI MMED SE ATI NG AND 8. 4" TOUCH SCREEN COMMAND CENTER, THE 2014
JE E P CHE ROKE E T RAI L HAWK I S RE ADY F OR ADVE NT URE ON ANY T E RR AI N.
JEEP. COM/CHEROKEE
EVERY
WHERE
STARTS HERE
-
01. 2 014
in this issue
caranddriver.com
. 008 COLUMNS
012
EDDIE ALTERMAN
The also-rans.
036
JOHN PHILLIPS
Yet more complaints.
038
AARON ROBINSON
Is Hollywood losing
interest in cars?
UPFRONT
019
REVEAL OF THE MONTH
SUBARU WRX
Rumors of a dedicated
platform unrealized,
the WRX still looks none
too shabby.
024
WHEELMEN
GODZILLA VS.
TAMURA
To develop Nissans
mighty GT-R, one must
be an engineer and a
philosopher.
026
SECOND LIFE
TIRES, RETIRED
Making smart use of
those dead P Zeros.
028
SEEING RED
How a California
grandmother helped
defeat her citys
red-light cameras.
030
TECH DEPARTMENT
GOING NOWHERE
FAST
The chassis
dynamometer is more
than a measuring stick.
032
MCCALLS FOLLIES
CIVIL WHIR
Ride along on our
ve-hour Civil War tour!
DRI VELI NES
100
TESTED
AUDI SQ5
Because an S4 Avant is
no longer available.
104
TESTED
NISSAN
VERSA NOTE S
Off-key.
106
TESTED
HONDA
ACCORD HYBRID
Cheaper than a
standard Accord (in
about six years).
110
TESTED
MERCEDES-
BENZ SLS AMG
BLACK SERIES
An Uhlenhaut Coupe for
carbon-ber fetishists.
112
TESTED
VOLKSWAGEN
JETTA SE
Curb your enthusiasm.
ETC.
011
BACKFIRES
Our apologies to the
ne people of
Schwbisch Hall,
Germany, a vibrant and
colorful place.
122
ROAD TEST DIGEST
Test results, tabulated.
124
WHAT ID DO
DIFFERENTLY
Lee Iacocca.
ON THE WEB
FIRST RIDE
2014 CHEVROLET
CAMARO Z/28
We get a ride around
GMs track in the lighter,
harder-core Camaro.
CARandDRIVER.com/
2014CamaroZ28
FIRST DRIVE
2015 ASTON
MARTIN V-12
VANTAGE S
For those shy on
subtlety and patience.
CARandDRIVER.com/
2015V12VantageS
INSTRUMENTED TEST
2014 AUDI A8L
TDI DIESEL
Panache, parsimony,
and 32 mpg observed.
CARandDRIVER.com/
2014AudiA8LTDI
110
100
019
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Zero to 60
in 2.8 seconds.
Zero to 360
in 2.5 seconds.
The Cub Cadet RZT S went toe-to-toe with Josef Newgardens other high-performance ride at
the Indianapolis Motor Speedway. And while the car averaged more than 220 mph, the RZT S
zero-turn rider ran circles around it. Pulling zero-turns in just over two seconds, cornering
obstacles nimbly and delivering a beautiful cut every time. And off the track, it takes on
straightaways and steep banks like nothing else on earth; making a spin on the RZT S almost as
much fun as a lap at Indy. Looks like Josefs next pit stop just may be his local Cub Cadet dealer.
ELECTRIC
ZERO-TURN RIDER
Josef Newgarden, Champion IZOD Indy Car Series Driver
Sarah Fisher Hartman Racing Team www.sfhracing.com
RZT S Zero-Turn Rider
725cc, V-Twin OHV engine
The Best Buy Seal and other licensed materials are registered certification marks and trademarks of Consumers Digest Communications, LLC,
used under license. For award information, visit ConsumersDigest.com.
2013 Cub Cadet
W I N N E R
hosted by ED.
01. 2 014
011
Sic your dogs on us at:
editors@caranddriver.com
or join the discussion at:
backres.caranddriver.com
I
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NOT BUYING IT
Although I agree the Audi is the
superior car of the group, I really
have an issue with the RS7s
interior looking identical to a base
2013 A6s and would nd myself
struggling to write that check. Do
something dierent. Anything.
TIMOTHY R. PICKETT
ELK GROVE VILLAGE, ILLINOIS
Would some rich Corinthian leather
change your mind?Ed.
LETTER OF THE MONTH
Eric Tingwalls Halve a Seat in the October issue was very informative and
interesting, but an important correction should be noted. The C6s seat in the
photos is the passengers, and the gel pad is actually an oil-lled bladder. The
purpose of said bladder is to let the cars airbag system know that someone
heavier than 80 pounds is sitting in the seat, thereby allowing the airbag to
re in the event of a collision. The drivers seat doesnt have the same bladder
since Corvettes arent driverless cars. The cushion that the driver sits directly
on has the same metal wires that the passenger seat has.
JASON VAN PATTEN, OAK HILL, VIRGINIA
I fnd it interesting how Mercedes,
BMW, and Audi have bastardized the
term coupe" to name what are, in fact,
sedans |Civil War," October zo|.
Heck, if they're rewriting defnitions,
why don't they |ust call them
berlinettas"? And we could call the
Sclass and ;series phaetons." The
term coupe" in its true defnition, as
you know, refers to a twoseat closed car,
like a Shelby Cobra Iaytona. The
furthest one could accurately stretch
the terminology to describe the Merc,
Bimmer, and Audi might be to call them
hardtop sedans as they have frameless
side windows with a fullheight Bpillar.
But seriously, if this terminology
continues evolving at its current rate, in
o years when my buddy tells me he |ust
bought a vintage coupe, I won't know if
he's talking about a Ierrari 66MM
Barchetta or a Pinto Runabout!
DAVID CLINE
LOUISVILLE, KENTUCKY
Fun fact: The Society of Automotive
Lngineers denes a coupe as a closed car
with two side doors and less than 33 cubic
feet of rear-seat space. So, a tuo-door uith
a big back seat could be a sedanEd.
I'm stopping in the middle of reading
the article to write this. The only real
beneft you noted about the new BMW
M6 Gran Coupe is that it's not the M.
How can you give it second place in this
comparo? The CLS6 AMG Smodel has
a faster zeroto6o time as well as a
faster quartermile time. It's less
expensive, it has more horsepower, its
engine sounds better . . . the list goes on
and on. You noted that the AMG is a
model that stays true to its roots. While
it may feel numb and it doesn't handle
corners very well, you had only bad
things to say about the M6. Are you all
truly so connected to BMW that you
can't give it the last place it deserves?
COLE KYNOCH
WASHINGTON, D.C.
If this relationship is going to uork,
youre going to have to trust usEd.
Apparently, Lric Tingwall and crew did
not visit Schwbisch Hall, Germany, or
they are very egotistical elitists. How
can halftimbered buildings, covered
bridges, a river through the center of
town, and lush scenic hillsides be a
IT
di is the
e
ba
andAudi might betocall them er
WHEEL OF MAI L
AUDI RS7
COMPARO
(23%)
BACKFIRES (9%)
BMW 3-/4-SERIES (10%) COLUMNS (13%)
REAL DEALS (4%)
NASCAR
DIRT-TRACK
FEATURE (3%)
DRIVELINES
(4%)
INFINITI Q50S
HYBRID (3%)
MAZDA 3 (3%)
MISCELLANEOUS (21%)
UPFRONT
(7%)
backfires
01. 2 014
012 .
Sic your dogs on us at: editors@caranddriver.com or join: backres.caranddriver.com
The Also-Rans
EDDI E ALTERMAN .
OUR ANNUAL 10BEST EXTRAVAGANZA gets more extravagant than ever
this year, the 31st running of the competition. For 2014, weve cut out all the
yearinreview stuf that normally accompanies and crowds) the winners,
instead focusing our eforts and meager talents on telling the stories of the cars
and our quest to identify them. It's all in therethe highs, the lows, the bar
tabs, and the crossdressing that have come to surround and defne this cele-
brated laurel |oBest starts on page o|.
But we still give out only o statues, so some very worthy stuf doesn't make
the cut. That's why I'm here. My picks for the AlmostoBest of zo are:
LEXUS IS350 F SPORT Maybe everyone was confused. Maybe they only
drove the lesser of the two identically whiteoverblack IS I Sports we had and
thought they could move on. Well, probably not. But the ISzo AWI probably
weighed down the ISo on most editors' ballots. When you have the IS with
the bigger engine, the eightspeed transmission, and rearwheel drive, you have
a car that, in my opinion, beats the BMW i soundly about the head and neck.
Other voters don't share my sadism.
CHEVROLET IMPALA Just as the last two Audi A8s convinced the world
that a credible superluxury sedan could be built of a frontwheeldrive plat-
form, the big Chevy is arguably the frst frontdriver to prove that fullsize
American sleds needn't all be variations on the Crown Victoria. The Impala
redeems those sorry cars that most recently bore its nameplate with a mellow
ride, deft body motions, and oopercentcottonsweatsuit comfort. This is
the very epitome of the modern cruiser: It's not trying to fool anyone into
thinking it's a sports or luxury sedan, so, you know, points for honesty.
MERCEDES-BENZ E350 WAGON Again, I must be getting old, because I
fell for the new L's supple foat, slow steering, and languid handling. Here's an
avuncular car that's had a few pops and is feeling no pain, it's in love with the
world. Its body and its personality are equally largeformat and magnanimous,
it is proudly possessed of its wagonosity. Lverything is rosy inside, too, as it sails
past the noise beyond its tall glass. The new Lo wagon is a veneer for the road,
and a bookmatched veneer at that.
EDITORS LETTER
world without color"? Then a white van
pulled out in front of him on the
autobahn during a speed run. Send the
poor baby back to colorful downtown
Ietroit where he can do po mph on I;.
TERRY HARRIS
SPRINGFIELD, OHIO
Tingwall insists he visited Schwbisch
Hall, so we can only assume that hes
among the in o males agicted uith
colorblindness. The van probably wasnt
even white, or a vanEd.
I can't believe you guys champion saving
the manuals and rant against automated
driving, but then give the RS; a minus"
for no launch control"! |I'd think| that
getting to 6o in . seconds by yourself,
without the aid of the car's computer,
would give you great satisfaction and not
be a negative, at least for people who
enjoy controlling the car themselves.
LAWRENCE NEUMANN
LANCASTER, MASSACHUSETTS
Launch control is the best trick of the
modern automatic. Without it, you just
have an automatic, and thats less funEd.
BREAKING BAD
Thank you for your outstanding Lditor's
Letter |Broketown"| in the October
issue. Your analysis of Ietroit's plight
was both empathetic and harsh. The
Motor City's plunge from the heights of
industrial excellence must be recognized
by all of us as the path our great nation is
currently on. Your vision of rescue should
light the path. And with intelligent
leadership, may we be saved from the
precipice before us.
ART KELLY
BIRMINGHAM, ALABAMA
Lddie Alterman speculates that car
manufacturing could bring Ietroit back
from bankruptcy. He ignores the
elephant in the room. Paying semiskilled
labor S per hour isn't sustainable in a
global economy. The union killed Ietroit,
it stands on Ietroit's grave. The car
industry has moved on to better business
climates and won't be coming back.
JOE BAXTER
FORT MILL, SOUTH CAROLINA
. . . said the distinguished senator from
South CarolinaEd.
and a bookmatched veneer at
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CONTRIBUTING ARTISTS
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Robert Kerian, Aaron Kiley, James Lipman,
Charlie Magee, Sean McCabe, Chris Philpot,
Roy Ritchie, John Roe, Michael Simari
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STRATEGIC OMI SSIONS DEPT.
photography by ROBERT KERIAN
SUBARU S U. S. SALES ARE UPway up. The brand may even
reach its stretch goal of 500,000 annual sales here in the next
couple of years, which would nearly double its volume from only
three years ago. Apparently, that means Subaru can have more
fun. Its catalog, mostly of earthy four-wheel-drive wagonoids,
expanded in 2012 thanks to the rear-drive BRZ, which debuted to
critical acclaim and a spot on our 2013 10Best Cars list. And at the
Los Angeles auto show this past
November, Subaru unveiled the latest
iteration of its other product for boy-
menthe turbocharged, four-wheel-
drive WRX sedan.
DESI GN
The hexagonal grille and wide, angry
fascia lend the WRX appropriate men-
ace, while the rear sports a distinctive
decklid and fascia. The hawk-eye
LED headlights seen here will be standard equipment on the Pre-
mium and Limited trims. The WRX concepts low-slung hood,
aggressively wide stance, and compact greenhouse erased any ties
to the Impreza line. While the production version carries over
many cues from the concept, the higher-set greenhouse from the
Impreza reveals the truth: Theres no new platform beneath all
that fared bodywork. The WRX is still a modifed Impreza.
SCRUTINEERING
upfront
edited by JARED GALL
01. 2 014
019
NAME DROPPING Its still an Impreza
underneath, but its maker isnt advertising that
anymore. No longer the Impreza WRX, the new
car shall be known simply
as a Subaru WRX.
THE HI GH-
PERFORMANCE
SUBARU WRX STI
WI LL MAKE A
COMEBACK
SHORTLY AFTER
THI S HERE WRX.
STRATEGI C OMI SSIONS DEPT.
Los Angeles auto show this past
November, Subaru unveiled the latest
iteration of its other product for boy-
edited by JARED GALL
NAME DROPPING Its still an Impreza
underneath, but its maker isnt advertising that
anymore. No longer the Impreza WRX, the new
car shall be known simply
as a Subaru WRX.
THE HI GH-
PERFORMANCE
SUBARU WRX STI
WI LL MAKE A
COMEBACK
SHORTLY AFTER
THI S HERE WRX.
REVEAL OF THE MONTH .
Imprezzive
RUMORS OF A DEDICATED PLATFORM UNREALIZED, THE
WRX STILL LOOKS NONE TOO SHABBY. by James Tate
01. 2 014
020 upfront
caranddriver.com
. . REVEAL
OF
THE
MONTH
ENGI NE
As in the BRZ, the WRX runs the FA-
series z.oliter fatfour, but with a tur-
bocharger and direct in|ection only
the BRZ's Toyotadeveloped fuel
delivery system includes both port and
direct in|ection). We frst saw the IA
thus confgured in the zo Iorester
XT. With variable timing on both the
intake and exhaust camshafts and a o.6: compression ratio, it
manages z68 horsepower at 6oo rpm and z8 poundfeet at 8oo.
That horsepower total is only three higher than the outgoing
WRX's z6, but it peaks oo rpm sooner and is generated by
zopercentless piston displacement.
Iiferent camshafts and rocker arms distinguish this IA and
allow it to spin to a 6;oorpm redline, ;oo rpm higher than the
Iorester XT's. The WRX actually uses less boost .p psi) than the
Iorester ;.), its extra horsepower comes from a larger inter-
cooler and a freerfowing exhaust that punches up the aural blast.
Subaru predicts a zeroto6omph time of . seconds with the
sixspeed manual and .p with the CVT.
DRI VELI NE
Yeah, CVT. Blech. Subaru claims that the Sport Lineartronic pad-
dleshiftable CVT doesn't suck of course), but we'll see about that.
In the Vehicle Iynamic Control's sport" and I" settings, the
CVT apes a sixspeed automatic. In sport ~" read it as sport
sharp") mode, the 'box pretends to have eight ratios.
But that's not the only trans available, fortunately. A sixspeed
manual replaces the outgoing WRX's fvespeed and will be the
enthusiast's choice. Modifed from the Iorester's manual, it uses
the same carbon synchros on frst and second but has diferent
second and sixth gears and a cableshift linkage instead of the
Iorester's rods.
pp
m a larger inter-
p the aural blast.
seconds with the
en
the s e same carbon sync
se second and sixth gears and a cableshift lin
IIorester's rods.
THE RESHAPED HOOD SCOOP I S
SMALLER THAN BEFORE BUT
BETTER CHANNELS AI R THROUGH
THE I NTERCOOLER.
TH
compression ratio, it
8 poundfeet at 8oo.
r than the outgoing
and i
DRI VELI NE
Yeah, CVT. Blech Sub
dl
THE 2. 0-LITER
FOUR MADE ITS
U. S. DEBUT I N
THE FORESTER XT.
WE BET WE LL
LI KE IT MORE I N
THE WRX.
The ve-door WRX is gone,
and the car is once again available
only as a sedan.
THI S PROMI NENT
LED DI SPLAY
I MPARTS I NFO
RANGI NG FROM
TORQUE SPLIT TO
BOOST LEVEL,
I NSTANT OR
OVERALL MPG,
AND I CY-ROAD
WARNI NGS.
AN ANDD I CY-ROA I CY-ROADD
WARNI NGS. WARNI NGS.
Mantrans models have a center difer-
ential with a fxed oo frontrear torque
split. The CVT pairs with a version of
Subaru's Symmetrical AllWheel Irive
system that has Variable Torque Iistribu-
tion. In it, the center dif provides a
frontrear torque split with an electroni-
cally controlled device that varies the ratio
as necessary. Like many torquevector-
ing" systems today, it applies the front
inner wheel's brake in turns.
CHASSI S
The electrically assisted power steering
has a quicker ratio now, changed from
.8: in the previous WRX to .:. The
steeringgear mounts are zo percent
stifer than the Impreza's. The front brake
discs now measure z. inches, up from
.6, and are clamped by opposedpiston
calipers. They hide behind new wheels
that are percent more rigid but the same
mass as the old wheels and wear zR;
Iunlop SP Sport Maxx summer tires.
While the new WRX doesn't ofer
much more power, it does have a lot more
stifness. The springs, dampers, cross-
members, subframe bushings, and front
controlarm bushings and attachments
are all stifer. The front and rear antiroll bars are meatier, the rear
trailinglink bushings are upgraded, the struts are thicker, and
Subaru added stifening plates to the front suspension mounts.
Overall, torsional rigidity is up p percent over the regular Impreza
and percent compared with the outgoing WRX. Subaru claims
the car can pull .o g in cornersplenty good for an Impreza.
upfront
caranddriver.com
01. 2 014
024 . .
COMI NG TO AMERICA
photography by MARTIN RICHARDSON
Godzilla vs.
Tamura
TO DEVELOP NISSANS MIGHTY GT-R, ONE MUST BE AN
ENGINEER AND A PHILOSOPHER. by John Pearley Human
Hiroshi Tamura is Japans Car-Guy-in-Chief. At 52, hes the chief
product specialist at Nissan for the current R35-generation GT-R and
for the NISMO performance division. When hes not at work building faster
Nissans, hes at home doing the same: tweaking his classic 1989 R32 Skyline GT-R.
C/D:
So you have an R32?
HT:
Actually, I had an R32 and an R34
[19992002 edition], but I sold the R34.
The R32 was always my dream car. I
worked on the R34, but when the R32 was
produced I was only a kid. So it was only a
dream to me.
C/D:
The Skyline GT-Rs have a
reputation as Japans greatest hot rods.
How important is it with the R35 to
maintain that heritage as a car to tune
and modify?
HT:
A car should be perfect, but a car can
never achieve perfection. Because humans
arent perfect, we cannot achieve perfec-
tion. My ideal is for the current customer
not to have to touch anything. Not now.
But in the near futurefve years later or
10 years laterthe customer will say that
it can be better. Then he can do something
like what Ive done with my R32.
C/D:
In photos, your engine looks
very stock.
HT:
Thats important to me! The washer-
fuid bottle looks stock, but it's a coldair
intake box. The turbochargers pipes look
like rubber, but I put aluminum inside
them. I have an active limitedslip difer-
ential from the R34.
C/D:
So how much power does it make?
HT:
My car used to make 800 horsepower.
But its too trickypop, pop, pop, pa, pa,
pa. This brings up one philosophical point.
We are always talking about horsepower.
[He draws a dot on a piece of paper.] Heres
800 horsepower, one dot. [He then draws
a smooth curve.] In this car the maximum
horsepower is 600. Which one is going to
be faster on the track? For low revs,
medium revs, and high revs, total balance
is important. So I learned that 600 is the
best balance point for me. Dont chase dots,
chase lines. Chase area (under the line).
WHEELMEN
Now that the overseas-only R32 GT-R
is 25 years old, it can be legally
imported into the U.S. The 89 lacks the
current cars overwhelming horsepower
and battery of technological aids, but as
an old-school drivers car, its hard to
top. Prices have been ranging from
around $10,000 to $30,000, but expect
them to swell as the American market
comes into play.
THE R35 GT-R HAS
TO SATI SFY
THOUSANDS OF
PEOPLE. THI S R32
ONLY HAS TO
SATI SFY ONE.
HI ROSHI
TAMURA
CHI EF PRODUCT
SPECI ALI ST AT
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01. 2 014
028 . .
RED- LIGHT DI STRICTS
IL
illustration by DARCY MUENCHRATH
FREEDOM
IN 1980, only 2200 people lived in Murrieta, California, in the
arid southwest corner of Riverside County. By 2010, the popula-
tion hit 103,466. Its where families moved when the coastal coun-
ties of San Diego and Orange became too expensive. Its a town
where AYSO soccer matters, where the church buildings arent as
old as the McDonalds, and where Republicans win the elections.
And its the site of a major blow against red-light cameras.
In 2005, the city of Murrieta signed a contract with Arizona-
based American Trafc Solutions ATS) to operate automated cam-
eras at three intersections. Critics, such as the National Motorists
Association NMA), have long opposed the cameras. These oppo-
nents claim, among other things, that the very foundation of the
|ustifcation of the cameras is fawed. They say the studies conclud-
ing that red-light cameras reduce side impacts are suspect, and that
the cameras can actually lead to an increase in rear-end collisions
as drivers try to avoid tickets. Additionally, critics argue that
municipalities are prone to manipulate red-light cameras to maxi-
mize revenue, and that their electronic soullessness eliminates the
publics right to confront accusers under the Sixth Amendment.
In Murrieta, that accuser was sticking residents with a $490
ticket, and courts elsewhere have consistently upheld the consti-
tutionality of the systems. The evidence of their efcacy, however
uncertain, has been sufcient to impress many government
ofcialsbut not Iiana Serafn. A widowed, retired, TeaPartying
CA
OR
WA
MT
ID
NV
AZ
UT
WY
CO
NM
TX
OK
KS
NE
SD
ND
MN
WI
MI
OH
IN
KY
VA
WV
PA
NY
NC
SC
GA
AL MS
FL
TN
IA
MO
AR
LA
AK
NH
MA
RI
CT
DC
NJ
MD
VT
ME
DE
HI
For all the headlines and revenue they generate, trafc cameras
are still deployed only sporadically in the United States. Less than
half (24) the states and D.C. use any form of automated road-law
enforcement, and of those, 10 have only red-light cameras.
The 14 nanny states highlighted in red here make nefarious use
of both red-light and speed cameras.
Seeing Red
HOW A CALIFORNIA GRANDMOTHER
HELPED DEFEAT HER CITYS RED-LIGHT
CAMERAS. by John Pearley Human
RED LIGHT AND SPEED
RED LIGHT
NONE
6zyearold grandmother, Serafn led the charge against Murri
etas cameras. I went to city council a couple of times, and they
said, Nope, nope; this is stopping accidents, she says. And the
more I researched, the more I found out that it wasnt true. And
they didnt want to budge.
Armed with information from the NMA and other sources,
Serafn and about a dozen volunteers gathered the 6zoo signatures
necessary to get a measure onto the November 2012 ballot that
would remove the cameras. It was immediately met with resis-
tance. I had one member of the council tell me that if anyone died,
I'd have blood on my hands," Serafn says.
Before the public even had a chance to vote on it, Serafn's ini-
tiative, now named Measure N," had to survive a lawsuit fled on
behalf of a former Murrieta trafc ofcial, a suit allegedly fnanced
by ATS. The suit contended that voters couldn't change trafc laws
by direct election. While a Riverside County Superior Court
agreed with that logic, an Appeals Court overturned the ruling,
declaring that the suit had been fled too late to remove the
measure from the ballot.
Iespite a campaign war chest of So,oooreportedly
$80,000 came from ATS and $25,000 from
Redfex Trafc Systems, another Arizonabased
camera companythe procamera group, Safe
Streets for Murrieta, couldnt defeat Measure
N, which passed with 57 percent of the vote.
Almost immediately, Safe Streets fled suit
against the city on the same basis as the previous
lawsuit. And the same Riverside court and judge
that had frst ruled the initiative illegal did so
again. Still, viewing the election as an opinion
poll if nothing else, the council kept the red-light
equipment turned of. Mostly.
While ATS shut of the cameras, it left on the
sensors that trigger them. But instead of being
impressed by data the company collected
regarding increased red-light running, the
council reacted indignantly, as if leaving the
sensors on represented a betrayal. On May 7,
2013, in front of a raucous, packed chamber, the
council voted unanimously to have ATS remove
its equipment. All of it.
toyota.com/tundra Prototype shown with options.
1
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additional equipment. Do not exceed any Weight Ratings and follow all instructions in your Owners Manual. The maximum you can tow depends on the total weight of any cargo, occupants
and available equipment. Calculated with new SAE J2807 method.
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Payload is the GVWR minus curb weight and includes weight of occupants, optional equipment and cargo, limited by
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TOW. HAUL. BUILD ANYTHING.
We gave the Tundra an available 5.7L V8 with 381 horsepower and 401 lb.-ft. of torque along with an available towing
capacity of more than 10,000 lbs.
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much whatever you want. Whenever you want.
01. 2 014
030 . .
caranddriver.com
upfront
3 DEGREES
OF DYNO
1
In its most basic form, a
dynamometer is a rotating
steel drum weighing about
3000 pounds. Inertia
dynamometers measure
torque at the wheels by
tracking the time it takes
to accelerate the rotation
of a known mass.
Horsepower is calculated
from torque and rpm. An
inertia dynos simplicity
brings durability,
repeatability, and a
reasonable price, but it is
only good for sweep tests
over a wide rpm range. And
altering the driveline mass
with a lighter ywheel,
driveshaft, or wheels would
be wrongly interpreted by
an inertia dyno as an
increase in torque.
2
A dynamometer becomes
much more than an output
gauge when it utilizes a
power-absorption unit. By
altering the dynos
resistance in sync with road
speed, the absorber enables
part-throttle runs, transient
tests, and road-load
simulation outside the
inuence of trafc, weather,
and terrain. An eddy-
current brakea kind of
no-contact disc brakeuses
a magnetic eld to increase
the load at the cars tires.
Affordable prices make
eddy-current dynos popular
with tuning shops that use
them to calibrate and test
modied cars.
3
Automakers favor AC or
DC electric machines as
absorbers for their ability
to simulate downhill
coasting and to improve
control over resistance.
Emissions and fuel-
economy applications
demand less torque than
most other dyno tasks but
require greater accuracy,
making an AC motor ideal.
Low inertia is desirable,
and Horiba, which supplies
the Bentley of dynos to
automakers and the EPA for
emissions testing, claims
the lowest with a drum
weight of 2535 pounds. The
run-out (outer diameter
variation) on its four-foot-
diameter roll is less than
0.01 inch. With the most
complex setupa four-
wheel-drive unit that can
endure minus 40 degrees
Fahrenheit in a
temperature-controlled
cellthe cost for one dyno
swells from $500,000 to as
much as $1.5 million. But for
automakers, thats just one
chip of the huge ante
required to be in the game.
EXTRA ABSORBENT
The power absorber,
typically an eddy-current
brake or an electric
machine, simulates the
power lost to wind and
rolling resistance.
TAKE A LOAD OFF
Prior to the use of these
vibration-isolating
footers, up to eight tons
of concrete had to be
poured to securely
anchor a chassis
dynamometer. The entire
dyno assembly weighs
up to 20 tons.
ROLLIN
The steel roller
connects the tires to
the power absorber
and provides the
inertia that makes
transient behavior
more realistic.
Going
Nowhere
Fast
THE CHASSIS DYNAMOMETER
IS MORE THAN A MEASURING
STICK. by Eric Tingwall
THE DYNO S RISE in modern
car culture is well chronicled on
YouTube. Here, car guys while away hour
after mesmerizing hour watching dyno
pulls that depict unbelievable power, cata-
strophic consequences, or sometimes
both. But the dynamometers that most
enthusiasts have access to are crude
instruments compared with what these
machines are capable of. With the hard-
ware and software to raise prices from less
than $25,000 to more than $1 million, the
dyno becomes a real-world driving simula-
tor and a crucial development tool.
VULCAN
DEATH GRIP
Used for emissions testing, the
Horiba Vulcan dynamometer illustrated here
is one example of just how much an
OEMs or major suppliers dyno differs from
what youd nd at your neighborhood
shop. The Vulcan is so precisely tuned that
different nishes and textures are
available for the rollers to simulate
different road surfaces in various
markets. An auto-pilot system is
also optional.
TECH DEPARTMENT
Todays single-roll dynamometers are far more sophisticated than the twin-roll units that were common in the 1980s, with dynos now designed
for specic tasks. NVH engineers often rely on a 60-inch drum to reduce tire roar as well as a DC power absorber, which can be located outside the test
cell to isolate the noise it generates. A 72-inch roller maximizes traction for torquey, heavy-duty vehicles. Specialized engine, transmission, and axle
dynamometers can sniff out friction losses in individual links of the chain by evaluating components outside the chassis.
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01. 2 014
032 . . TOURI NG
The National Park Service
does a magnicent job of
running Civil War battleeld
sites, despite chronic budget
strangling by that moronic
assembly of yahoos called
the U.S. Congress.
Just out of
eyeshot: What
Johnny Reb
called Manassas,
the Union called
Bull Run. War is
not only hell, its
also hellishly
confusing.
Dont bring your metal
detector, you ghoul.
Cold Harbor is named not
for a body of water but for
this tavern, which happened
to be near the battle.
Posterity should be glad it
wasnt called Kozy Korner.
Suspiciously new-looking
cannons are ubiquitous
at Civil War battleeld
sites. Civil War surplus?
Civil Whir
Fredericksburg
The Wilderness
Spotsylvania
Cold Harbor
Chancellorsville
WHAT WOULD . . .
Ulysses S. Grant
liked to whittle
between giving
orders. Less
distracting than,
say, Grand Theft
Auto V.
Jeep Cherokee:
The Ofcial Chase
Car of the Five-Hour
Civil War Tour drank less
than Grant and ran
much quieter than the
Army of the Potomac.
Confederate icon
Stonewall Jackson
has two graves:
one for him and
this one for his
arm, blown off at
Chancellorsville by
friendly re.
Ambrose
Burnside: A dud
Union general
bungled the Battle
of Fredericksburg,
but his weird hair
did give us the term
sideburns.
Strutting before
Rebel guns, hubristic
Major General John
Sedgwick sneered,
They couldnt hit an
elephant at this
distance, seconds
before he was drilled
in the bean.
Cloth kepis,
standard North and
South headgear, couldnt
stop a buttery.
Why didnt anybody think of a
steel stovepipe helmet?
SO MUCH OF IT WAS FOUGHT in a few counties in northern Virginia
that you can spend an hour at each of the fve ma|or battlefeld sites shown here
and come away with a vivid sense of the lore and gore that was the Civil Warall between
lunch and supper time.
Lach site is anchored by an ofcial visitors center, providing troves of background and
blowbyblow battle exposition, plus a bigbudget movie. Lach center is manned by ami
able National Park Service personnel bulging with helpful information. Admission fees
are negligible. There's even a souvenir shop at every center, carrying huge selections of
books and maps as well as the usual bricabrac.
One eerie aspect of touring these scenes of carnage and horror e.g., hundreds of helpless
in|ured on both sides trapped in forest bracken in the Battle of the Wilderness, to be cooked
like hot dogs when the fghting ignited the woods) is their ordered dignity and reverent
calm. The ambience of a cemetery, mingling with the manicured crispness of an upper
crust country club, makes an ironic contrast with the cockpits of savage confict being com
memorated. On the other hand, it probably wouldn't do to have piles of lifelike amputated
limbs stacked outside an authentic medical tent in a muddy copse, surrounded by recorded
screams of the dying, in artifcially gener
ated sleet storms, in the pitch dark.
Most Civil War battles |ust sort of
erupted when two mutually surprised
opposing forces happened to collide in
unlikely places not of their choosing. You
wouldn't have chosen Chancellorsville or
Spotsylvania to have a picnic, much less a
mighty clash of arms. The locals were
never informed ahead of time and had to
stand by and watch as their felds became
quagmires and their houses and cattle got
blown to splinters.
RIDE ALONG ON OUR FIVE-HOUR CIVIL WAR TOUR!
ULYSSES
S. GRANT
DRIVE?
A Lincoln, of course! So poetically apt
but alas so factually wrong. Grant ran
the Union Army in the War Between the
States, but Lincoln was president of the
United States and commander in chief.
So the historical truth is that Lincoln
drove Grant. Thats why the Ofcial
Chase Car of the Five-Hour Civil War
Tour was a 2014 Jeep Cherokee. Pay
attention: Albeit 80 years apart, Grant
and the original Jeep were both
commissioned by the U.S. Army. Plus,
the Cherokee was not only designed in
the U.S. but was built in Ohio, the same
state from which Grant hailed.
words and
illustrations by
Bruce
McCall
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THE COLUMNI STS upfront
caranddriver.com
01. 2 014
036 . .
uring 11 consecutive days last month, I drove
Car and Drivers long-term electric-blue Subaru BRZ from Montana to Ann Arbor, then
drove all 60 of our 10Best nominees, then drove back to Montana in the bronze bus
our longterm MercedesBenz GLo. Those 8oosome miles inficted a silverdollar
sized blister atop my tailbone. During a routine physical, my doctor shouted, Hey,
Darlene, come in hereguy says he got this from car seats. Various patients in the wait-
ing room began craning their necks.
But I dont care, because 10Best is so intergalactically entertaining that I always half
expect my parents to descend and say, Okay, had your fun, now lets get back to the algebra
homework. I love 10Best. It reminds me of a trip to interview Alejandro de Tomaso in 1988.
The IeeToe," as I called him, installed me in the fnest suite in his Hotel Canalgrande, then
said, Stay as long as you like, but only if you allow my chef to cook your meals every day.
Let me think about it, I told him.
I logged my frst oBest in September p8p. The maximum base price then was
S,ooo, and there were nominees, including a Toyota Cressida. Making our list that
year was a Mazda MPV minivan whose inclusion so enraged then-editor-at-large Larry
Grifn that he punched a hole in a closet door opposite the art department. The hole was
never repaired. Heres how long ago that was: We had just sampled an ETAK Navigator
system that would get somewhat confused and drift of track," but we had yet to touch a
system that relied on satellites.
Also about to lap itself in the Indy 500
of Idiocy is Cadillac's CUL system, which
urged me to diferentiate between Info-
tainment Gestures by memorizing the
seven secret fnger movements: press
tap, press and hold, drag, nudge,
fing or swipe," spread," and pinch." I'm
not making this up. Turned out that my
personal favorite was punch real hard,
followed by a fnger gesture I already knew.
Yes, my electro-technical failures may
be related to crotchetiness, but youthful
videographer Mark Arnold was beside me
when I climbed into the Infniti Qo. Sadly,
I could summon no radio or HVAC at all. I
jammed my hands in my armpits and said,
You try." Mark squinted and fddled, then
said, Nothin, I got nothin. Meanwhile,
he was recording this tableau on a camera
that has almost no buttons at all. So we
voted to turn the car of and restart it
twice. Which worked. How stupid of us,
Mark mumbled, meaning me, I imagine.
I confess that I view any LCI screen in
a car as I'd view any other piece of ofce
equipment in a carsay, a Xerox photo-
copier or a Steelcase credenza. But if at any
point you have to consult an owners man-
ual, then the ergonomics are wrong.
Back home, I walked over to Wally
Karrs garage, where Wally (the Babbitt
King, I call him) was, as always, rebuilding
fathead Iords. Wally said, I've stopped
reading 10Best cause its always the
samebig buncha BMWs and Hondas. I
was a little stung, so I explained that the
winners tend to be so dominant in their
niches that it takes a few years for competi-
tors to respond. Good one, Wally said.
So I recorded all 10Best winners for all
31 years, searching for models that had a
suspiciously prolonged shelf life. Turns
out the longest unbroken winning streaks
belong to the Honda Accord (17 years, from
1998 through 2014) and to BMWs 3-series
(23 years, from 1992 through 2014).
So, Wally, you can expect a case of
Heineken and a spanking-fresh batch of
babbitt on your doorstep. Thursday,
maybe. Christmas, latest.
Which is funny, because this year at
10Best it felt as if every nominee were nav-
savvy. I know, because it's the frst thing I
attempt: Light up the nav system, tune the
radio, then see if there's an HVAC setting
called Christmas, Resolute Bay." It's a rou-
tine that has become as difcult as launch-
ing a missile strike on Iort Lauderdale. I
began recording the steps to pull up the
local NPR station. It ranged from 3 to 13
individual operations, with the latter appar-
ently routing me through one cars Doppler
Auto-Taser and into its Electrostatic Shoe-
lace Rejuvenator. It so frustrated me that I
was just about to call Industrial Light &
Magic but instead sat down in an Acura
RLX. It ofers a fat volume knob up high,
but the onof switch for the radio is a tiny,
black biscuit buried directly next to the vol-
ume control. So why couldnt the volume
control, when you spin it to the right, also
turn on the radio? Becauseand maybe
this has always been truebuyers equate
gratuitous buttons and knobbery with
quality. Or, in my case, with an explosion in
the Panasonic factory. Tangential to my
complaint, please note that Bill Maher,
when asked to characterize the 2000s in
Vanity Fair, said, We mass-produced the
frst minivan with television sets built into
the back seats, eliminating the car trip as
the last situation where white people ever
have to talk to their children.
Te Mazda so
enraged Larry
Grin that he
punched a hole
in a closet door.
Yet more complaints. / by John Phillips
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PRECIPITOUS BATTLE OF
MODERN-DAY MUSCLE.
by MIKE SUTTON
photography by DANIEL BYRNE
DODGE
CHARGER SRT8
PRICE > $55,150
POWER > 470 hp
TORQUE > 470 lb-ft
WEIGHT > 4371 lb
C/D OBSERVED MPG > 17
079
comparo
caranddriver.com
01. 2 014
080 .
tested in Chelsea, Michigan, by DYNO DON SHERMAN
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
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
0150 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 700-MILE TRIP
SOUND LEVEL
IDLE
FULL THROTTLE
70-MPH CRUISE
CHEVROLET
SS
$45,770
$45,770
195.5 inches
74.7 inches
57.9 inches
114.8 inches
62.6 inches
62.4 inches
F: 56 cubic feet
R: 51 cubic feet
16 cubic feet
pushrod 16-valve V-8,
376 cu in (6162 cc)
415 @ 5900
415 @ 4600
6000 rpm
9.5
6-speed automatic
rear
1
4.03/5.8/35
2
2.36/9.9/59
3
1.53/15.3/92
4
1.15/20.3/122
5
0.85/27.5/160
6
0.67/34.9/160
3.27
F: struts, coil
springs, anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 14.0-inch vented
disc
R: 12.7-inch disc
fully defeatable,
traction off,
competition mode
Bridgestone
Potenza RE050A
F: 245/40R-19 98Y
R: 275/35R-19 100Y
1.8 sec
4.5 sec
10.5 sec
28.6 sec
12.9 sec @ 111
5.1 sec
2.6 sec
3.1 sec
160 mph (gov ltd)
153 feet
0.95 g
43.7 mph
3931 pounds
52.6/47.4
21.5 inches
18.8 gallons
91 octane
14/21 mpg
17 mpg
45 dBA
82 dBA
71 dBA
DODGE
CHARGER SRT8*
$47,475
$55,150
200.3 inches
74.2 inches
58.3 inches
120.2 inches
63.4 inches
63.1 inches
F: 56 cubic feet
R: 51 cubic feet
16 cubic feet
pushrod 16-valve V-8,
391 cu in (6410 cc)
470 @ 6000
470 @ 4300
6250 rpm
9.3
5-speed automatic
rear
1
3.59/7.5/47
2
2.19/12.3/77
3
1.41/19.1/119
4
1.00/26.9/168
5
0.83/32.4/178
3.06
F: multilink, coil
springs, anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 14.2-inch vented,
grooved disc
R: 13.8-inch vented,
grooved disc
fully defeatable,
traction off,
launch control
Goodyear
Eagle F1 SuperCar
245/45ZR-20 99Y
1.7 sec
4.2 sec
9.9 sec
25.3 sec
12.6 sec @ 114
4.7 sec
2.6 sec
2.6 sec
178 mph (drag ltd)
152 feet
0.90 g
43.2 mph
4371 pounds
54.0/46.0
22.0 inches
19.1 gallons
91 octane
14/23 mpg
17 mpg
46 dBA
81 dBA
71 dBA
*
2
0
1
3
m
o
d
e
l
.
N
71 dBA
C
hevrolet laid its groundwork for the
new SS with a profle body for the
2013 NASCAR circuit. The racing
Chevy SS and the racing Iodge
Charger would have each been that
rarest of things: a V-8 rear-drive
Sprint Cup competitor modeled
after a V-8 rear-drive production
car. But the SS arrived |ust as Iodge
quit the series, so fans were cheated.
Instead, the speedway rivalry that never was has simply
moved out to the parking lot. The production SS squares of
here, on a rainy weekend, against the Iodge Charger SRT8. The
latter has strutted alone in Ietroit's arena of civilian rear
wheel-drive muscle sedans since 2009, when GM pulled Pon-
tiac's plug and with it the SS's excellent predecessor, the G8.
While both the Charger and SS are more sensible than their
twodoor siblings, the Challenger and the Camaro, these old
school tire smokers cement their relevance by not really giving
a damn about it.
Still, Chevrolet wants you to know that its new halo sedan
is the brand's frst reardrive fourdoor V8 in nearly zo years.
The SS is as American as can be for a Luroinspired car built in
Llizabeth, South Australia, which is absolutely nowhere near
Sydney or any place with a working telephone. Known as the
Holden Commodore SS in its home market, the Chevy SS is
GM's third attempt to domesticate one of its Australian
modelsafter the ill-fated Pontiac GTO coupe and G8 sedan.
The Commodore's current VI chassis so named for the
Aussie fashion of giving each new version of a model its own two-
letter code) has been updated from the VL structure that we
loved in the G8, but it's still similar to what's underneath the
stubbier Chevrolet Camaro and the stretched Caprice PPV
police cruiser. Additional aluminum in the suspension, sub-
frames, hood, and trunklid helps the SS shed more than 100
pounds from a comparable G8. GM paid special attention to
overall refnement and noise insulation, while a new electrical
system supports all of the company's latest safety and entertain-
ment gear, including the feared switch to electric power steering.
A lowvolume unicorn for the brand, the handful of SSs to
be imported will all be pretty much fully equipped and ready to
boogie for S,;;o, including a Soo gasguzzler fee slapped
on the sole enginea hp, 6.zliter LS V8. GM's six
speed 6L8o automatic is sadly the only transmission ofered.
Although a power sunroof Spoo) and a spare tire Soo) are
optional, the sporty suspension, Brembo front brakes, and
19-inch wheels with performance tires are all standard.
The Charger SRT8 was last updated in zoz. It's now a thor-
oughly modern muscle car, with a sinister mien, a ;ohp 6.
liter Hemi V8, driverad|ustable adaptive suspension, and even
larger Brembo brakes all around. The Charger also is auto-
maticonly, with |ust an old fvespeed unit until ZI's ubiqui-
tous eight-speed enters service.
Although budget Super Bee versions of the zo SRT start
at S,8o including Sooo in guzzler tax), the regular SRT is
Top: We leave it to you to
answer the question,
Are two grilles better than
one? Left and bottom: Even
muscle cars wear Brembos.
081
comparo
caranddriver.com
01. 2 014
082 .
E
$3000 more and closer to 50 grand when
equipped like the Chevrolet. Our test car
was a 2013 model mechanically identical to
the 2014 SRT; it blossomed from its $47,475
base price to $55,150 with the 2013-only
392 Edition appearance package ($2495),
as well as a Harman/Kardon audio system
($1995) and Laguna leather seats ($1495),
plus summer performance rubber and a
few electronic watchdogs and gizmos that
DODGE CHARGER SRT8
+ A Hemi V-8, classic Mopar
tude, user-friendly controls.
_
Brutal ride, feels massive,
muted steering, can get
expensive.
= A retro powerhouse proudly
short on grace.
The Chargers extra-strength Hemi
rumbles to life with authority and always
feels ready to overwhelm the rear Goodyears
with its 470 pound-feet of torque. Our best
runs happened without the cars launch-
control software and required a careful
throttle foot to optimize wheelspin. Get it
right and 60 mph passes in 4.2 seconds,
three ticks quicker than in the SS. A similar
gap exists at the quarter-mile mark (12.6 sec-
onds to 12.9), with the Charger reaching 114
mph to the Chevys 111. The momentum con-
tinues to a drag-limited 178 mph, long after
the SSs 160-mph governor kicks in.
While the SRT8s 0.90 g of grip on the
skidpad cant match the Chevrolets amaz-
ing o.pg efort, it did need one less foot to
stop from 70 mph (in a short 152 feet). It
almost tied the SSs speed in our slalom test
and returned the same 17-mpg average dur-
ing our 700-mile road trip. Recognizing the
are standard on the SS.
As chest-thumping totems for their
respective makes, these cars are here to
claim bragging rights. So, after the obliga-
tory burnouts, we headed for the last ves-
tiges of fall color in rain-soaked northern
Michigan to see which car best re-imagines
the great American performance sedan.
2. DODGE CHARGER SRT8
With roots in the DaimlerChrysler era, the
Charger, like the Chevy, has global genes.
(Its imported, too, from an assembly plant
in Ontario, Canada.) But as a proper Mopar,
the SRT8 is simply bigger and badder than
the Chevy ever will be.
The Dodge Charger SRT8 offers drivers a
plain-spoken layout, easy-to-understand
infotainment, and seats of purest butterscotch.
CHEVROLET SS
+ Excellent handling balance,
refned interior, great looks, an
LS3 V-8.
_
Limited availability, can
be mistaken for a Malibu, no
manual ofered.
= The gifted ofspring of a BMW
M and a Chevy Camaro SS.
importance of such fgures to owners,
Iodge includes a nifty performance meter
in the Charger's cluster, as well as cup
holderlike recesses in the underhood plas-
tic for lengthy driveway debates about
pushrods and engineblock paint.
The big Iodge looks the bruiser, too,
particularly with our pz's black accents and
darkened zoinch wheels. A numbered
badge on the console lends some exclusivity,
even though the black roof and rollers are
available on all SRTfettled Chargers. Com-
bined with the beat of a largedisplacement
V8, the SRT8 channels the oldtimey vibe
of the Pentastar's Nixonera classics.
But with p points separating it and the
SS, along with higher base and astested
prices, the Charger would need to actually
transport us back to Woodward Avenue in
its heyday to be considered the winner. At
; pounds, the Iodge is o pounds
heavier than the Chevy and feels every
ounce of it. Its dashboard is as wide as a Ram
pickup's, and the pinched windows and high
cowl amplify the sense of corpulence.
An overly stif suspension carries the
bulk. Body roll is tolerable and the ad|ust-
able dampers give tight control with auto,
sport, and track settings, but all the choices
are excessively frm. The stif legs unsettle
the chassis over sections of road that didn't
faze the Chevrolet. Along with hydrauli-
cally assisted steering that's somehow less
communicative than the SS's electric
setup, the Charger is a blunt weapon that
feels large and detached in rough use.
Iespite the intuitive touch screen,
heatedandcooled cup holders, and adap-
tive cruise control, the Iodge's inferiority
creeps into its cabin like a haze of burnt rub-
ber. Some of us preferred a few of the interi
ortrim fnishes and liked the comfort and
support of the thickly bolstered SRT seats,
but overall material quality and refnement
fall short of the overachieving Chevy's.
The SRT8's loudandproud character
is true to musclecar tradition, and that's
sufcient for many in the Mopar choir. But
the SS is simply the better car in every
other measure.
1. CHEVROLET SS
GM's exexecutive car guy Bob Lutz said the
Pontiac G8 was too good to waste and might
return to the U.S. someday as a Chevrolet,
and he did not lie. The SS is proof.
Largely inspired by the pp;zoo Lp
BMW series, the SS's Holden chassis is a
monument to sportssedan fundamentals.
Whereas the Charger bucks about and
struggles for grip on rough, twisty pave-
ment, the Chevrolet's nonad|ustable, one
sizeftsall suspension keeps it compliant
yet planted on sticky Bridgestones. The
accelerator pedal can ad|ust the car's cor-
nering attitude as efectively as the precise
steering, which progressively builds in
feedback and efort despite some numbness
oncenter. With plenty of confdence, the
SS's lateral grip bests not only that from
GM's last Cadillac CTSV, but the current
The Chevys interior is commensurate with
its greater chassis and engine renement. It
looks the business, because it is the business.
comparo
caranddriver.com
01. 2 014
084 . 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
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
* These objective scores
are calculated from the
vehicles dimensions,
capacities, rebates and
extras, and/or test results.
C
h
e
v
r
o
l
e
t
S
S
D
o
d
g
e
C
h
a
r
g
e
r
S
R
T
8
10
9
5
5
5
5
9
9
10
0
20
87
19
4
10
9
9
51
20
8
9
9
9
55
23
216
9
9
4
5
5
10
8
8
7
0
16
81
20
4
10
9
7
50
19
6
7
8
7
47
19
197
1 2
Audi S6 and BMW M5 as well.
Much of the SSs poise is due to good
front-rear distribution of its 3931 pounds,
barely 100 more than the latest front-drive
Impala sedan with a V6. The frm brakes
feel more responsive managing the lower
mass, and the car changes direction more
assertively than Dodges freighter does.
Although the 6.zliter smallblock is
down 55 horsepower to the big Hemi, the
Chevys lighter weight and better traction
make it easier to launch at the test track and
|ust as quick as its rival out in the real world.
The 12.9-second quarter-mile pass is a solid
performance. A superior transmission
helps to hurry things, with the six-speed
shifting smoothly and never hunting for
the proper ratio. The SS still deserves a true
manual, but the 6L80s sport setting
wakes up the car without being annoying,
and the wheelmounted paddles click of
rev-matched downshifts that the Chargers
smaller, slipperier spoke toggles can't.
The Chevrolet is more pleasant to cruise
in, too, with great seats all around and pre-
miumlooking details. The SS doesn't have
the supercharged pull or the premium price
tag of the burly CTSV, but it feels like the
Caddy's equal in refnement and overall
quality. Chevy's latest MyLink interface
works well in the SS's sensible layout, which
no longer includes the odd, foreignmarket
quirks found in the old G8 and GTO.
While the LS gently rocks the car at
idle and emits a rowdy snarl from its pipes,
the SS lacks the Charger's outright swagger
on the street. Its classier and more
reserved in its athleticism, despite its pur-
poseful stance. Having to correct the unac-
quainted that this is not a fancy Malibu is
one of the SS drivers few irritants, along
with the cars limited availability. We
expect that Chevy will import only a cou-
ple thousand examples each year, priced
higher than the G8 ever was. After our time
in both comparo cars, though, the SSs 45
grand feels completely |ustifed.
The SS is a rare gem whose name under-
scores its well-deserved place in Chevys
heritage. It may not be made in America,
but the SS is perfectly at home here.
Thus equipped, the Dodge is up 55 horses,
55 pound-feet, and about 10 grand versus the
Chevy. But its the SS that feels $10,000 dearer.
Experience the difference
driving on TRUE winter tires.
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Hours
EST:
Prices Subject to Change
Prices Vary by Application
MSW TYPE 19 silver
14 15 16 17 18
STARTING AT
$
79 ea.
SPARCO ASSETTO GARA
16 17 18
STARTING AT
$
109 ea.
O.Z. ITALIA 150
17 18 19
STARTING AT
$
246 ea.
O.Z. ALLEGGERITA HLT
16 17 18
STARTING AT
$
259 ea.
Proud Sponsor of
Tire Racks Winter Tire & Wheel Packages make changing to winter tires easy and efcient.
With winter tires mounted on their own wheels, you can install a seasonal package yourself at your convenience.
These high quality, vehicle-specic, exact tments arrive ready to bolt on your vehicle.
READY-TO-BOLT-ON
DUNLOP
SP WINTER
SPORT 4D
MICHELIN
PRIMACY
ALPIN PA3
CONTINENTAL
EXTREMEWINTER
CONTACT
MICHELIN
PILOT ALPIN PA4
DUNLOP
WINTER MAXX
GENERAL
ALTIMAX
ARCTIC
PIRELLI
WINTER
SOTTOZERO
MICHELIN
X-ICE Xi3
GOODYEAR
ULTRA GRIP
ICE WRT
PIRELLI
SCORPION
WINTER
BRIDGESTONE
BLIZZAK DM-V1
BRIDGESTONE
BLIZZAK LM-32
BRIDGESTONE
BLIZZAK WS70
FIRESTONE
WINTERFORCE
Sample
Tire & Wheel
Packages
Build your own package at
tirerack.com/snow
205/ 50 R- 17 $ 173
225/ 45 R- 17
XL
215
245/ 50 R- 17 $ 238
245/ 45 R- 18 288
255/ 40 RF- 20 $404
285/ 35 RF- 20 444
Blizzak LM-25 RFT (Runat)
235/ 45 R- 17
X
$ 174
235/ 50 R- 17 172
235/ 55 R- 17
XL
170
245/ 40 R- 17 186
225/ 45 R- 18
XL
199
P 225/ 60 R- 18 144
235/ 50 R- 18
XL
217
245/ 40 R- 18
XL
205
255/ 40 R- 18
X
$ 168
265/ 35 R- 18
XL
189
275/ 35 R- 18 157
225/ 40 R- 19 168
255/ 35 R- 19
XL
256
255/ 50 R- 19
XL
248
265/ 35 R- 19 253
275/ 45 R- 19
XL
227
245/ 40 R- 20 $202
255/ 50 R- 20
XL
280
RFT (Runat)
195/ 55 R- 16 $ 158
205/ 45 R- 17 180
225/ 40 R- 18 240
235/ 55 R- 18 257
255/ 55 R- 18
XL
289
Blizzak LM-60
205/ 55 R- 16
X
$ 135
215/ 45 R- 17
XL
163
225/ 45 R- 17
XL
167
225/ 40 R- 18
XL
194
225/ 50 R- 18 210
235/ 40 R- 18
XL
200
235/ 45 R- 18
XL
219
245/ 45 R- 18
XL
226
255/ 40 R- 18
XL
217
255/ 45 R- 18
X
$ 234
275/ 35 R- 18 264
225/ 40 R- 19 246
225/ 45 R- 19
XL
233
245/ 40 R- 19
XL
264
255/ 35 R- 19
XL
287
265/ 35 R- 19
XL
300
275/ 35 R- 19 315
275/ 40 R- 19 306
245/ 40 R- 20 $308
245/ 40 R- 20 325
245/ 45 R- 20 291
255/ 35 R- 20
XL
327
295/ 35 R- 20
XL
409
RFT (Runat)
225/ 55 R- 17 $ 194
Blizzak LM-32
215/ 70 R- 15 $ 105
235/ 75 R- 15 115
215/ 70 R- 16 121
225/ 70 R- 16 122
P 225/ 75 R- 16 115
235/ 60 R- 16 132
235/ 70 R- 16 128
245/ 70 R- 16 132
P 245/ 75 R- 16 124
275/ 70 R- 16 146
215/ 70 R- 17 124
235/ 65 R- 17
XL
130
P 235/ 70 R- 17
XL
129
P 235/ 75 R- 17 134
245/ 65 R- 17 139
P 245/ 70 R- 17 $ 132
245/ 75 R- 17 141
255/ 60 R- 17 157
P 255/ 65 R- 17 147
265/ 65 R- 17 157
265/ 70 R- 17 154
235/ 55 R- 18 154
235/ 60 R- 18
XL
155
235/ 65 R- 18 161
245/ 60 R- 18 162
P 255/ 65 R- 18 173
P 255/ 70 R- 18 152
265/ 60 R- 18 176
265/ 65 R- 18 180
P 265/ 70 R- 18 159
P 275/ 65 R- 18 $ 185
285/ 60 R- 18 191
225/ 55 R- 19 151
P 255/ 60 R- 19 188
275/ 45 R- 19
XL
207
P 245/ 50 R- 20 188
P 245/ 60 R- 20 195
255/ 45 R- 20 201
P 265/ 50 R- 20 193
275/ 45 R- 20
XL
218
P 275/ 60 R- 20 207
275/ 50 R- 22 255
P 285/ 45 R- 22 254
Blizzak DM-V1
LT 215/ 85 R- 16
E
$ 155
LT 225/ 75 R- 16
E
155
LT 245/ 75 R- 16
E
$167
LT 265/ 75 R- 16
E
171
LT 245/ 70 R- 17
E
$182
LT 265/ 70 R- 17
E
193
Blizzak W965
175/ 65 R- 14
XL
$ 87
185/ 65 R- 14 84
145/ 65 R- 15 77
155/ 60 R- 15 83
175/ 55 R- 15 93
195/ 55 R- 15 $ 89
205/ 60 R- 15 91
185/ 55 R- 16
XL
107
195/ 60 R- 16 92
205/ 50 R- 16 121
225/ 55 R- 16 $127
235/ 60 R- 16 117
245/ 50 R- 18
XL
131
Blizzak WS60
175/ 65 R- 15 $ 81
185/ 60 R- 15 85
185/ 65 R- 15 86
195/ 60 R- 15 88
195/ 65 R- 15 89
205/ 65 R- 15 96
215/ 70 R- 15 93
185/ 55 R- 16
XL
112
195/ 55 R- 16
XL
117
205/ 55 R- 16 119
205/ 60 R- 16 102
205/ 65 R- 16 102
215/ 55 R- 16 123
215/ 60 R- 16 106
215/ 65 R- 16 $105
225/ 60 R- 16 112
225/ 65 R- 16 107
235/ 65 R- 16 117
205/ 50 R- 17
XL
134
215/ 45 R- 17 144
215/ 50 R- 17
XL
154
215/ 55 R- 17 128
215/ 60 R- 17 114
215/ 65 R- 17 111
225/ 45 R- 17 157
225/ 50 R- 17 160
225/ 55 R- 17 132
225/ 60 R- 17 120
225/ 65 R- 17 $ 119
235/ 45 R- 17 169
235/ 55 R- 17 144
235/ 60 R- 17 124
235/ 65 R- 17 125
245/ 45 R- 17 173
P 215/ 55 R- 18 165
225/ 40 R- 18 173
225/ 45 R- 18 159
225/ 60 R- 18 147
235/ 40 R- 18
XL
187
245/ 40 R- 18 188
245/ 50 R- 18
XL
178
Blizzak WS70
185/ 65 R- 15
XL
$ 76
195/ 60 R- 15
XL
76
205/ 60 R- 16
XL
88
225/ 65 R- 16 $ 104
205/ 50 R- 17
XL
119
215/ 45 R- 17 141
225/ 65 R- 17 $123
235/ 55 R- 17
XL
141
ExtremeWinterContact
235/ 40 R- 19 $ 284 265/ 40 R- 19 $ 312
ContiWinterContact TS830 P
215/ 65 R- 16 $ 98
225/ 45 R- 18 152
225/ 50 R- 18 157
225/ 55 R- 18 157
235/ 45 R- 18 $ 157
235/ 55 R- 18 139
235/ 65 R- 18 143
245/ 60 R- 18 145
245/ 55 R- 19 $161
245/ 50 R- 20 173
Ultra Grip Ice WRT
265/ 60 R- 17 $ 156 P 225/ 60 R- 18 $ 156
Eagle Ultra Grip GW-3
195/ 55 R- 16 $ 133
Eagle Ultra Grip GW-3 RunOnFlat
205/ 55 R- 16 $ 146
ContiWinterContact TS830 P ContiSeal
225/ 60 R- 17 $ 139
Blizzak LM-50
RFT (Runat) 265/ 45 R- 21 $ 337
Blizzak DM-Z3
235/ 55 R- 18 $ 225
Blizzak LM-25
4X4 RFT (Runat)
225/ 70 R- 16 $ 109
265/ 65 R- 17 142
P 255/ 70 R- 18 $137
P 265/ 60 R- 18 158
P 265/ 65 R- 18 $ 162
P 275/ 55 R- 20 181
Ultra Grip Ice WRT SUV (studdable $15/tire)
175/ 65 R- 14 $ 64
175/ 70 R- 14 63
185/ 60 R- 14 68
185/ 65 R- 14 68
185/ 60 R- 15 73
195/ 55 R- 15 $ 83
205/ 60 R- 15 77
205/ 70 R- 15 72
215/ 70 R- 15 74
235/ 75 R- 15 86
235/ 65 R- 16 $ 99
215/ 65 R- 17 100
225/ 55 R- 17 116
235/ 60 R- 18
XL
145
245/ 55 R- 19 150
Ultra Grip Winter (studdable $15/tire)
255/ 50 R- 21 $ 419
Ultra Grip
Performance 2
RunOnFlat 225/ 40 R- 18
X
$ 188
Ultra Grip
Performance 2
LT 265/ 70 R- 17
E
$ 170
Ultra Grip Ice WRT LT (studdable $15/tire)
P 255/ 65 R- 18 $ 158
Ultra Grip Ice
255/ 55 R- 18
X
$ 237
Ultra Grip SUV
RunOnFlat
Many winter tires have limited availability. Order now for best selection!
14 Chevrolet Camaro SS
18x8 Anzio Turn
235/60R-18 Pirelli Winter Carving Edge
XL
Total Package Price: $1,244
Optional Set of TPMS Sensors: $196
13 Honda Fit Sport
14x6 New Steel Wheels w/Covers
185/70R-14 Dunlop Winter Maxx
Total Package Price: $468
Optional Set of TPMS Sensors: $132
14 Nissan Altima 3.5 S
16x7 MSW Type 22
205/65R-16 Bridgestone Blizzak WS70
Total Package Price: $768
185/ 70 R- 14 $ 60
185/ 60 R- 15 65
185/ 65 R- 15 70
195/ 55 R- 15 85
195/ 65 R- 15 70
205/ 60 R- 15 72
205/ 65 R- 15 73
205/ 70 R- 15 67
215/ 70 R- 15 75
205/ 55 R- 16 90
205/ 60 R- 16 80
215/ 55 R- 16 $ 95
215/ 60 R- 16 84
215/ 65 R- 16 89
225/ 55 R- 16 110
225/ 60 R- 16 92
225/ 70 R- 16 92
235/ 60 R- 16 103
235/ 70 R- 16 98
235/ 75 R- 16 102
245/ 75 R- 16 98
265/ 75 R- 16 106
205/ 50 R- 17
X
$ 107
215/ 45 R- 17 114
215/ 50 R- 17 113
215/ 60 R- 17 113
215/ 65 R- 17 113
225/ 45 R- 17 119
235/ 55 R- 17 132
245/ 65 R- 17 126
245/ 70 R- 17 117
265/ 65 R- 17 137
265/ 70 R- 17 130
AltiMAX Arctic (studdable $15/tire)
LT 235/ 85 R- 16
E
$ 136
LT 235/ 80 R- 17
E
155
LT 245/ 70 R- 17
E
$156
LT 285/ 70 R- 17
D
190
AltiMAX Arctic LT (studdable $15/tire)
Pricing Effective December 1-31, 2013
Prices Subject to Change 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
2013
Tire Rack
4 tires and 4 wheels, mounted and balanced
Free scratchless mounting and free Hunter Road Force balancing
All necessary hardware at no extra cost!
An extra set of TPMS sensors is also available for most
systems, and can arrive pre-installed on your package!
Package
Includes
What About
TPMS?
LT 215/ 85 R- 16
E
$ 139
LT 225/ 75 R- 16
E
138
LT 235/ 85 R- 16
E
158
LT 245/ 75 R- 16
E
157
LT 265/ 75 R- 16
E
$ 154
LT 225/ 75 R- 17
E
144
LT 235/ 80 R- 17
E
161
LT 245/ 70 R- 17
E
162
LT 245/ 75 R- 17
E
$162
LT 255/ 75 R- 17
C
169
LT 275/ 65 R- 18
E
205
Winterforce LT (studdable $15/tire)
P 155/ 80 R- 13 $ 47
175/ 70 R- 13 51
175/ 65 R- 14 65
185/ 60 R- 14 68
185/ 65 R- 14 69
185/ 70 R- 14 57
P 185/ 75 R- 14 54
195/ 70 R- 14 60
P 195/ 75 R- 14 57
205/ 70 R- 14 60
215/ 70 R- 14 63
185/ 60 R- 15 $ 68
185/ 65 R- 15 72
195/ 60 R- 15 72
195/ 65 R- 15 76
205/ 60 R- 15 74
205/ 65 R- 15 76
P 205/ 75 R- 15 61
215/ 60 R- 15 80
215/ 65 R- 15 77
215/ 70 R- 15 64
205/ 55 R- 16 94
205/ 60 R- 16 $ 79
215/ 55 R- 16 97
P 225/ 50 R- 16 98
225/ 60 R- 16 93
225/ 50 R- 17 129
225/ 55 R- 17 106
225/ 60 R- 17 102
235/ 55 R- 17 108
225/ 60 R- 18 112
Winterforce (studdable $15/tire)
P 215/ 75 R- 15 $ 76
225/ 70 R- 15 82
P 225/ 75 R- 15 81
P 235/ 70 R- 15 89
P 235/ 75 R- 15
XL
91
215/ 65 R- 16 97
P 215/ 70 R- 16 $87
P 225/ 70 R- 16 93
P 225/ 75 R- 16
XL
93
P 235/ 65 R- 16 104
P 235/ 70 R- 16
XL
99
P 245/ 75 R- 16 101
P 255/ 70 R- 16 $ 107
P 265/ 70 R- 16 111
P 235/ 65 R- 17 124
245/ 65 R- 17 131
P 245/ 70 R- 17 112
P 265/ 70 R- 17 114
Winterforce UV (studdable $15/tire)
185/ 65 R- 14 $ 70
145/ 65 R- 15 85
175/ 60 R- 15 98
185/ 60 R- 15 72
195/ 55 R- 15 $ 88
205/ 60 R- 15 80
205/ 65 R- 15 80
175/ 60 R- 16 88
225/ 55 R- 17 $ 121
225/ 50 R- 18 148
235/ 45 R- 18 147
235/ 40 R- 19
XL
180
Graspic DS-3
195/ 65 R- 15 $ 88
205/ 55 R- 16 102
215/ 65 R- 16 114
215/ 50 R- 17
XL
150
215/ 55 R- 17
XL
145
225/ 45 R- 17 156
225/ 55 R- 17 145
235/ 55 R- 17
XL
166
235/ 65 R- 17
XL
144
245/ 40 R- 17
XL
177
245/ 45 R- 17
XL
171
235/ 40 R- 18
X
$ 208
235/ 45 R- 18 206
245/ 40 R- 18
XL
239
255/ 40 R- 18 234
265/ 35 R- 18
XL
265
265/ 45 R- 18 245
235/ 45 R- 19
XL
202
235/ 50 R- 19 201
245/ 45 R- 19
XL
230
255/ 35 R- 19
XL
285
265/ 50 R- 19
XL
225
255/ 35 R- 20
X
$ 330
265/ 35 R- 20
XL
305
265/ 40 R- 20
XL
244
275/ 30 R- 20
XL
320
275/ 45 R- 20
XL
241
275/ 35 R- 21
XL
368
DSST (RunOnFlat)
195/ 55 R- 16 $ 126
225/ 45 R- 17 190
225/ 55 R- 17
XL
188
245/ 45 R- 18
XL
265
SP Winter Sport 3D
175/ 70 R- 13 $ 59
175/ 65 R- 14 74
175/ 70 R- 14 67
185/ 60 R- 14 76
185/ 65 R- 14 72
185/ 60 R- 15 81
185/ 65 R- 15 81
195/ 60 R- 15 82
195/ 55 R- 16
XL
$ 99
205/ 55 R- 16
XL
99
205/ 65 R- 16 94
215/ 55 R- 16
XL
107
215/ 60 R- 16
XL
99
225/ 60 R- 16
XL
100
205/ 50 R- 17 121
225/ 45 R- 17
XL
139
235/ 45 R- 17
X
$ 146
245/ 45 R- 17
XL
151
225/ 55 R- 18 149
235/ 50 R- 18
XL
159
255/ 45 R- 18
XL
166
245/ 45 R- 19 179
Winter Maxx
215/ 45 R- 17
X
$ 145
235/ 45 R- 18
XL
207
SP Winter
Sport M3
225/ 45 R- 17
X
$ 169
225/ 50 R- 17 175
225/ 55 R- 17
XL
164
235/ 55 R- 17 $ 169
225/ 40 R- 18
XL
198
225/ 45 R- 18
XL
189
235/ 45 R- 18
X
$ 205
235/ 50 R- 18 228
245/ 40 R- 18
XL
234
SP Winter Sport 4D
205/ 55 R- 16 $ 148
225/ 50 R- 17 184
SP Winter
Sport M3 ROF
205/ 70 R- 16 $ 85
Grandtrek SJ6
255/ 50 R- 19
X
$ 220
Grandtrek WT M3
255/ 55 R- 18
X
$ 262
Grandtrek WT
M3 ROF
215/ 70 R- 16
X
$ 120
225/ 70 R- 16
XL
118
245/ 70 R- 16
XL
134
235/ 55 R- 17
XL
163
235/ 65 R- 17
XL
149
245/ 65 R- 17
XL
155
235/ 50 R- 18
XL
183
235/ 55 R- 18
X
$ 186
235/ 60 R- 18
XL
199
255/ 55 R- 18
XL
208
225/ 55 R- 19 172
275/ 45 R- 19
XL
270
245/ 45 R- 20
XL
289
255/ 45 R- 20
XL
293
255/ 50 R- 20
X
$ 305
265/ 45 R- 20
XL
325
275/ 45 R- 21
XL
329
295/ 35 R- 21
XL
348
RFT (Runat)
255/ 55 R- 18
X
$ 232
Scorpion Winter
195/ 45 R- 16
XL
$ 89
Winter Snowcontrol Serie II
195/ 55 R- 16 $ 112
195/ 60 R- 16 110
235/ 50 R- 17
XL
197
235/ 50 R- 18
XL
218
245/ 45 R- 18
XL
212
255/ 35 R- 18
XL
238
255/ 45 R- 18 $ 255
285/ 40 R- 18 348
245/ 35 R- 19
XL
287
285/ 35 R- 19
XL
355
285/ 40 R- 19 338
285/ 30 R- 20
XL
436
305/ 35 R- 20 $ 510
RFT (Runat)
205/ 50 R- 17 $ 187
275/ 35 R- 19
XL
385
Winter Sottozero
215/ 55 R- 16 $ 132
215/ 55 R- 16
XL
134
215/ 65 R- 16 129
215/ 50 HR- 17
XL
166
215/ 50 VR- 17
X
$ 173
225/ 55 H R- 17 173
225/ 55 VR- 17
XL
188
235/ 45 R- 17
XL
169
235/ 45 R- 17
X
$ 177
245/ 40 R- 18
XL
225
RFT (Runat)
225/ 45 R- 17 $ 198
Winter Sottozero 3
175/ 65 R- 15 $ 83
Winter Snowcontrol
195/ 50 R- 16 $ 132
265/ 35 R- 18
XL
250
Winter Snowsport
205/ 55 R- 16 $ 125
205/ 55 R- 16
XL
149
225/ 50 R- 16
XL
174
205/ 45 R- 17
XL
166
205/ 55 R- 17
XL
142
205/ 55 R- 17 168
215/ 45 R- 17
XL
170
215/ 50 R- 17 152
225/ 45 H R- 17
XL
183
225/ 45 VR- 17
XL
184
225/ 50 R- 17 162
235/ 45 R- 17
XL
199
235/ 50 R- 17 206
245/ 45 R- 17
XL
191
245/ 55 R- 17 215
215/ 45 R- 18
XL
187
225/ 45 R- 18
XL
193
235/ 40 R- 18
XL
225
235/ 45 R- 18 208
245/ 50 R- 18 230
265/ 40 R- 18 255
265/ 45 R- 18 294
275/ 45 R- 18 330
295/ 35 R- 18 $317
235/ 35 R- 19 280
235/ 40 R- 19 268
235/ 50 R- 19 280
255/ 35 R- 19
XL
281
255/ 35 ZR- 19
XL
340
255/ 40 R- 19
XL
255
255/ 45 R- 19
XL
276
265/ 35 R- 19
XL
392
285/ 30 R- 19
XL
376
285/ 35 R- 19 313
285/ 40 R- 19
XL
337
295/ 30 R- 19
XL
330
295/ 35 R- 19 374
235/ 45 R- 20
XL
309
245/ 35 R- 20 343
245/ 35 ZR- 20
XL
421
245/ 40 R- 20
XL
361
255/ 40 R- 20
XL
383
265/ 45 R- 20
XL
431
275/ 35 ZR- 20
XL
468
275/ 40 R- 20
XL
495
285/ 35 R- 20
XL
419
285/ 35 R- 20
X
$ 474
295/ 30 R- 20 375
295/ 30 ZR- 20
XL
489
RFT (Runat)
205/ 55 R- 16 $ 146
205/ 55 R- 17 188
225/ 45 R- 17 205
225/ 50 R- 17 200
225/ 40 R- 18
XL
237
225/ 45 R- 18 221
225/ 45 HR- 18
XL
243
225/ 45 VR- 18
XL
232
245/ 35 R- 18
XL
326
245/ 45 R- 18
XL
274
255/ 35 R- 18
XL
305
255/ 40 R- 18 261
275/ 40 R- 18
XL
379
225/ 40 R- 19 280
245/ 45 R- 19
XL
306
255/ 35 R- 19 348
275/ 40 R- 19 398
245/ 40 R- 20
XL
448
275/ 35 R- 20
XL
545
Winter Sottozero Serie II
195/ 45 R- 16
XL
$ 98 RFT (Runat)
195/ 55 R- 16 $126
Winter Snowcontrol Serie 3
175/ 65 R- 14 $ 76
175/ 70 R- 14 71
185/ 60 R- 14 84
185/ 65 R- 14 81
185/ 60 R- 15
XL
85
195/ 65 R- 15 101
205/ 55 R- 16
XL
108
205/ 60 R- 16
XL
119
215/ 55 R- 16
XL
127
215/ 60 R- 16
XL
110
215/ 65 R- 16 115
225/ 55 R- 16
XL
120
235/ 60 R- 16 126
225/ 45 R- 17
XL
144
225/ 50 R- 17
XL
159
225/ 65 R- 17
XL
122
235/ 45 R- 17
X
$ 150
235/ 55 R- 17 151
235/ 55 R- 17
XL
149
235/ 65 R- 17
XL
144
245/ 45 R- 17
XL
159
225/ 55 R- 18
XL
161
235/ 55 R- 18
XL
164
235/ 60 R- 18
XL
172
245/ 40 R- 18
XL
187
245/ 50 R- 18 189
255/ 55 R- 18
XL
183
255/ 60 R- 18
XL
187
235/ 55 R- 19
XL
186
255/ 40 R- 19
XL
226
255/ 50 R- 19
XL
218
265/ 50 R- 19
XL
215
275/ 45 R- 19
X
$ 236
265/ 50 R- 20
XL
232
275/ 40 R- 20
XL
249
275/ 45 R- 20
XL
272
275/ 45 R- 21 314
295/ 40 R- 21
XL
347
RFT (Runat)
225/ 50 R- 17
X
$ 183
245/ 50 R- 18
XL
212
245/ 45 R- 19
XL
244
275/ 40 R- 19
XL
278
245/ 40 R- 20
XL
266
275/ 35 R- 20
XL
299
275/ 40 R- 20
XL
299
315/ 35 R- 20
XL
342
Winter Carving Edge (studdable $15/tire)
225/ 55 R- 18 $ 214
255/ 55 R- 18
XL
205
Latitude Alpin
P 235/ 75 R- 15
X
$ 115
215/ 70 R- 16 129
235/ 65 R- 16 147
235/ 70 R- 16 154
265/ 70 R- 16 148
245/ 65 R- 17 145
245/ 70 R- 17 155
265/ 70 R- 17 $ 158
235/ 65 R- 18 196
245/ 60 R- 18 204
255/ 55 R- 18
XL
179
255/ 65 R- 18 197
265/ 65 R- 18 228
235/ 55 R- 19 228
255/ 50 R- 19
X
$ 261
255/ 55 R- 19
XL
242
P 255/ 60 R- 19 222
245/ 50 R- 20 222
275/ 55 R- 20 175
Latitude X-Ice Xi2
235/ 40 R- 18 $ 264
255/ 40 R- 18 292
265/ 40 R- 18
X
$ 300
295/ 35 R- 18 300
Pilot Alpin PA2
225/ 50 R- 17 $ 189
Pilot Alpin
PA2 ZP (Runat)
195/ 55 R- 16 $ 146
205/ 55 R- 16 182
225/ 45 R- 17 233
Primacy Alpin
PA3 ZP (Runat)
245/ 45 R- 17
X
$ 243
235/ 40 R- 18
XL
245
235/ 45 R- 18
X
$ 219
255/ 45 R- 19 246
285/ 40 R- 19 $327
Pilot Alpin PA3
225/ 40 R- 18
X
$ 245
245/ 40 R- 18
XL
266
245/ 45 R- 18
X
$ 263
245/ 50 R- 18
XL
272
245/ 40 R- 19
X
$ 332
255/ 35 R- 19
XL
337
Pilot Alpin PA4
235/ 40 R- 19 $ 325
265/ 40 R- 19 347
245/ 35 R- 20 $335
295/ 30 R- 20 410
Pilot Alpin PA4 N-Spec for Porsche
175/ 70 R- 14 $ 87
X-Ice Xi2
175/ 65 R- 15
XL
$ 96
185/ 60 R- 15
XL
103
195/ 55 R- 15
XL
120
195/ 60 R- 15
XL
102
195/ 65 R- 15
XL
103
205/ 60 R- 15
XL
118
205/ 65 R- 15
XL
110
205/ 70 R- 15 99
215/ 70 R- 15 122
205/ 50 R- 16
XL
145
205/ 55 R- 16
XL
140
205/ 60 R- 16
XL
115
205/ 65 R- 16
XL
124
215/ 55 R- 16
X
$140
215/ 60 R- 16
XL
127
225/ 60 R- 16
XL
135
225/ 65 R- 16 133
235/ 60 R- 16
XL
137
205/ 50 R- 17 162
215/ 55 R- 17
XL
146
225/ 45 R- 17
XL
161
225/ 50 R- 17
XL
172
225/ 60 R- 17 138
235/ 45 R- 17
XL
197
235/ 55 R- 17 166
245/ 45 R- 17
XL
206
215/ 45 R- 18
X
$195
225/ 45 R- 18 199
225/ 50 R- 18
XL
192
225/ 60 R- 18 179
235/ 45 R- 18
XL
211
235/ 50 R- 18
XL
209
245/ 40 R- 18
XL
221
245/ 45 R- 18
XL
218
255/ 45 R- 18
XL
226
245/ 40 R- 19
XL
249
245/ 45 R- 19
XL
241
X-Ice Xi3
275/ 55 R- 17 $ 205
235/ 60 R- 18
XL
168
235/ 65 R- 18
XL
174
245/ 60 R- 18 179
255/ 55 H R- 18
XL
199
255/ 55 VR- 18
XL
222
265/ 60 R- 18 219
245/ 50 R- 19
X
$ 192
255/ 50 R- 19
XL
243
255/ 50 R- 19
XL
248
265/ 50 R- 19
XL
276
285/ 45 R- 19 290
275/ 45 R- 20
XL
322
275/ 50 R- 20 368
265/ 45 R- 21 $368
295/ 35 R- 21
XL
353
RFT (Runat)
275/ 40 R- 20
X
$ 346
315/ 35 R- 20
XL
412
285/ 35 R- 21
XL
410
325/ 30 R- 21
XL
432
Scorpion Ice & Snow
235/ 50 R- 18 $ 222
265/ 55 R- 19 308
Latitude Alpin HP
255/ 55 R- 18
X
$ 287
Latitude Alpin
HP ZP (Runat)
205/ 55 R- 16 $ 145
205/ 45 R- 17
XL
189
205/ 55 R- 17
X
$ 167
225/ 45 R- 17 186
Primacy Alpin PA3
LT 245/ 75 R- 16
E
$ 179
LT 245/ 70 R- 17
E
206
LT 265/ 70 R- 17
E
$212
LT 275/ 65 R- 18
E
249
LTX Winter
14 Volkswagen Passat V6 SE
16x7.5 MSW Type 19
215/60R-16 Goodyear Ultra Grip lce WRT
Total Package Price: $828
14 Chevrolet Tahoe
17x8 Sport Edition TK6
265/70R-17 General AltiMAX Arctic
Total Package Price: $1,096
Optional Set of TPMS Sensors: $148
13 Ford F-150 4WD Super Crew
17x8 Sport Edition TX6
265/70R-17 Michelin Latitude X-lce Xi2
Total Package Price: $1,184
Optional Set of TPMS Sensors: $128
185/ 70 R- 14 $ 82
195/ 60 R- 15 96
225/ 55 R- 17
X
$ 138
Winter Carving (studdable $15/tire)
Ask about our Tire Road
Hazard Service Program
Pricing Effective December 1-31, 2013
Prices Subject to Change 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
2013
Tire Rack
01. 2 014
092 feature
caranddriver.com
.
photography by NAME HERE
BMW i3 BMW i3 ii
092
093
BMWs i3 has four wheels. Otherwise, it
shares so little with cars as weve known
them that automotive archeologists of
tomorrow will fgure there had to be some
developmental step, some missing link between the stock of
modelyear zo and this electrically driven Bimmer.
Iirst, there's the socalled skateboard" chassis. While a few
concept cars have showcased this architecture over the past
decade, this is its frst production application. Here, the welded
aluminum structure, what BMW calls a Irive module,"
supports the battery, steering, suspension, and midmounted
electric motor. Aside from the steel rearsuspension links, most
of the chassis components are aluminum. Atop that sits the
Life module," which you or I would |ust call the cabin. Its struc
ture is molded carbon fber, the body panels are thermoplastic,
and the dash crossmember is a magnesium casting.
Nothing this attainable has ever used such an exotic mix, but
all the highbuck, hightech components are employed to one end:
THE ELECTRIC
FUTURE STARTS HERE.
WE MEAN
IT THIS TIME.
photography by MARK BRAMLEY
by JARED GALL
first drive . 093
01. 2 014
094
caranddriver.com
. first drive
weight reduction. Batteries are heavy. The
i3s 22-kWh lithium-ion pack weighs more
than 500 pounds, but even so, the car should
ring in around 2700. Thats nearly 700
pounds lighter than a Nissan Leaf and half a
ton less than a Chevy Volt.
The batteries are good for about 100
miles in the comfort drivetrain setting
and for up to 125 in the stingiest, Eco Pro
Plus. A full charge will take three hours on
240 volts and too long on 120. BMW will
ofer optional IC fastcharger compatibil-
ity, which will drop the time to top of a dis-
charged battery to just 30 minutes or so. To
stretch the driving range to 185 miles, BMW
makes available a 34-hp, 647-cc two-cylin-
der lifted from its scooter portfolio. This
optional engines only role is to drive a gen-
erator that replenishes the batterys charge,
so the electric motors 170 horsepower and
184 pound-feet are all you get for propul-
sion. The engine and generator nest next to
the AC drive motor beneath the cargo foor,
while the 2.4-gallon fuel tank sits between
the front axle and the fre wall, meaning
youll have to pop the hood to gas up your
electric car. All this radicalism starts at
$42,275 before tax credits, while the range
extender opens up the world beyond a 100-
mile radius for just $3850 more.
True to BMW form, the i3s static weight
distribution is right around 50/50. Adding
about 300 pounds for the range extender
shifts the balance slightly to the rear, but
BMW wont say by how much. Fold in some
careful chassis tuning and the net efect is a
crazy-looking electric box that still feels like
a BMW. Its 155/70R-19 low-rolling-resistance
tires dont have any more grip than their
scrawny specs suggest, but the i3 boasts an
impressive, familiar balance and disciplined
body control. And while the electric steering
has approximately zero feel, its response is
surprisingly quick and precise. On our frst
pass through a tight slalom, we clipped a
cone because we were unprepared for the
immediacy of the i3s turn-in behavior.
In sedate maneuvers, the aluminum
Irive module's rigidity imparts solidity
and serenity, a confdent ride, and none of
the stripped-out, tinny feeling of some EVs.
Thats because BMWs ground-up design
naturally netted acceptable poundage
without having to scrimp on noise insula-
tion and the like.
With just 2700 pounds to push around,
the i3s electric motor feels strong enough.
Figure on a zero-to-60-mph time right
around seven seconds, but the motors
immediate torque makes it feel much
quicker. An aggressively calibrated regen
program charges the batteries when the
Below: No stranger to bizarre gear
selectors, BMW pushed the boundaries
of shifter weirdness for its odd little i3.
SPECIFICATIONS
VEHICLE TYPE: mid-motor, rear-wheel-drive,
4-passenger, 3+2-door hatchback
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . $42,275
MOTOR TYPE: AC permanent magnet
synchronous, 170 hp, 184 lb-ft
GENERATOR ENGINE (optional): DOHC 8-valve
647-cc inline-2, 34 hp
TRANSMISSION: 1-speed direct drive
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.2 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157.4 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69.9 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.1 in
CURB WEIGHT . . . . . . . . . . . . . . . . . 26502950 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . 6.9 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.8 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 mph
HEAL THE
WORLD*
If theres any type of
vehicle in which a
manufacturer can pitch the
use of recycled materials
as a philosophical
synergy, its an electric
car. Its long list of recycled
and sustainable materials
gives the i3 bonus eco
cachet, but we have to
admit that the green stuff
is laid on in pretty stylish
ways, too.
*If you want 100-percent renewable
and recyclable transport, get a horse.
The carbon-ber roof panel is
formed partially from recycled
scraps from the manufacture
of other carbon-ber i3 parts,
none of which is reported to be
manufactured in part from
recycled i3 roof panels.
The dashtop and interior-door panels
are reinforced with plant bers.
Wood trim comes exclusively from
fast-growing eucalyptus trees.
driver lifts of the accelerator, meaning
that after minutes in the car, you're
hardly using the brake at alla good thing,
as the pedal is pretty grabby.
Inside, there's little reprieve from the
i's unconventionalnay, sillyexterior
styling. The dashtop and door panels are
reinforced with kenaf plant fbers and look
like we imagine the underside of other
dashboards might. Ior more than
So,ooo, you would expect
something classier on the spec
sheet, but as funky as the i's
interior is, it doesn't actually
look cheap. The daring
design and overall material
deployment lend the cabin a
richness rarely con|ured by
the words kenaf plant fbers."
The skateboardchassis fat foor and
lack of a center tunnel gave BMW a chance
to invent yet another in its storied line of
confusing shift levers. This one is column
mounted, but instead of pivoting, the stalk
is capped with a vertical protuberance that
rotates forward for drive and backward for
reverse. A button on top of the stalk selects
park. Ion't confuse that with the button
facing you, which turns the car on and of.)
It makes sense, except that it's the exact
opposite of BMW's other automatic shifter.
Pushing that one forward engages reverse,
but pushing this one forward engages
drive. Same diference, right?
But maybe that's a bit of an evolutionary
smoke screen, an intentional break with
convention. What BMW has done with the
i is keep the best aspects of the modern car
enclosed body, tillerless steering, auto
matic climate control, wheels) and carry
over virtually nothing else.
Leather (from only the happiest
vegan cows) is tanned using
olive-leaf extract.
SUPPORT
SYSTEMS
BMW isnt just dabbling in the
electric-car business, its working
to dismantle the various hurdles to
EV ownership. A suite of
smartphone apps aims to help
drivers nd and schedule charging,
and theres a real-car rental
program for i3 drivers who need to
take a long trip but forgot to spec
their EV with the range extender.
And, in conjunction with supplier
Siemens and German power
company E.ON, BMW is building a
charging network between
Munich and Berlin, la
Teslas budding
Supercharger
infrastructure in
North America. The
networks rst stage
(yellow dots) will be
completed later this
year, and plans are in
place to expand it.
One-quarter of
both the interior
and exterior plastic
panels are made
with either recycled
or renewable
materials.
Above: Due to the i3s 100-mile range, its
owner will often need to ChargeNow. Above
right: Concept-car doors for the real world.
GERMANY
BERLIN
MUNICH
095
097 gearbox .
w
RADAR
UNDER THE
We want to help you keep your record
clean, so we tested two top-of-the-line
models in ticket defensethe venerable
Valentine One, our previous champ, and
Escorts new Passport Max. With the
help of the speed-trap-subversion
experts at Laser Interceptor, a laser-jam-
mer manufacturer, we measured each
detector's range with fve radar sources
in four diferent scenarios. We also
tested sensitivity to POP radar and
LIDAR [see sidebar]. Finally, to examine
how these units deal with false alerts, we
drove a 22-mile suburban loop and
recorded the number of warnings each
detector issued. Heres what we found:
X-BAND
Almost always a false alert,
this frequency is still used
by some smaller, rural police
departments that have
old X-band units kicking
around, so dont tune it out
completely.
K-BAND
Commonly used for automatic
door openers and car safety
systems, K-band wreaks
havoc with radar detectors,
especially since K-band radar
guns are also fairly popular
with police.
KA-BAND
There are few false alarms
on Ka, which has three
frequencies dedicated to
speed measurement. When
your detector calls out
Ka-band, heed its warning.
POP RADAR
A trademarked brand name
from radar-gun-maker MPH
Industries, POP radar is a
mode in which the cops gun
emits bursts of K- or Ka-band
radar for less than a tenth
of a second. Police arent
supposed to write tickets
with POP radar, but this type
can grab a speed reading
without alerting detectors.
The ofcer will then switch
to a longer radar pulse to
conrm a vehicles speed. Not
widely used, but potentially
lethal even to those who rely
on a detector.
LASER
LIDARs narrow beam makes
it nearly impossible to detect
until its directed at your
vehicle. In most cases, a
laser alert means the ofcer
already knows your speed.
KNOW YOUR ENEMIES
ESCORT PASSPORT MAX VS. VALENTINE ONE: WHO BUILDS THE BEST HIGH-END DETECTOR?
by ERIC TINGWALL / photography by JOHN ROE
e live in a world increasingly polluted by radar.
Automatic doors, trafcmeasuring devices, adap-
tive cruise control, and blind-spot-monitoring
systems can all emit the same frequencies used by
law-enforcement agencies. To avoid the roadside
tax collector while traveling at a brisk pace, radar-
detector users need to distinguish the real threats
from the noise.
caranddriver.com
01. 2 014
098 . gearbox
2. Valentine One PRICE: $399
In the era of disposable cellphones, the
Valentine Ones 22-year-old design cant
hide its age. Ion't write it of, though,
because the simple shape packs clever,
enduring engineering. You can install,
ad|ust, and remove the mount with one
hand, and the front-facing controls are
smartly canted toward the driver.
Inside the magnesium case, Valentine
has updated the V's internals throughout
the years to preserve its reputation as the
most sensitive radar detector on the mar-
ket, a title we're not about to rescind.
Admittedly, we haven't put it up against
Escorts hyper-paranoid RedLine detec-
tor.) In each of our range trials, the V pro-
vided generous warning, and its second,
rearfacing antennaan exclusive in this
testgives it a leg up in rearward detec-
tion. The V also reported POP radar and
laser alerts more consistently than the
Passport Max.
One annoyance is incessant false
alarmsthe Valentine's fltering isn't very
efective. On our zzmile loop, the V called
out threats in its most selective mode,
which reduces but doesn't eliminate
Xband alerts. Turning of Xband is an
involved process that you wouldn't bother
with on an interstate exit ramp. Ietermin-
ing whats a cop and whats not is left to the
driver, who faces a steep learning curve to
decipher the V's bogey count, band indica-
tors, signalstrength meter, and the signa-
ture arrows at a quick glance.
To reduce its chattiness, the V can be
reprogrammed to ignore any radar band or
to quiet Kband signals that are weak or
located behind you, and a S6p peripheral
that plugs into your car's onboard diagnos-
tics port mutes the detector below a set
speed. Also, there's a Sp concealed display
that provides a mute button closer at hand.
Still, none of this is as convenient as the
Max's intelligent lockouts, auto mute, and
standard plugmounted mute button.
1. Escort Passport Max PRICE: $550
As in its predecessor, the Passport
pooix, an internal GPS antenna gives the
Passport Max astute awareness of its sur-
roundings. The Max's alerting behavior
changes with your speed, and it automati-
cally locks out false alerts after you've
WARNINGS IN
RESPONSE TO
10 THREATS
KA-BAND POP
LASER, FRONT
LASER, REAR
Neither detector warned
of K-band POP radar or a
laser threat when a car in an
adjacent lane was targeted.
driven by the same signal three times. You
can also lock out locations manually.) The
result is a detector that's silent on your
daily commuteuntil a cop sets up camp.
This newest and most expensive Pass-
port uses a new type of digital signal pro-
cessing ISP), which can reduce false
alarms from some nonpoliceradar sources.
Think of ISP as a pair of Bose noisecancel-
ing headphones for radar reporting. By reli-
ably identifying noise, the Max can focus on
real police-radar threats, leading to faster
MINIMUM AND MAXIMUM RANGE (IN FEET) USING X-,
K-, AND THREE FREQUENCIES OF KA-BAND RADAR
0 1 2 3 4 5 6 7 8 9 10 11
feet x 1000
and more accurate warnings.
Lven with its database cleared of known
false locations, the Max proved adept at fl-
tering radar signals, sounding only nine
alerts on our suburban route in Auto No X
mode. Its audible warnings are also less
frantic than the Valentine's thanks to an
automute function that snubs the volume
after the initial alarm. A mute button on
the plug allows you to silence the detector
without stretching.
The Passport picked out police radar as
ATTRIBUTES
PRICE
MAX 10
FEATURES
MAX 10
MOUNT
MAX 5
ERGONOMICS
MAX 5
5
10
10
4 4
4 6
7
TOTAL
MAX 70
54
57
RADAR
SENSITIVITY
MAX 20
LASER
SENSITIVITY
MAX 10
SELECTIVITY*
MAX 10
19
18
9
4
1
10
PERFORMANCE
VALENTINE ONE
ESCORT PASSPORT MAX
TICKET RANGE
The distance at which the radar
unit provides a speed reading.
STRAIGHT
STRAIGHT, RADAR BEHIND
OVER THE HILL
AROUND THE BEND
* Filtering to diminish false alarms
CHEAP INSURANCE
HOW MUCH PROTECTION
DO YOU GET FOR $100?
WED BE HESITANT to jeopardize
our driving record with anything less
than the Escort Passport Max or the
Valentine One, but the price of these
high-end units had us asking the
burning question: Can a $100 radar
detector save you from a $150 speeding
ticket? The short answer: Yes.
The long answer: It depends on how
you interpret the results. Our test unit
was the Cobra SPX 5400, and in most
scenarios, its range was several hundred
feet shorter than that of the Max and
the Valentine. In our straight test, it
picked up four of ve radar bands less
than 4000 feet from the source, while
the more expensive detectors always
gave more than 6500 feet of warning.
Yet the Cobra still provided enough
leeway to slow down before the radar
unit grabbed a speed readingusually.
In two of ve around-the-bend tests,
though, the SPX 5400 didnt warn us
until we were within sight of the police
cara guaranteed ticket. The Cobra
also exhibited lower POP and laser
sensitivity than the competitors, though
it did beat the Max by reporting four
of ten rear laser hits. Whether due to
the detectors deliberate ltering or its
lower sensitivity, we recorded just four
false warnings on our suburban route.
We bought our SPX 5400 at a $30
discount directly from Cobra for just
$100 and, as the price suggests, this is
a detector with few frills. Adjusting the
mounting angle requires bending the
thin metal bracket, and there are limited
options for changing the detectors
settings. Still, its a better alternative
to speeding without protection. Just
know that while it doesnt report many
false alerts, it may also inspire false
condence.
capably as the Valentine One, claiming the
best range in eight of our 20 tests. That
said, the Max acknowledged only one rear
laser hit, and we also had a closebut not
costlycall detecting K-band radar around
a bend. The Knight Riderlike status lights
can be distracting, and we grew frustrated
with a power plug that wiggled out of its
socket three times in a month of use. The
aptly named StickyCup windshield mount
is covered in a gel adhesive tacky enough
to make removal difcult at times, though
we still experienced three accidental
detachments. With only one suction cup,
the heavy detector then crashed into the
dashboard.
Although the V1s range matches or
slightly exceeds the Passports in some
cases, the Passports near elimination of
false alarms provides a higher level of real-
world protection. Its user-friendly for a
frsttime buyer but powerful enough for
the most hard-core user.
Call now while our supplies last...
1-800-859-1542
Promotional Code MFP162-01
Please mention this code when you call.
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drivelines
we test em FI RST
photography by MARC URBANO
. WAGON
The cues are all there in the
SQ, Audi's frst entry in
the performance mini-ute arena. Grip its
smalldiameter, thickrimmed, fatbot-
tomed, three-spoke steering wheel with
its prominent contrast stitching, fnger-
tips poised behind the shift paddles,
eyes registering the positions of the white
needles on the grayfaced gauges.
Securely belted and bolstered in the sport
seat, you're in charge of a tool devised for
AUDI SQ5
TESTED
Sweet exhaust notes, crisp shifts, deep well
of power. No-feel steering, 2.2-ton Tessie, why are
we sitting way up here? by Kevin A. Wilson
drivers of serious intent. Lverything you
see declares it.
Which amounts to a tease when sitting
in miles of stopandgo trafc behind an
accident. Plenty of time, then, to fddle
with the giant glass sunroof (standard at
the Sz,;p base price) and explore the
infotainment alternatives in the MMI
Navigation Plus package Soo, the prici-
est of the seven options that lifted our
car's sticker to S6,zo). There's another
collision a few miles away, the radio tells
us, so we head for Lxit Plan B. Glancing
down into the ad|acent Volvo wagon, we
see its driver texting with his left thumb
while guzzling Red Bull with his other
hand. How do these crashes ever happen?
It takes most of an hour of detours and
delays before we fnd open road and can
goose the hp supercharged .oliter
V6, whereupon two terrifc things hap-
pen that dont in the more quotidian Q5:
Lxhaust faps open so the quad tailpipes
can cut loose with a blat, and the every-
body'sgotone ZI eightspeed automatic
snaps of crisperfeeling shifts than any-
thing this side of a dualclutch gearbox.
The sharp shifts are attributable to the
special tuning of the Tiptronic controls.
The SQ's enginespecifc to North
America, since the Luropean SQ is a
01. 2 014
100
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Exper i ence
DRI VER
'
S
SEAT
THE
WAGON
dieselis closely related to the 333-hp ver-
sion in the S4 and S5 (itself an uprated
version of the 272-hp six in the Q5 3.0T).
But the SQ5 gets revisions that raise out-
put another 21 horsepower, mostly in the
higher reaches of the rev band, as sug-
gested by the 347 pound-feet of torque
plateauing way up at 4000 rpm.
Sporty shifts notwithstanding, driving
the SQ5 quickly is not so much a dive for any
available corner as its like being carried for-
ward on a tidal wave, a giant swell propel-
ling the vehicle. The broad torque delivery
and responsive transmission render driver-
selected gearchanges more useful for adjust-
ing the volume of that delightful exhaust
note than for managing velocity. The shift
paddles are fun toys, but theyre likely to
see as much daily action as that wafe iron
in the bottom kitchen cupboard.
SPECIFICATIONS
VEHICLE TYPE: front-engine, 4-wheel-drive,
5-passenger, 5-door wagon
PRICE AS TESTED . . . . . . . . . . . . . . . . . . . . $61,420
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . $52,795
ENGINE TYPE: supercharged and
intercooled DOHC 24-valve V-6, aluminum
block and heads, direct fuel injection
DISPLACEMENT . . . . . . . . . . 183 cu in, 2995 cc
POWER . . . . . . . . . . . . . . . . . . . . 354 hp @ 6500 rpm
TORQUE . . . . . . . . . . . . . . . . 347 lb-ft @ 4000 rpm
TRANSMISSION: 8-speed automatic with
manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183.0 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75.2 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.3 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 4427 lb
C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . 5.2 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . . 13.1 sec
ZERO TO 140 MPH . . . . . . . . . . . . . . . . . . . . . 35.3 sec
ROLLING START, 560 MPH . . . . . . . . . . 5.9 sec
1/4-MILE . . . . . . . . . . . . . . . . . . 13.7 sec @ 102 mph
TOP SPEED (governor limited) . . . . . . . . 152 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . . . . 153 ft
ROADHOLDING,
300-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . . . . 0.87 g
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . . . . 16/23 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . . . . . 18 mpg
TEST NOTES: No hint of wheelspin at
launch. Transmission upshifts before the
6800-rpm redline even in manual mode.
Oh, the tangled web of alphanumeric
labels! This vehicle deserves to have a
name, so weve christened it the Squive.
The extra thrust the SQ5 gains over the
S4/S5 mostly compensates for the cross-
overs added mass. Its 4427 pounds on our
scales, or 18 pounds above the claimed
curb weight (ours had $800 21-inch wheels
replacing the standard 20s). Thats more
than 400 pounds heftier than the S4
sedan. Ingolstadt wont sell the S4 wagon
here because . . . well, because American
buyers strongly prefer that their lifestyle
vehicles sit high, so Q5 sales are actually
outpacing those of the A4, long Audis
bestselling model.
Audi has been claiming a zero-to-60-
mph time of 5.1 seconds since it unveiled
the SQ5 at the 2013 Detroit auto show. We
got 5.2, or 0.3 second slower than the 2010
S4 we tested. Still, a quarter-mile time in
the 13s at more than 100 mph makes this
one quick way to fetch giant sacks of dog
food from Tractor Supply. Audi states a top
speed of 155 mph; our tester says 152.
The brakes ofer up a frm pedal, easily
modulated, and deliver consistent stops
from 70 mph in 153 feet with little dive and
no fadethats 14 feet shorter than what
we got in the 2010 S4 sedan equipped with
similar Dunlop SP Sport Maxx GT sum-
mer tires.
It's more of a mixed bag when we fnally
get closer to home on roads that snake
around lakes. Here, the S models tight-
ened suspension pays of with noticeably
less roll, dive, and squat than in a standard
Q5. The 255/40R-21 Dunlops registered
0.87 g on the skidpad where the lower,
lighter S4 circled at 0.93 g. The SQ5 feels a
bit tentative in rapid transitions, making
us wonder how much that sunroof up there
weighs. Steering responds quickly ofcen-
ter, but the systems feel fares no better for
all the tuning and grip; theres little feed-
back from the road to the drivers hands,
and the available adjustments just vary the
weight from too light to awfully heavy.
But overall it's a noble efort. The zo
Audi SQ5 puts the right sounds and most
of the sensations of a sports sedan into a
crossover for people intent on hauling
their cake and eating two-lanes, too.
drivelines
01. 2 014
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NEW PACK
WAGON
NISSAN VERSA NOTE S
TESTED
Newer than a used car. If you cant aord
to buy a vowel, its the Not. by Je Sabatini
Car companies generally do
not like to provide base
models for review because they fear harsh
judgment for what those vehicles lack. And
with the new Nissan Versa Note, we will
indeed |udge harshly, though |ustifably.
But frst, a question: Why is Nissan enter-
ing the cheapest-car-in-America contest,
anyway?
The 545-hp GT-R and the Leaf electric
already create an identity crisis for the
brand that also builds New York City taxis.
Yet, even amid this confusion, the Versa
seems of message. Irrespective of their
successes or failures, those other Nissans
at least have noble missions. The Versa is
just a cut-rate econobox, a car so ruthlessly
accounted that, by modern standards, it is
barely more than a rolling chassis with a
capacious back seat. We would list the
common equipment missing from this
$14,800 hatch, but then wed have so many
words on the page that there would be no
room for pictures of the car. Which would
be unfortunate, as Nissans fresh take on
fvedoor styling is the Note's most
redeeming quality.
Just like the Versa sedan, the Note is
powered by a 1.6-liter inline-four making
109 horsepower and 107 pound-feet of
torque. If you want a manual transmis-
sion, youll have to give up everything else
because a fvespeed is only available in the
stripper trim, appropriately designated
with an S. How cheap is it? Nissan didnt
Sadly, the Versas note is more of a moan
the kind of low, plaintive bleat you might
hear around the barnyard in late fall.
even put a stripe of orange paint on the
manual door locks. Two decades ago,
before ubiquitous power door locks, a cen-
tral locking system might have been
included, though you won't fnd one here.
The windows are also manual, but at least
air conditioning is standard. The Notes
signature feature is a rather clever method
of securing the rear seatbelts out of the
way of the split-folding seatbacks, but its
just a slot cut into the plastic trim for
inserting the male end of the buckle.
All this cheapness might be forgiven if
the Versa Note drove better, but a soft sus-
pension and poor roadholding mean
theres as little joy to be had behind the
wheel as Nissans designers brought to the
drab cabin. Not even the manual shift
drivelines
01. 2 014
104 . .
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 5-door wagon
PRICE AS TESTED . . . . . . . . . . . . . . . . $14,800
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . $14,800
ENGINE TYPE: DOHC 16-valve inline-4,
aluminum block and head, port fuel
injection
DISPLACEMENT . . . . . . . . 98 cu in, 1598 cc
POWER . . . . . . . . . . . . . . . . . 109 hp @ 6000 rpm
TORQUE . . . . . . . . . . . . . 107 lb-ft @ 4400 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . 102.4 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163.0 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.7 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.5 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . 2413 lb
C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . 9.5 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . 30.4 sec
ROLLING START, 560 MPH . . . . . . 9.8 sec
1/4-MILE . . . . . . . . . . . . . . . . 17.2 sec @ 81 mph
TOP SPEED (drag limited) . . . . . . . . . . . 114 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . 181 ft
ROADHOLDING,
300-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . 0.76 g
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . 27/36 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . 28 mpg
TEST NOTES: Even with its modest
allotment of power, this little Versa
wagon suffers from wheel hop during an
aggressive launch.
lever warrants any enthusiasm with its
imprecise engagement and lazy throws.
Our test car was slow, loud, sloppy, and as
much fun as living below the poverty level.
Lven if you do fnd yourself there, you can
do better. A Honda Fit comes to mind. So
do a lot of used cars.
You can do worse, too. Spending an
extra $1250 for the S Plus trim buys you a
CVT. The price goes up to $16,800 for the
SV, which includes such luxuries as power
windows and door locks and keyless entry.
Loading up your Note with the SL Tech
package, which includes Nissans Around
View Monitor and a hands-free text-mes-
saging system, means spending nearly
$20,000. Thats real money that would be
better spent on almost anything else. P
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SEDAN
HONDA ACCORD HYBRID
TESTED
First number in EPA city estimate is a 5,
same roominess and dynamics as the base Accord,
Spock approves. CVT-like disconnect between
engine and road speed. by Ron Sessions
If Lieutenant Commander
Spock were shopping for a
midsize sedan, we think he'd fnd the
Honda Accord hybrid to be an entirely logi-
cal mode of transport. Luxury-car roomy
inside with a quiet cabin suitable for Vul-
can cogitation: check. Cogently arrayed
controls and consistently engaging vehicle
dynamics: afrmative. Classleading
energy conservation: The Accord hybrids
50-mpg EPA city rating is particularly ger-
mane here. Thats Prius territory and not
a number weve associated with mid-size
sedans capable of comfortably transport-
ing, say, fve Klingons.
As with the Accord plug-in hybrid intro-
duced last year, this no-plug hybrid Accord
features a 141-horse Atkinson-cycle 2.0-
liter four-cylinder augmented by a 166-hp
AC permanent-magnet electric-drive
motor. The diference is the battery. The
regular hybrid doesnt need the big lith-
ium-ion battery the plug-in uses to achieve
its 13-mile gasoline-free range, instead
employing a smaller, lighter 1.3-kWh unit
that gives back 4.1 cubic feet of trunk space
and shaves about 200 pounds.
Youll notice that we didnt talk about
the new Accord hybrids transmission
because, technically, it doesnt have one.
The Accord hybrids powertrain has
three ways of moving the car: EV drive,
engine drive, and hybrid drive. In EV drive,
the electric drive motor powers the front
wheels via energy stored in the lithium-ion
battery. In engine drive, such as when
cruising or accelerating lightly on a fat
road at higher speeds, the 2.0-liter four
helps drive the wheels through a clutch.
And in hybrid drive, the engine powers a
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 4-door sedan
PRICE AS TESTED . . . . . . . . . . . . . . . . . . . $32,695
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . $29,945
ENGINE TYPE: DOHC 16-valve 2.0-liter
Atkinson-cycle inline-4, 141 hp, 122 lb-ft; AC
permanent-magnet synchronous electric
motor, 166 hp, 226 lb-ft; combined system,
196 hp
TRANSMISSION: 1-speed direct drive
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.3 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.2 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72.8 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.5 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 3575 lb
C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . 7.2 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . 20.6 sec
ZERO TO 110 MPH . . . . . . . . . . . . . . . . . . . . . . 27.6 sec
ROLLING START, 560 MPH . . . . . . . . . . 7.6 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . 15.7 sec @ 90 mph
TOP SPEED (governor limited) . . . . . . . . . 114 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . . . . 184 ft
ROADHOLDING,
300-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . . . 0.80 g
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . . . 50/45 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . . . . . 41 mpg
TEST NOTES: Battery quickly recharged
by engine-driven generator and during
deceleration. Driveline makes a high-pitched
squeal during acceleration and braking.
generator, which supplements the current
drawn from the battery. In this mode,
there is no physical connection between
the engine and the drive wheels.
Hybrid mode is where this Accord
spends most of its time, and here engine
speed will fare" to what the hybrid sys-
tem's brain thinks is the most efcient rpm
for any given road load and throttle posi-
tion. There is a prominent wail when the
drivelines 106 . .
01. 2 014
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S
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S
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450 Stores Nationwide
SAE
LOT NO.
93923/61401
METRIC
LOT NO.
93922
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
LOT NO.
95578/69645 /
60625
4-1/2" ANGLE GRINDER
REG. PRICE
$19.99
$
9
99
SAVE
50%
SAVE
$200
4000 PEAK/
3200 RUNNING WATTS
6.5 HP (212 CC)
GAS GENERATORS
LOT NO. 68528/ 69676/69729
LOT NO. 69675/69728
CALIFORNIA ONLY
70 dB
Noise
Level
SUPER
QUIET!
REG.
PRICE
$499.99
$
299
99
SAVE
57%
$
5
49
REG. PRICE $12 .99
12 VOLT, 250 PSI
AIR COMPRESSOR
LOT NO.
4077 /61740
$
9
99
REG.
PRICE
$24 .99
LOT NO.
5889
29 PIECE TITANIUM
NITRIDE COATED
DRILL BIT SET
SAVE
60%
$
99
99
REG.
PRICE
$199 .99
$
69
99
REG.
PRICE
$129 .99
1/2" INDUSTRIAL QUALITY
SUPER HIGH TORQUE
IMPACT WRENCH
SAVE
$60
SAVE
$100
700 FT. LBS.
MAX. TORQUE
LOT NO.
68424 /2623
"Top of its Class in Quality
at a Really Great Price"
Hot Bike Magazine
$
179
99
40 LB. CAPACITY
FLOOR BLAST
CABINET
REG. PRICE
$299 .99
LOT NO.
93608/68893
SAVE
$120
56", 11 DRAWER
INDUSTRIAL
ROLLER CABINET
$
699
99
REG. PRICE $999 .99
LOT NO. 67681/69395
3458 LB.
CAPACITY
SAVE
$300
42"
56"
1500 WATT DUAL
TEMPERATURE
HEAT GUN
(572/1112)
7 PIECE STUBBY
RATCHETING COMBINATION
WRENCH SETS
10 FT. x 20 FT.
PORTABLE
CAR CANOPY
LOT NO.
96289
LOT NO.
69034/68218/60728
SAVE
69%
SAVE
50%
$
7
99
$
19
99
REG.
PRICE
$25 .99
REG.
PRICE
$39 .99
S
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!
REG.
PRICE
$69 .99
LOT NO. 32916 /
69886/69520
1000 LB. CAPACITY
ENGINE STAND
$
45
99
SAVE
34%
SAVE
50%
9" x 6 FT. 2 PIECE STEEL
LOADING RAMPS
LOT NO. 44649/
69591/69646
$
39
99
REG.
PRICE
$79 .99
1000 LB.
CAPACITY
YOUR CHOICE!
S
U
P
E
R
C
O
U
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O
N
!
SAVE
56%
WIRELESS DRIVEWAY
ALERT SYSTEM
LOT NO.
93068/69590
$
12
99
REG. PRICE $29.99
SAVE
$50
LOT NO.
68887/61207/61849
90 AMP FLUX
WIRE WELDER
REG. PRICE
$149.99
$
99
99
NO GAS
REQUIRED!
LOT NO. 4030 /
69323/69380/61591
105 PIECE TOOL KIT
$
35
99
REG. PRICE $89.99
SAVE
60%
4 DRAWER TOOL CHEST
INCLUDED!
60" WORKBENCH WITH
FOUR DRAWERS
$
139
99
REG. PRICE $249 .99
LOT NO.
93454 /
69054/
61488
SAVE
$110
SAVE
40%
$
17
99
REG. PRICE $29. 99
NEW
!
3/8" x 50 FT.
HEAVY DUTY PREMIUM
RUBBER AIR HOSE
LOT NO. 69580
Weighs 441 lbs.
2
1
2
-
7
6
7
-
5
7
1
1
2
1
2
-
6
4
9
-
4
2
0
1
o
r
2
1
2
-
6
4
9
-
4
2
0
4
,
Attractive Color Options
Patent Pending
TwoShot
Process
Non-Slip TractionSquares
NISSAN ALTIMA 2.5 SV (11/12) 25,065 7.6/16.0 119 184 0.84 27/38
NISSAN GT-R (2/12) 92,500* 3.0/11.2 190* 161 0.97 16/23
NISSAN JUKE SV AWD (4/12) 24,415 7.3/15.8 123 176 0.85 25/30
NISSAN LEAF SL (12/10) 35,240 10.0/17.6 92 185 0.79 106/92
TOYOTA AVALON XLE (7/13) 36,549 6.1/14.5 127 178 0.82 21/31
TOYOTA CAMRY SE (5/12) 27,585 8.2/16.3 114 182 0.82 25/35
TOYOTA RAV4 XLE AWD (6/13) 27,565 8.2/16.5 123 168 0.78 22/29
VOLKSWAGEN BEETLE TURBO CONVERTIBLE (4/13) 31,990 6.8/15.3 124 168 0.88 21/30
VOLKSWAGEN GTI (7/13) 31,000* 5.6/14.2 153* 159 23/33*
VOLKSWAGEN JETTA TDI (9/13) 27,850 8.0/16.2 124 175 0.81 30/42
VOLKSWAGEN PASSAT TDI (11/11) 28,790 8.6/16.8 113 178 0.82 30/40
VOLKSWAGEN PASSAT 2.5 SE (11/12) 25,840 8.8/16.8 114 185 0.84 22/31
VOLKSWAGEN TOUAREG TDI (6/13) 60,840 6.9/15.4 125 183 0.85 20/29
VOLVO S60 T6 AWD (5/12) 43,120 5.5/14.0 132 182 0.86 18/26
*ESTIMATED
MPGe
DUTY + HONOR + COURAGE + COMMITMENT + INTEGRITY + COUNTRY + SERVICE
Contact us at:
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2013 Wounded Warrior Project, Inc. All Rights Reserved.
illustration by DAVID DESPAU
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C/D:
Whats in your garage these days?
LI:
Carroll Shelby used to tease me with, I have the frst Shelby
in my garage." I'd respond, Well, I have the frst Viper in my
garage, and I still do. Its red, by the way. I also have a 1982
woody convertible K-car that I use to drive around locally. I have
the very frst of only of the Iacocca Silver th Anniversary
Edition Mustangs, called the Iacocca. Its the only car I ever put
my name on. Of course, I always have the most current Town 8
Country minivan. Plus Ive got a Jeep and the Yellow
Banana"a cute p Iord truck.
C/D:
Among carmakers these days, do you see one that is
consistently getting it right?
LI:
Chrysler. It's made an amazing comeback under Iiat and
the leadership of Sergio Marchionne. The company is on a roll
with both its car and truck lines.
C/D:
Who most inuenced your life?
LI:
I have my mentors in business: Robert McNamara |a Iord
Whiz Kid" who became the company's frst nonfamily
president, then U.S. secretary of defense| and Charlie Beacham
|former Iord marketing vice president|. They taught me
advanced business principles, which I applied to my daily
executive decisions. But the person who infuenced my life most
was my dad, Nicola Iacocca. He was the classic example of the
way God gives some people more common sense and street
smarts than others. I never knew the meaning of the word
impossible." It wasn't spoken in our home.
C/D:
Any thoughts on Chryslers years under Daimler-Benz?
LI:
A disaster. That association should never have happened.
C/D:
And under Cerberuss control?
LI:
I met Bob Nardelli a couple of times and was always curious
why a VC frm would be interested in owning a car company.
C/D:
In 1979, you asked the government to guarantee loans to
Chrysler while you turned the company around. Did you take a
lot of ak for that?
LI:
Congress hated the idea. It was a tough sell. But we used
those guarantees for three years, paid back the entire loan
package seven years early, and paid a quarterbillion dollars in
profts to the lenders.
C/D:
What uas your rst thought uhen you heard that the
Obama administration would bail out Chrysler and GM?
LI:
The economy was in trouble, and something had to be done.
We couldn't aford to lose more |obs. Today, Chrysler's payments
back to the government have been completed.
C/D:
In your book Where Have All the Leaders Gone? you
asked, Where the hell is our outrage? Has this most recent
administration assuaged or intensied your anger?
LI:
There is little leadership in Washington, even today. Look at
Congress. What I said in my book stands up nearly eight years
later. Outrage has not manifested to
put new leadership in government.
C/D:
Do you have any more
ventures up your sleeve?
LI:
I was involved in a few business
ventures after I retired from Chrysler, but those days are
over. After writing three books, I don't have plans to write any
more. Philanthropy is now a big part of my life, with the Iacocca
Ioundation funding cuttingedge research to fnd a cure for
diabetes. In p8, I set up the foundation after my wife, Mary,
died from complications from diabetes. We search the country
for new ideas, new research, and bright new researchers to work
on fnding a cure. We even further the cause by bestowing the
Lee Iacocca Award at a number of classiccar shows every year. It
honors the person behind the car for what they've done for the
car enthusiast as well as their own personal philanthropy.
C/D:
Right nou, uhat gives you the most pleasure in life?
LI:
My family. I have two daughters, and spending time with
them, their husbands, and my eight grandchildren, Im able to
en|oy what families are about. Italian families are close.
C/D:
Anything you uould have done digerently?
LI:
I was raised to give back. I was born to immigrant parents
and was fortunate to become successful at an early age. I've
always felt a strong sense of national service to my country, and I
may have been able to provide leadership in the political arena.
My friend |and former speaker of the House| Tip O'Neill advised
against it, and although I dont regret the decision not to enter
politics, I |ust wonder sometimes if I could have changed
anything. john phillips
Former president of Ford and former chairman of
Chrysler, Lee Iacocca, 89, was the mastermind of his own
car-company bailout and a hell of a pitchman.
what id do
differently ...
01. 2 014
124 LEE IACOCCA