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AUG 2009
TEXTING WHILE DRIVING: WHY YOU SHOULD NEVER, EVER DO IT
TESTED: JAGUAR XFR (ON DIRT!), MERCEDES-BENZ E550 COUPE
NEW TAURUS: FULL TEST P. 90 BUDGET TIRES P. 97
FERRARI CALIFORNIA
VS. MERCEDES-BENZ
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if necessary, with a system known as DISTRONIC PLUS. And every facet of its design is imbued
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the road. An aggressive profile reveals performance characteristics to match, including suspension
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AUG
2009 3
38 COMPARISON TEST
WE HAVE LIFTOFF!
Ferrari California vs. Mercedes-Benz
SL63 AMG. By Michael Austin
74 ROAD TEST
2010 JAGUAR XFR
Driving a 510-hp Jag XFR on a dirt track
is just wrong. So how come it feels so
right? By Mark Gillies
90 ROAD TEST
2010 FORD TAURUS
LIMITED
The Taurus moves upscale, if not
completely back into our hearts.
By Tony Swan
110 PREVIEW
2010 LOTUS EVORA
Expanding the Lotus lore.
By Dave VanderWerp
112 SHORT TAKE
BMW X6 xDRIVE50i
You’ll pardon the styling.
By Tony Quiroga
113 PREVIEW
2010 LEXUS
IS250C/IS350C
The littlest Lexus turns on the
ultraviolet. By Aaron Robinson
114 PREVIEW
FERRARI 16M
SCUDERIA SPIDER
Earplugs not included.
By K.C. Colwell
116 PREVIEW
ARTEGA GT
Porsche lover builds Porsche beater.
By Ray Hutton
118 SHORT TAKE
2010 MERCEDES-BENZ
E550 COUPE
Seduced again by power, beauty, and
comfort. By Tony Swan
HARDWARE DRIVE LINES
38
CONTENTS
| AUG 2009 | VOL. 55, NO. 2
48 INTRODUCTION
DRIVING THE FUTURE
Cars are going electric. But does that
mean they’ll be appliances?
49 PREVIEW
2011 CHEVROLET VOLT
GM looks into its crystal ball, again.
By Tony Quiroga
54 PREVIEW
2011 DODGE CIRCUIT EV
Surprisingly fun despite a hefty load of
batteries. By Dave VanderWerp
58 FEATURE
MR. FISKER’S GOOD KARMA
The greening of the automobile presents
a chance to reinvent the car business.
By Mark Gillies
62 SHORT TAKE
MINI E
A Mini range, too.
By Aaron Robinson
MORE THAN SKI N DEEP.
2010 BUI CK L ACROSSE CXS Under the beaut y lies the power of a 280-hp, 3.6L direct-injection V- 6.
Available adaptive real time suspension damping and Sport mode adjust to the road and the way you drive—
performance features you won’t find on the Lexus ES 350 or Acura TL. Inside, enjoy Bluetooth
®
*
connectivity
and an optional hard drive with 10GB for your music. And the simplest and smartest in-vehicle navigation system,
OnStar’s Turn-by-Turn Navigation,
**
standard for one year. It’s more than just a pretty face. BUI CK.COM
*

Go to gm.com/bluetooth to find out which Bluetooth phones are compatible with the vehicle. **Turn-by-Turn not available in certain areas. Call 1-888-4ONSTAR
(466-7827) or visit onstar.com for details, system limitations and map coverage. ©2009 GM Corp. All rights reserved. OnStar
®
AUG
2009
TESTED
PORSCHE 911 CARRERA
CARANDDRIVER.COM/911MANUAL
LONG TERM WRAP-UP:
2008 MAZDA CX-9 AWD
CARANDDRIVER.COM/LTMAZDACX9
SHANG ’EM HAI
BY EDDIE ALTERMAN
What happened to our car show?
It relocated to China.
18 THOUGHTS ON MY LAST DAY
BY PATRICK BEDARD
What I’ve seen in my four decades
at Car and Driver.
20 ROAD-TESTING A RELATIONSHIP
BY JOHN PHILLIPS
Friends don’t let friends ride along.
22 PITILESS ADVICE FOR THIS RATTNER
BY DAVID E. DAVIS JR.
Blow up CARB, hang drunks, pass a gas tax.
COLUMNS
9
BMW BETS ON 3
New variations due for the popular
3-series lineup.
31 HEARING VOICES
Our guide to recognizing the voices of actors
who have colonized car commercials.
By Andrew Smart
32 HOW TO: RUN THE CORKSCREW
Riding the famous roller coaster at
Mazda Raceway Laguna Seca.
32 DONKEY SHOW: FOB JOB
Can thieves steal your keyless-entry codes?
33 THEY BUILT EXCITEMENT
A Pontiac tribute to the best of the brand.
34 TECH DEPT.: BMW’S WHEEL
TORQUE-VECTORING SYSTEM
New SUV diff works to perk up handling.
14 BACKFIRES
WAITING FOR GODOT’S CARS,
PANAMERA HATE MAIL, WHAT
DIRTY HARRY WOULD DO.
106 GEAR BOX
AFFORABLE NAVIGATION.
128 WHAT I’D DO DIFFERENTLY
MALCOLM BRICKLIN.
UNPROTECTED TEXT
We investigate if sending messages
on your phone while driving is
more LOL than OMFG.
By Michael Austin
97 TIRE TEST:
THE UNUSUAL SUSPECTS
Could any of these nine affordable
summer tires have possibly knocked off
the expensive Michelin PS2?
By Dave VanderWerp
104 LIGHTLY USED CARS:
VETTE DREAMS
V-8 power for the price of a
hot hatch, with the security of GM’s
certified used-vehicle program.
By Csaba Csere
AUG 2009 | VOL. 55, NO. 2
Technology is dominated by those who
manage what they do not understand.
—Murphy
FEATURES
80
AUG 2009
UPFRONT
26
VIDEO
2011 DODGE CIRCUIT EV
CARANDDRIVER.COM/CIRCUITEV
2010 JAGUAR XFR
CARANDDRIVER.COM/JAGUARXFR
DRIVING WHILE TEXTING
CARANDDRIVER.COM/TEXTING
6 CARANDDRIVER.COM
When the enti re world i s counti ng on you, i t’ s best to come prepared.
From fighting terrorism to tsunami relief efforts and humanitarian aid, no one is more
prepared to take on the challenges of the world than the U.S. Navy. To learn how you
can help make a difference in our world, visit navy.com or call 1-800-USA-NAVY.
© 2007. Paid for by the U.S. Navy. All rights reserved.
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CARANDDRIVER.COM
EDITOR’S LETTER
I
n April, Porsche flew
me to China to witness
the unveiling of its new
Panamera at the Shanghai
international auto show.
Porsche’s accountants are
probably wondering why they
spent so much just to get a few of us there to run
our fingers along the car’s flanks, but this was in
fact a good PR move. Photos do not do the car
justice—there is something hideously freakish
about the Panamera’s proportions as captured
through the lens—and it takes some dedicated and
serious walking around to begin to appreciate its
visuals. Also, the interior of the Panamera makes
other luxury-car cabins look like they came out of a
Gremlin. By the time I get to drive it, I know I’ll want
to harvest a couple of internal organs to buy one.
The Porsche stand occupied a small corner of
the first building at the Shanghai New International
Expo Centre on the Huangpu River, a body of
water whose name accurately conveys the nature
of its olfactory affront. There were 11 buildings in
total. Each contained a confusion of new-product
hysteria (Chinese automaker Geely alone launched
22 vehicles here, and all of them evinced fit
and finish to shame the yak carts Geely tried to
pass off at Detroit just two years ago); warring,
contemporaneous press conferences blasting
Chinese pop over loudspeakers aimed at rival
booths like galleons; and a kind of fetid, sour-
cabbage smell that unified the whole.
These were only the press days, limited to
automotive writers, manufacturers’ reps, and VIPs,
but it was more crowded than this year’s Detroit
show on its busiest public Saturday. It quickly
became clear why Porsche pulled out of Detroit
and chose to reveal its most important and riskiest
vehicle since the Cayenne in Shanghai. This is
a car market poised to overtake ours. China has
all our brands, plus some (Foton, Lifan, Chana,
anyone?). They’ll sell six million passenger cars this
year to our nine-million-something, with consumer
demand that is far from tapped out. Where better
to reveal the Panamera? And Porsche wasn’t the
WHAT HAPPENED TO OUR CAR SHOW?
IT RELOCATED TO CHINA.
SHANG
’EM HAI
only one rolling out its biggest,
flashiest stuff in Shanghai—
BMW and Mercedes launched
their flagships there, too.
Outside the show, I
expected Shanghai to look at
least somewhat Maoist, but I
was kidding myself. Downtown
boasts an extravagant amount
of landscaping and faux-Tuscan
architecture, with 3-series
BMWs and Audi A6s on every
corner. The neighborhood
around the show used to be
a complex of rice paddies a
decade ago; now it’s Orange
County. Someone in our group
said that China is trying to do
in 10 years what it took the
West 100 years to accomplish.
I’d say they’re on track. I woke
up on my second day there
wheezing and coughing as
though I’d smoked a carton of
cigarettes in my sleep. Is there
any surer sign of an economy
hard at work?
Contemplating notions
of the future and air quality,
we’ve gotten into three cars
this month that advance a
plausible vision of a cleaner
American road [see “Driving
the Future,” page 48]. They
are the Chevy Volt, the Dodge
Circuit EV, and the Mini E.
If EVs and plug-in hybrids
prove workable, affordable,
and popular, we’ll need a new
grid, possibly nuclear-fed, to
power them. Something’s got
to counterbalance all that smog
hovering over China. L
Eddie Alterman
TM
©
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AUG
2009 CARANDDRIVER.COM
BACKFIRES
WAITING FOR
GODOT’S CARS
Regarding your “20 Cars
Worth Waiting For” cover story
[May 2009], if I wanted only
those with a five-star “gotta-
have-it” factor, I would need
$1,270,200. This results in my
Hyundai Sonata earning a five-
star “gotta-keep-it” factor.
DOUG LAWRY
CYBERSPACE
How is it that you list the Ferrari
F500 as a competitor of the
Mercedes SLS AMG but not
the other way around? And a
2011 Jeep Grand Cherokee
is 1/20th of the cars worth
waiting for but gets only two
out of five for a “gotta-have-it”
score? STEPHEN JONES
SIGNAL MOUNTAIN, TENNESSEE
Readers, you may recall
Jones from the December
’08 Backfires, where he was
globally honored as C/D’s
Most Anally Obsessed Reader.
The streak continues—Ed.
Couldn’t help notice the very
ugly welds on the gullwings of
the cover car, the Mercedes
SLS AMG. I would not want
to look at those welds every
day on a $200K vehicle. I
understand this is probably a
class B surface, but the fact
that the car has gullwing doors
would make me change this to
a class A surface. The door we
see on the right has five welds
in an arc, while the door on the
left has four welds in a straight
line. I’ve seen better welds on
an Econoline van.
NICK CARVAINES
CLEVELAND, OHIO
In the ’90s, graphic artists
began experimenting with
a new software invention
called “Photoshop,” which
could alter photos to suit the
needs of art directors. It was
praised for its realism, user-
friendliness, and ability to
render inconsistencies in class
B surfaces—Ed.
In a discussion of the 2011
Ford Explorer, you opined that
“buyers have been shying
away from body-on-frame
SUVs for years. Ford’s only
hope of growing Explorer
sales is to change to a
unibody platform.” Except
for maybe a production-cost
advantage that the automaker
might pass on to the buyer,
what would entice buyers to
buy a unibody vehicle over a
full-frame-type vehicle? Can a
unibody be made to be more
structurally rigid than a full-
frame chassis?
GRAYDEN OBENOUR
AUBURN, INDIANA
A unibody is lighter, benefiting
fuel economy, handling, and
performance, and it can be
structurally more rigid than
body-on-frame construction.
It makes an SUV more carlike
than trucklike—Ed.
CHEAP SUPRA?
Good luck finding anyone
comparing that lame, ugly
Hyundai Genesis Coupe
3.8 [May 2009] to a 370Z, a
Mustang, or a Challenger. Try
Accord and Altima coupes as
the realistic competitors. That
is what Joe Blow on the street
will think. And why the heck
is it called Genesis anyway?
It has practically nothing
in common with the luxury
Genesis bog. MARK NEDDE
MADISON, NEW JERSEY
It may have a great
suspension, it may have
a great engine, but in no
way, shape, or form can you
compare it with a Supra!
[“Verdict: K-town revives the
Supra, at an affordable price.”]
At any price! ANDREW MAYVILLE
OCEANSIDE, CALIFORNIA
The recurring theme in Mr.
Robinson’s fine article is that
“with Hyundai, it’s always about
the price.” And: “Considering
the price—always considering
the price . . .” Later on, he
writes the Hyundai uses
“simple gooseneck arms
instead of multilinks [to]
support the trunk.” We should
know that “lunch continues
to not be free.” As we say in
Korea, au contraire, mon ami.
Hyundai was not trying to be
cheap but was replicating the
design choice of BMW. See
page 22 of the same issue.
Sometimes cheap is just in the
eye of the beholder. PAUL NIED
VERO BEACH, FLORIDA
A PANAMERA IS . . .
Now that Porsche has finally
designed a car with the engine
in the right place (again, after
the 924 and 928), can we
see a two-door version of the
Panamera [May 2009] and do
away with the ridiculous 911?
JOHN J. DUFFY
ANTIGUA, WEST INDIES
It’s as if a Chrysler Concorde
and a Porsche Boxster had a
child, and that child puked,
and that puke—[Okay, that’s
it. Mr. Skinner wants to see
you in the principal’s office.
Now!—Ed.] JOE PAH
MIAMI, FLORIDA
What’s next, pickup trucks?
Electric scooters?
PETER SCHMOTZER
ALLIANCE, OHIO
Did someone step on a
Cayenne? STEVE SEITZ
LOS ANGELES, CALIFORNIA
Considering the color of your
test vehicle, I suggest the
moniker “The Flying Turd”!
PATRICK CERVANTES
LOS ANGELES, CALIFORNIA
You wrote, “The company’s
first attempt at a sedan in its
61-year history, the Panamera
. . .” You seem to be forgetting
the Porsche Type 542, a five-
passenger, four-door sedan
with a 111-inch wheelbase
and a cast-iron, 120-degree
V-6. This was one of the cars
designed and built by Porsche
for Studebaker in the 1950s.
GARY LINDSTROM
WAPPINGER, NEW YORK
In 1952, Porsche built one car
for Studebaker. Studegarage.
com writes: “Though it was
Opinions are like exhausts—everybody has at least one.
Send yours to: editors@CARandDRIVER.com
14
YOSSARIAN LIVES!
You guys have the best writing abilities in the industry.
And I can’t wait to get back home and spend some of this
tax-free pay on a new sports car!
LT. ELIOT SPENCER, CRNA
BY THE TIME YOU GET THIS. . .
SOMEWHERE IN
AFGHANISTAN
Pain relief. At the speed of crystals.
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MS. GOODWENCH
BY PIPPA GARNER
BACKFIRES
looked at then, it didn’t get serious review
until 1956 when Studebaker’s director
of experimental engineering tested the
car and reported on it. The director’s
name: John Z. De Lorean . . . He didn’t
like the Porsche effort and compared
it unfavorably with the comfort and ride
of the 1956 Studebaker Champion and
Commander”—Ed.
TESLA SMOKE SCREEN
I’m accustomed to most of our fellow
citizens having no idea from where
electricity comes or what it costs in terms
of miles per kilowatt-hour or how any of
this is related to motoring efficiency. But I
expect C/D to be better.
If the Tesla [May 2009] draws 32 amps
at 240 volts for 10 hours, this is about 77
kilowatt-hours of energy. At the average
national price of 11 cents per kilowatt-
hour, this is $8.47 per “fill-up,” not the $4
[-to-$7 range] cited in your road test. It
would cost even more in California and
run about $20 to recharge in high-priced
Hawaii. Not much of a bargain. Plus,
unlike gasoline or diesel fuel, these prices
include no tax collections for highway-
repair funds. But, as you say, if you have to
ask how much a $100,000-plus car costs
to run, it’s not for you. The Tesla is not for
me. MICHAEL P. RETHMAN
KANEOHE, HAWAII
Sure, 77 kilowatt-hours costs $8.47, but
the Tesla holds 53 and would therefore
cost $5.83—Ed.
PRECIOUS BODILY FLUIDS
While hydrogen is the most plentiful
element in the universe, we’re still stuck
on Earth and cannot get to most of it. As
Patrick Bedard mentions in his column,
“Run Your Car on Water” [May 2009], the
easiest way to terrestrially obtain hydrogen
is by separating it from water.
But water should never be a fuel
source for vehicles. The dream of a clean
engine is wonderful, but tapping into our
fresh water resources is a nightmarish
prospect. Fresh water is not only a limited
resource; it is vital for life and should not
be squandered on vehicles that could use
other forms of power. Our best source for
fuel, until solar power becomes viable, is
oil. Consider this: The world’s oil reserves
could be completely depleted and it would
not affect the ecosystem at all. Nothing in
nature depends on oil except for humans.
Not true for water or corn or the land that
switch grass grows on, which are essential
for life—not just one animal or local
ecosystem, LIFE! MILIND SHAH
BROOKLYN, NEW YORK
WIDE WORLD OF
FROOT LOOPS
In the May 2009 “Ask Us Anything,” Josh
Clemons asked, “What is the difference
between stowage and storage?” To which
you replied, “A w and an r.” Please. The
correct answer is, “Nothing, if you’re Elmer
Fudd.” GARY SMITH
LOS ANGELES, CALIFORNIA
Lemme see if I can dig up a prize in the
men’s can for Best Letter. I’ll get back to
you—Ed.
As to your last page [“This Car and Driver,”
May 2009]: If attaching 2500 cameras
to a van makes one an artist, I am a chef
because I can make microwave popcorn.
LYLE SCHROEDER
CUMMING, GEORGIA
Hey, could you send some of that
popcorn to Smith?—Ed.
About “The Ultimate Suburbia Machine”
in the May 2009 Upfront section: Even if
BMW puts 400 horses in its new Aztek,
I’m not buying one. CHRIS BIGNELL
NEW YORK, NEW YORK
Regarding “Up in Smoke” [Upfront, May
2009]:
Lots and lots of testing
So very much ado.
I cannot help but wonder
What would Dirty Harry do?
DON MITOLO
CLAYTON, CALIFORNIA
Pass the Fritos?—Ed. L
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CARANDDRIVER.COM
f course I remember the anxieties of my youth,
particularly the dread of getting old. At what
age would my hot laps slow to tepid? When
would the flirty chicks of spring look right past
my interested glances? Would I be like all the
other seniors outside Walgreens, stiffly easing
myself into my Grand Marquis?
Time passes, and along with it the urge for hot laps. I haven’t
felt it in the 25 years since my last Indy 500. To my happy surprise,
graying femmes have more game than I knew. Only the Grand
Marquis still gets a rise on my dread meter.
In today’s lingo, I’ve moved on. And with this page, I’m moving
on from C/D and the press pass it gave me into the world of cars
more than 41 years ago.
It’s a world that never gets boring. Who could have predicted
the complete reversal that’s taken place in the auto industry on
my watch? In the Sixties, if you wanted the best car, you bought
American. From the standpoint of power, or comfort, or durability,
or style, Detroit made the best. If you wanted cheap, you bought
an import.
Forty years later, if you want the best—I’m speaking here of the
general public perception of best—you buy an import, Toyota or
Honda, Mercedes or BMW, the list goes on. If you want cheap, look
to Detroit, inventor of the cash-back deal. The American industry won
the race to the bottom, only now its cars won’t bring enough cash
in this relatively free market to keep the makers alive.
Cheap wasn’t the sole import attraction, of course. MGs,
Triumphs, Alfas, and Austin-Healeys had style, enough of it
to inspire a social movement infused with its own etiquette.
Example: If the driver of a lowly bug-eye Sprite waved to an
XK120, was the Jag driver obligated to wave back? And let’s not
forget the magazine called Sports Cars Illustrated, the forerunner
of Car and Driver. I kept a stack of dog-eared SCI copies handy in
college to distract from thermodynamics assignments, and when
I packed my diploma and a few belongings after graduation and
headed for the engineering halls of Chrysler, they all fit in my very
own sports car, a flawed yet much loved 1960 Sunbeam Alpine.
As a young man, I thought style was essential. Now I think it
can be endearing, even amusing, but it’s perishable, too. Quality,
rock-solid reliability, and dependable service are what keep the
customers coming back year after year. The imports came from
behind and now control that game.
As the Obama administration steps in, dictates business plans to
GM and Chrysler, and opens the U.S. Treasury to them (I write this in
early May), my hands rise involuntarily to cover my eyes. I’ve seen this
before. I think of D.O. Cozzi, our European correspondent circa 1970,
and his scorn for Alfa Romeo. “A government employment agency,”
he maintained. A government-sponsored marriage with Fiat, itself
never far from the Italian state, keeps the name alive today.
The French auto industry consists of Renault and PSA (Peugeot
and Citroën). “Both have taken money” from the government, the
Wall Street Journal says delicately. Actually, Renault hasn’t been
able to go to the bathroom without government permission since
World War II, and both companies serve as national employment
agencies.
When the British did their auto-themed employment agency, it
scraped together MG, Triumph, Jaguar, Rover, Land Rover, Morris,
Austin, et al. under the British Leyland banner and burned through
$16.5 billion—that’s corrected into today’s money—turning a sig-
nificant 36-percent market share into a limping 15 percent before
parting out the hulk in the Eighties.
Yes, though it failed in Britain, government money seems to have
resuscitated the French and Italian names, but look around you—all
of them once had showrooms in the U.S. I did road tests of their
models. Now they’re gone, too weak to compete here.
Show of hands, please: Who thinks Americans will line up for
Fiats wearing Chrysler labels? Sure, if gas goes back to four bucks
a gallon. But there’s a term for what happens to the economy at
that point—rigor mortis.
Imagine a future in which American brands can’t compete
against the foreigners on American soil. Actually, that’s where we
are right now. I can imagine GM and Chrysler operating as public
utilities—green jobs building Obama-mandated green cars. The
government has already poured into Chrysler, or promised, a sum
that amounts to $314,000 per U.S. Chrysler employee, according
to the Journal. Who thinks the pouring will stop here? Why not just
cut a quarter-million-dollar check for each of them and pull the
sheet up over the corpse?
Am I being too gloomy as my clock runs down? Actually, I remain
the cockeyed optimist. When I sat down in this chair in 1967, the
knee-jerkers were already saying that the internal-combustion
engine had to go—too ancient, too dirty. In fact, the California Senate
outlawed it, effective with the 1970 models, but the House demurred.
Now the old chuffer is almost unrecognizable in its youthful vigor.
Direct injection, just a dream 20 years ago, is becoming common,
bringing with it up to 10-percent improvements in fuel efficiency.
In another 10 years, we’ll start driving homogenous-charge com-
pression-ignition engines—a big step toward matching diesel fuel
efficiency but much cleaner and cheaper.
Hey, I’m not the official cheering section for the 130-some-year-
old internal-combustion engine. My loyalty is to what works. But the
progress in that old piston engine shows something that’s beyond
argument. Man is the cleverest of the critters. Have some patience,
set up the necessary incentives, lay on the teraflops, and mankind
will dazzle you with invention.
Patience is the key. Costs come down pennies at a time. There’s
no market for miracles people can’t afford.
So much fascinating material, so little white space. Listen. They’re
cueing up the fat lady . . . L
18
AM I BEING TOO GLOOMY AS MY
CLOCK RUNS DOWN? ACTUALLY, I
REMAIN THE COCKEYED OPTIMIST.
PATRICK BEDARD
WHAT I’VE SEEN IN MY FOUR DECADES
AT CAR AND DRIVER.
THOUGHTS ON
MY LAST DAY
O
AUG
2009
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TODAY
AUG
2009 CARANDDRIVER.COM
here’s a guy in my town—I’m gonna call him
Wes ’cause that’s his name—who for years has
asked to ride with me while I test a car. “You’ll
be so bored you’ll cry,” I warned.
“I’ll only cry if you don’t take me,” Wes
replied.
I promised he could ride in the next car I
was assigned. Turned out it was a Nissan Cube S [May 2009], which
was, for Wes, the first of several major disappointments.
“This car doesn’t look fast,” he said. “You shoulda got, like, the
AMG version.”
“Listen to me. If you want to ride along, you can’t eat, speak, or
offer any personal opinions, okay?”
“I think you’d be a better road tester if you weren’t so uptight,”
Wes said.
“Right there, see, that’s a personal opinion.” Then I began meas-
uring interior spaces, door openings, and the lengths the seats
traveled on their tracks. Wes sighed, then walked into my house to
help himself to a bottle of iced tea. When he returned, he placed
the bottle’s metal lid in the center console. I picked it up as if it were
a lump of opossum excrement and flipped it into a garbage can.
“That will rattle,” I explained.
“I think you’re rattled,” he said.
We hit the road. I drove to a nearby cul-de-sac, stopped, turned
off the heater fan, and made a note about idle quality.
“We’re not moving,” Wes observed. Then, with the car in first
gear, I slowly let out the clutch two or three times to judge its heft
and takeup.
“Wow,” said Wes. “Real speed. What was that, two miles per
hour? Four?”
I shifted into second and, from rest, floored the throttle. We lugged
away as I focused on power-band valleys and peaks.
“As a drag-racing fan,” said Wes, “I can tell you it’s faster to start
in first gear.”
Driving at legal speeds, I concentrated on what I pretentiously
explained to Wes were “vital dynamic properties.” I noted the steer-
ing’s weight and accuracy, the shift quality, and the throttle tip-in.
These tests were invisible to Wes. He began sifting through the
contents of the glove box.
“You don’t get an owner’s manual with one of these things?” he
asked, all huffy. Iced tea gone, Wes attempted to store the empty
bottle in the center console. I held up a warning finger. He tucked
the bottle between his legs. “If you see a trash can, is all I’m asking,”
he muttered. “Plus, I could use a restroom before we get into the
fast stuff. Like top speed.”
“We did top speed yesterday—111 mph at Chrysler proving
ground,” I said.
“That’s all? My dad, he had, like, a ’70 GTO that would do 111
probably in second gear, and after that, he bought a . . .” I raised the
warning finger again. Wes started fingering the 3-D circles in the
Cube’s headliner. “That dome light,” he said, “it should be round,
not square.” Then he began struggling to remove the headrest from
his own seat. It got sideways and wedged cockeyed in its mounts.
“Son of a bitch,” Wes said.
I drove the Cube toward I-94. Wes didn’t realize what was coming
until we were already on the entrance ramp.
All he said was, “How far?”
“Fifty miles minimum.”
He lowered his seatback and stared at the headliner. We passed
an 18-wheeler. “That trucker just looked down and laughed at us,”
Wes said. “With one flick of his steering wheel, he coulda crushed
us.” He said this as if it might not be an awful outcome. Then he
tried to turn on the radio. I slapped his hand. “Not while I’m test-
ing,” I said.
He picked up my notebook and said, “Okay, tell me what you’re
thinking, and I’ll write notes for you. Might speed things up.”
I spoke about tracking, ride, wind noise, seat comfort, and the
Cube’s susceptibility to crosswinds. When I later looked for those
notes, all I found was a large, detailed sketch of a bearded person’s
face whose nose was a prominent item of male genitalia.
“Tiger won’t win at Augusta,” Wes said as we passed the Velvet
Touch adult bookstore off I-94.
“Stop it.”
“This car is so slow, what I’d do is put a small-block Chevy in
it.”
“I’m warning you.”
“These seats make my jeans ride up my ass crack.”
I couldn’t take any more, so I turned the Cube around and headed
for our handling loop. Wes needed to hear tires howl. I drove down
the twistiest road as fast as I could, which wasn’t very, given the
Cube’s body roll, understeer, and 122 horsepower. Along the way, I
pulled over three times to take notes. “This is ruining your lap times,”
said Wes. “But I loved that 90-degree turn back there. I bet if you
went faster, we’d tip over.”
“Rolling press cars is bad for your career,” I told him.
“It is?” He seemed surprised that C/D didn’t wreck one or two
cars per week.
I stopped at a roadside rest area so Wes could pitch his bottle.
When he returned, I pointed out the Cube’s asymmetrical rear quar-
ter-panels and its skewed backlight.
Wes stroked his chin. “This car,” he said, “looks like a cargo
container hit by a bus.”
I performed a couple of panic stops from 60 mph. Wes enjoyed
this, then looked over his shoulder to see if we’d left any skid marks.
Another disappointment.
Wes noticed that the Cube’s cargo door opened from right to left.
“If you carried two-by-fours,” he said, “you’d have to leave that door
hangin’ out there in the wind. Let’s try it, see if it gets torn off.”
“I’m not getting much done here.”
“You keep stopping is why.” Then he reached over to twist the
stalk that activates the stubby rear wiper. I tried to smack his hand
again, but he quickly withdrew it. That’s how he knocked the shifter
out of third and into neutral. “I suppose you’re gonna write about
that, too,” he muttered.
“Wes,” I said, “have you ever been handcuffed to a tree?” He
said he was hungry. L
JOHN PHILLIPS
FRIENDS DON’T LET FRIENDS RIDE ALONG.
ROAD-TESTING
A RELATIONSHIP
T
20
AUG
2009 CARANDDRIVER.COM
s part of his strategy to make the United States
more like Sweden, our president has estab-
lished an automotive task force of which he
is chief executive officer, and a Mr. Steven
Rattner is, at least for the time being, chief
operating officer. Within minutes of their take-
over, everything in the automobile business
suddenly got unimaginably worse.
In all this madcap fun, nobody saw fit to offer me the job Mr.
Rattner got. Although it appears the position will again become
available, my phone is not ringing, and I feel terrible about it. In all
modesty, I can only say that I would be a goddamn great car czar. I
have the white hair that distinguishes all famous statesmen. I have
the gift of gab, passed down from my father’s Welsh ancestors. I am
a journalist, which is the same as saying that I am always correct in
my judgments and I never lie. Finally, I love cars, pure and simple,
which sets me apart from all of the people in our nation’s capital
who are currently clamoring to be heard in the debates about and
against the automobile.
If I were car czar, I would strongly suggest that we can have
no national automotive policy until we have fully comprehensive
transportation and energy policies. This is serious business. We
desperately need high-speed transcontinental trains based on the
European and Japanese models, just as we need some modern ver-
sion of the old interurban rail systems. If it is left to the present Con-
gress, we’ll get the best thinking of the eco-nazis, the safety nazis,
the California Air Resources Board, Speaker of the House Nancy
Pelosi, and the Biosphere 2 people. For the good of the
nation and its citizens, these clowns should be kept as
far from our automobiles as is politically possible.
We have a vast pool of automotive talent in this
country, but far too many of those talented engineers
and designers work outside the so-called Big Three
because the companies have been hamstrung by
creaking, bloodless bureaucracies. Chrysler broke free of the
bureaucrats’ dead hand in the years before it made its deal with
the devil and sold out to Daimler-Benz. Chrysler was free-spirited
and freewheeling, and it was building cars more cost-effectively than
Ford or GM, but the dream-team management went their separate
ways, the German bureaucracy took over, and all that was left were
the walking wounded.
Automobiles should be fun, and they should be pleasantly arrest-
ing in appearance. They should be big enough or small enough
to successfully perform the tasks assigned to them. We live in a
nation blessed with an extensive road net, but those roads are not
adequately maintained, nor are the bridges, overpasses, and other
infrastructure that allow those roads to reach 4000 miles from corner
to corner of this great American rectangle.
The automotive constituency in this country is too varied and
unpredictable to embrace any kind of centrally planned cookie-cutter
cars. I’ve always believed that if Detroit’s output had come from the
four corners of the country rather than that single, somewhat isolated
22
and shrinking community just across the Detroit River from Canada,
the cars would have been more varied and more interesting. They
were more interesting when we had automobile companies in Buf-
falo and Springfield and Cleveland and South Bend and Indianapolis.
The success of imported cars flowing in from the four corners of the
world tends to support my argument.
As prospective car czar, I have a few first thoughts:
NWe should wipe out the California Air Resources Board as redun-
dant to the national effort in this area and immediately establish a
Los Alamos–type team to bring European clean-diesel technology
to this country. The Bosch people have been doing good work in
this area, and they should be encouraged. Diesel fuel should also
be price-controlled at parity with gasoline. I recently drove a Volks-
wagen Jetta turbo-diesel to Florida and back and never achieved
less than 39 mpg, or 565 miles on a tank of fuel.
NMost of the world’s major car companies have built factories in
the United States, usually in southern anti-union states in order to
avoid the high cost of doing business with the United Automobile
Workers. If any of them have gone broke recently, it wasn’t on my
television. We must stop the flow of jobs to China and other coun-
tries who light cigars with our money and wonder why we’re such
easy marks. No more. There are too many empty factories and too
many trained American workers out of work. If you’re going to sell
’em here, you’d better build ’em here.
N We need truly draconian laws against drunk driving. A hit-and-run
death by a drunk driver should be treated as murder. Chronic drunks
should be denied driving privileges for life.
N Cell-phone use should be restricted to passengers in motor vehi-
cles. A driver who needs to make or accept a call should simply
stop at the first opportunity and chat for as long he or she wishes.
Cell-phone use accounts for some of the most flagrant bad driving
on our roads today.
NIt begins to look as though we’ll be at war with someone or other
for the foreseeable future. Therefore, we should levy a one-dollar
war tax on every gallon of gasoline sold in the United States. It would
result in a huge revenue bump, immediately cut accident rates and
highway congestion, and get consumers thinking about more fuel-
efficient cars. It might even bring home to us average citizens the
high cost of modern warfare. And, I might add, if one looks at what
is presently available in the Yaris-Versa-Fit-Focus-Cobalt range, it’s
pretty impressive.
NAnd as long as our president sees fit to be driven from place to
place in an armored General Motors truck with Cadillac limousine
bodywork, everybody should just shut up about the unspeakable
thoughtlessness of SUV owners. L
MY PHONE IS NOT RINGING, AND I FEEL
TERRIBLE ABOUT IT. I WOULD BE A
GODDAMN GREAT CAR CZAR.
DAVID E. DAVIS JR.
BLOW UP CARB, HANG DRUNKS, PASS A GAS TAX.
PITILESS ADVICE
FOR THIS RATTNER
A
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Te Hyundai Genesis—2009 North American Car of the Year.
DO THE RIGHT THING
ENOUGH TIMES,
AND PEOPLE BEGIN
TO NOTICE.
It’s nice to win awards, especially when
they include the most exclusive automobile
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we build cars the way we do.
No, awards aren’t the reason we put so
much focus on innovation, design, safety,
handling, driver satisfaction, and value, even
though these might be the factors that made
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Instead we focus on the all-important basics,
simply because it’s the right thing to do.
You see, we don’t just want to make your
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Find out more at HyundaiGenesis.com
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All rights reserved. ©2009 Hyundai Motor America.
CARANDDRIVER.COM
UPFRONT
BMW Is µlannInu lo diamalIcallv
exµand lle numbei ol olleiInus
wIllIn Ils vaiIous model ianues, esµecIallv
lle slionusellInu 3seiIes llal Is lle back
bone ol lle biand. All eves aie on lle nexl
3, due loi 2012.
AsIde liom lle usual bodv slvles
sedan, slalIon wauon, couµe, and ieliacl
ableiool conveilIbleBMW wIll also
buIld a lIvedooi lalclback veisIon lealui
Inu an auuiessIve desIun llal wIll combIne
slalIonwauon µiaclIcalIlv wIll couµelIke
slvle. In ollei woids, lle 3seiIes ianue wIll
uel Ils own veisIon ol lle 5seiIes GT con
ceµl, BMWμs allemµl lo ciossµollInale an
SUV and a slalIon wauon. LIke lle 5seiIes
GT, lle 3seiIes GT wIll ollei lwo adjusl
able seals wIll a cenlei console In lle ieai
and sliaddle lle lIne lIne belween BMW
SUV and BMW wauon In ieuaid lo oveiall
leIull. OµlIonal equIµmenl sucl as a lane
deµailuie wainInu svslem, nIull vIsIon, a
svslem lo µievenl lle diIvei liom noddInu
oll, and iadaibased adaµlIve ciuIse con
liol wIll collIsIonmIlIualInu aulomalIc
biakInu wIll biInu lecl lealuies ol lle 5
and 7seiIes Inlo lle iealm ol lle 3.
LIke lle cuiienl 3seiIes, µoweiliaIn
and susµensIon lunInu wIll iemaIn sµoilv.
Bul loi llose wlo wanl uiealei conliol,
BMW wIll ollei a llieeslaue diIvInu
dvnamIcs bullon sImIlai lo llal ol AudIμs
diIve selecl. Il wIll slaiµen oi sollen
damµInu as well as sleeiInu, ueaibox, and
lliollle iesµonses.
EDITED BY TONY QUIROGA RAY HUTTON [ENGLAND] JUERGEN ZOELLTER [GERMANY]
AUG
2009
PAGE 31 HEARING VOICES:
ACTORS WHO SPEAK FOR CARS.
PAGE 33 FAREWELL NOTE:
WE REVEAL OUR FAVORITE PONTIACS.
PAGE 34 HOW TORQUE VECTORING
IS LIKE PADDLING A CANOE.
2012 BMW 3-SERIES
BMW BETS ON 3
NEW VARIATIONS ON THE POPULAR LINEUP ARE COMING.
BY JUERGEN ZOELLTER PHOTO ILLUSTRATIONS BY YOSHI G
26
AUG
2009
A new lIne ol alumInum louicvlIndei
uas enuInes wIll uel lle lalesl leclnolouv,
IncludInu vaiIable Inlake and exlausl
valve lImInu, sequenlIal luiboclaiueis,
and dIiecl luel InjeclIon. Fowei oulµul loi
lle louicvlIndei lIne wIll ianue liom 135
lo 220 loiseµoweiIn lle U.S., weμll lIkelv
onlv uel lle 220lµ veisIon. FuiIsls need
nol liel: al leasl one uas InlIne sIxcvlIndei
enuIne Is exµecled lo suivIve lle downsIz
Inu lo louicvlIndei µowei. Bul lle 300lµ,
lwInluibo sIxcvlIndei In lle 335I mav be
ieµlaced bv a 2.0lIlei, sequenlIalluibo
louicvlIndei uas enuIne makInu neailv
as mucl loiseµowei.
BMW wIll also ollei a lvbiId veisIon ol
lle 3seiIes. LIke lle svslem In lle uµcom
Inu X5 lvbiId, develoµed In a joInl venluie
wIll GM, Clivslei, and DaImlei, llIs one
wIll auumenl lle liansmIssIon wIll lwo
elecliIc molois. Exµecl a luel savInus ol
aboul 20 µeicenl.
2012 3-SERIES
SEDAN
CARANDDRIVER.COM
UPFRONT
ELECTRIC CAR,
TAKE TWO
BMW was close to bringing
electric cars to market once
before. At the 1991 Frankfurt auto
show, the E1 concept car was
unveiled to showcase electric-vehicle
technology—and its styling, powertrain,
and packaging was controversial within
and outside the company.
But the E1 turned out to be not much
more than a styling and engineering
exercise. BMW says it had been
planning instead to bring a fully electric
version of the 3-series to market. The
most optimistic scenario: to build up
capacity over 10 years, to 40,000 units
annually. While the maximum power
output of the E1 was not impressive,
charging cycles—just a few hours—were
short even by today’s standards, and
the range was impressive at more than
150 miles.
Attention shifted to safety issues
when the sole E1 prototype caught
fire during a charging session,
ultimately leading to a blaze that not
only destroyed the expensive electric
prototype but also part of a building.
Electric power had been promoted
mainly by BMW Technik, a wholly
owned subsidiary of BMW (now
dissolved) that performed advanced
research-and-development work
independent of BMW headquarters.
Concerns about the cost and viability
of the program were legion. “It was
politically charged,” recalls an insider.
The conflagration sealed the fate not
only of the E1 but ultimately of the
entire electric-drive program.
Meanwhile, BMW changed the
corporate strategy to accelerate
the hydrogen internal-combustion
engine—a program that is currently
being relegated to subordinate status.
With the Mini E and “Project i,” of
which major parts are developed by
an outside engineering partner, the
company is now picking up where it
left off nearly 20 years ago. —JZ
28
AUG
2009
LIVING FOR THE CITY
PINT-SIZE EV FROM BMW
MAY CARRY ‘CITY’ BADGE.
Having the right products in
the right niches might be the
key to sales success for automakers
when the economy emerges from
its stay in the ICU. BMW’s plan is to
develop a super-efficient car family
code-named “Project i.” The first car
will be launched in 2012. It will be
smaller and cost less than the next
BMW 1-series or Mini Cooper, both
of which will come to market in 2011.
BMW is no longer pursuing small-
volume niche cars such as the
near-six-figure SUV version of the
7-series, dubbed the X7; the SUV-
like X4 coupe; the diminutive Z2
roadster; and the company’s Audi R8
competitor, the small mid-engine CS
sports car.
Instead, BMW will devote those
resources to a three-door hatchback
currently referred to as the BMW
“City.” According to BMW chairman
and CEO Norbert Reithofer, the
City is designed specifically for the
U.S. market to meet California’s
Zero-Emission-Vehicle (ZEV)
requirements that call for large-
volume manufacturers to sell ZEVs
by 2012. Smaller than a Honda Fit,
the BMW City will be a four-seater
powered by an electric motor.
Styling will be BMW-like, with short
overhangs, a wide track, and a low
roofline. Electricity will be stored in
a water-cooled lithium-ion battery
pack that is expected to provide
a 100-mile range. Other versions
of the City will get a gas or diesel
engine and are being developed for
Asian markets, particularly China.
It hasn’t been decided whether the
electric City will be badged as a Mini
or a BMW. Reithofer also hinted that
it may get a new name. BMW holds
the rights to Riley and Triumph,
but considering the reputation of
electrical systems in British cars,
redeploying those old names
probably isn’t the best idea. —JZ
PHOTO ILLUSTRATION BY YOSHI G
CLEAN OUT UP TO 15% OF SLUDGE IN THE 1ST CHANGE
*
. Nothing feels better than a
clean-running engine. But over time, sludgy deposits can rob you of that clean feeling. So choose an oil that’s packed
with active cleansing agents that not only help prevent sludge,
they clean out up to 15% of sludge in your first oil change.
Time for an oil change? Change with Pennzoil
®
and Feel The
Clean. Learn more at Pennzoil.com.
*Based on a severe sludge clean-up test using SAE 5W-30. ©2009 SOPUS Products. All rights reserved.
CARANDDRIVER.COM
AUG
2009
DENIS LEARY
THE VOICE OF:
Ford F-150
MOST MEMORABLE
ROLE: Tommy Gavin,
Rescue Me
THE MAN AND THE
BRAND: Both tough.
Both working class. Both
proud to be American. But
remember “quiet steel”?
There ends the connection.
MATT DILLON
THE VOICE OF: Pontiac
MOST MEMORABLE
ROLE: Bob, Drugstore
Cowboy
THE MAN AND THE
BRAND: Both starred in
variations of Crash.
RICHARD THOMAS
THE VOICE OF:
Mercedes-Benz
MOST MEMORABLE
ROLE: John Boy
Walton, The Waltons
THE MAN AND THE
BRAND: Iconic, resolute,
and trustworthy—the big
brother we all wanted to
grow up with.
JAMES SPADER
THE VOICE OF: Acura
MOST MEMORABLE
ROLE: Alan Shore,
Boston Legal
THE MAN AND
THE BRAND: Both
technically advanced and
performance oriented, but
Spader sometimes gets
lost in the weirdness, kind
of like the TL’s styling.
JEFF BRIDGES
THE VOICE OF: Hyundai
MOST MEMORABLE
ROLE: The Dude, The Big
Lebowski
THE MAN AND THE
BRAND: This voice shilling
anything but a ’73 Gran
Torino in a San Fernando
Valley used-car lot just
doesn’t sit well with us.
DONALD
SUTHERLAND
THE VOICE OF: Volvo
MOST MEMORABLE
ROLE: Captain “Hawkeye”
Pierce, M*A*S*H
THE MAN AND THE
BRAND: Volvo, like
Does that voice in the car commercial sound familiar? It sure does, but where
have you heard it before? If you’re watching There’s Something About Mary for the
17th time on TBS, perhaps you just heard it seconds ago. That’s right, it’s Matt Dillon,
hawking Pontiacs.
Celebrities—those mostly unemployed slackers who tell you what causes to support—
have colonized car-commercial voice-overs. Stars of screens big and small lend their
practiced drawls and pert cadences to TV spots, giving a car brand some familiarity,
trustworthiness, and celebrity clout.
So if you’ve been dying to put a face and a name to that voice, read on.
Sutherland’s Calvin Jarrett
in Ordinary People,
maintains an air of
comforting calmness and
a proclivity for cable-knit
cardigans.
JAMES REMAR
THE VOICE OF: Lexus
MOST MEMORABLE
ROLE: Harry Morgan,
Dexter
THE MAN AND THE
BRAND: Much like how
the IS F put the brand’s
performance credentials
on the map, Showtime’s
Dexter did so for Remar.
Both command a premium.
KEVIN SPACEY
THE VOICE OF: Honda
MOST MEMORABLE
ROLE: Tie between Lester
Burnham, American
Beauty and Roger “Verbal”
Kint, The Usual Suspects
THE MAN AND THE
BRAND: Like Honda,
Spacey’s strong reputation
and independent streak
have kept box-office sales
high.
UPFRONT
BY ANDREW SMART ILLUSTRATION BY SCOTT POLLACK
THE DUDE SPEAKS
. . . FOR HYUNDAI
Electronic Arts’ Need for Speed driv-
ing-game franchise is moving more
toward realism with Shift, due out in Sep-
tember for Xbox 360, PS3, PSP, and PC.
Shift sets itself apart from other games
with a new in-car view that simulates how
the driver’s head would move as a result
of acceleration, braking, and cornering
loads. It also offers more realistic artificial
intelligence (AI) for computerized oppo-
nents, as well as a slew of real tracks
and cars. Patrick Söderlund, EA’s Euro-
pean boss and an avid racer of real cars,
headed up the project. We spoke with
him in his native Sweden while he and his
team prepared their Porsche GT3 Cup car
for the Nürburgring 24-hour race.
What has your racing experience
brought to the game?
One thing we noted was that in all the
other games, the computer driver never
strays from a single line. The computer
never makes mistakes, and when it over-
takes, it’s pretty uninteresting. We wanted
a game where the computer could lock
up brakes, where it could make mistakes,
where it would go after you if you’d gone
after it, so we have a very different type
of approach to AI, which I think is paying
off. The computer opponent will push you
off if you push it; if you’re behind it and
you’re stressing it, it’s much more likely to
make a mistake, just like real life.
What sets Shift apart from other
established simulators?
I think the biggest difference is the fact
that just because it’s an authentic game
doesn’t mean that it’s hard to play. Shift is
easy for most people to just pick up and
play, while the other games have a much
steeper learning curve. If you want to go
to hard-core simulation, you can access
the pro mode, which has all that.
Are you aware that EA put out a Car
and Driver game in 1992?
No. Was it good?
For its time? No.
—David Gluckman
A GAME THAT
GOES AFTER YOU
31
AUG
2009
HOW TO:
WHAT’S A “DONKEY
SHOW”? IT’S WHAT
YOUR FRATERNITY
BROTHERS CLAIM
THEY WITNESSED ONE
DRUNKEN NIGHT IN
TIJUANA. BUT
WE’RE NOT BUYING IT.
We got an e-mail warning us
about thieves hacking into
keyless-entry systems to unlock cars.
According to the scenario in the e-mail,
thieves lurk near the victim’s car with
equipment that intercepts and steals
the transmitted code from the key fob
as the driver presses the lock button.
Then, they use their equipment to
unlock your car using the stolen code.
All together now: Donkey show!
According to the lock specialists at
Ford, each keyless-entry transmitter
has a transmitter identification code
(TIC) that is programmed and,
therefore, linked to the vehicle. But
even if thieves manage to mimic the
TIC, the unlocking/locking process is
even more complicated.
Here’s how it works: To issue
an unlocking/locking action, the
transmitter sends a request to the
receiver/control module in the car.
With the request, the transmitter also
sends a new code sequence and TIC
to the receiver. To issue an unlock/lock
command, the code sequence and
TIC sent by the transmitter must be
one that hasn’t been used before and
the next—or one of the next few—in
a planned sequence. This is what is
known as a rolling code. And there
aren’t just a lot of possible codes; there
are a whole buttload of them—
4.8 million billion combinations. So
even if thieves did manage to steal the
TIC and the code sequence from the
transmitter, the chance of stumbling
upon that crucial next code is one in
4.8 million billion. Good luck with that.
FOB
JOB
CAN THIEVES STEAL YOUR
KEYLESS-ENTRY CODES?
32
RUN THE CORKSCREW
The Corkscrew at Mazda Raceway Laguna Seca
is one of the most iconic corners in the world,
a unique left-right combination that’s notable for the
precipitous drop between its two main elements. It was
also the scene of one of the most thrilling passes in auto
racing, when Alex Zanardi somehow divebombed Bryan
Herta on the last lap of the 1996 Champ Car race. It’s
such a distinctive corner that racers around the world
always ask those who’ve driven there, “What’s it like?”
STEP 1: The Corkscrew is approached
via the uphill Rahal straight, which is
actually about as straight as Perez Hilton.
Just before the first part of the corner,
there’s a slight kink to the right, over a brow.
You need to position the car on the left-side
curbing of the straight and aim for the curb
on the opposite side, at the apex of the
kink. Complications? Well, you’ll be braking
before the crest in a fast car, so ease off the
brakes before the brow, then bury the
pedal once the road has flattened.
STEP 2: Once past the crest, get the car over to the
right, stay hard on the brakes, and downshift to the proper
gear. Entry to the left-hand part of the corner is easy
enough: Turn in late and place two wheels over the dirt on
the inside. (Slight modification in a race: You’ll make a more
gradual move to the apex from the right side, blocking any
would-be passer. Even the humblest club racer learned from
the Zanardi pass and knows that this part of the corner is
a “throwaway” in racing lingo. It’s not as important to lap
times as the next part of the Corkscrew is.)
STEP 3: You’re now committed to the corner. Just past the first apex, the earth disappears, with
an 18-percent drop in elevation, roller coaster–style. You simply can’t see the apex of the ensuing right-
hander, so you have to trust that you’ve got the car lined up correctly. The idiot’s guide: There’s a clump
of trees directly ahead. Aim for the third one over, and magically, you pick up the right-hand apex. Get it
wrong? Most people go clattering over the curb on the inside and through the dirt. The penalty isn’t as bad
since MotoGP came to the track and insisted on expanding the runoff. In Zanardi’s day, there was precious
little room between the curb and the retaining wall.
PHEW, YOU MADE IT! The corner exit is relatively easy, although many a racer has carried a bit
too much speed through the right-hander, gone off into the dirt on the outside, and invariably looped back
across the track into the inside wall. A good clean exit is important here because Turns 9 and 10 are fast.
THE SETUP
THE SCARY PART
1
2
3
DONKEY SHOW
THE EASY BIT
S2008 G8 GXP
Just as Pontiac is about to be
decapitated by the reaper, the
division builds the G8 GXP, a
sedan that offers performance
similar to a BMW M5’s at half
the price. Built in Australia, the
GXP combines BMW-like road
manners with a 415-hp small-
block V-8 borrowed from the
Corvette, at a price that starts
at $40,060. Acceleration from
zero to 60 mph takes a scant
4.7 seconds, with the quarter-
mile falling in 13.3 seconds at
109 mph. Please, GM, a car
this good shouldn’t die out.
How about making it into a
Chevy Impala SS?
THEY BUILT EXCITEMENT
ON THE EVE OF PONTIAC’S DEATH,
WE PRESENT THE BEST OF THE BRAND.
As part of the medicine GM had to swallow in its restructuring plan
that was presented to the U.S. Treasury, the beleaguered automaker
announced that the Pontiac division will be closed down by the end of 2010.
Founded in 1926 to fill the gap between GM divisions Chevrolet and
Oldsmobile, the brand had its share of missteps over the years: Recall the
Daewoo-built LeMans, the mind-numbing Trans Sport, and the angry dumpster
that was the Aztek. But it also produced more than a few models that have now
achieved Great American Car status. On the eve of Pontiac’s last stand, here
are our five favorite Ponchos.
DE LOREAN
THE ICONIC
PONTIAC MAN
John De Lorean, who
became that rare thing
at GM—a flashy and
flamboyant engineer and
executive—joined the
Pontiac division in 1956
as director of advanced
engineering and was
promoted in ’61 to chief
engineer. Ofen credited
with helping create the
brand’s renaissance in the
1960s, De Lorean turned
out hit afer hit and grew
Pontiac’s sales to nearly
one million annually
with cars such as the
technologically advanced
’61 Tempest, the seminal
’64 GTO, and the ’67
Firebird, and innovations
such as Pontiac’s SOHC,
inline six-cylinder engine.
De Lorean moved from
Pontiac to Chevrolet in
1969 and by the mid-’70s
had lef GM to build his
own car, an afair that
ended with a videotape of a
cocaine deal to keep afloat
the 130-hp stainless-steel
two-seater with gullwing
doors that bore his name.
De Lorean died in 2005 at
the age of 80.
S1958 Bonneville
A child of the Atomic Age,
the ’58 Bonneville brought
real engineering substance
(fuel injection, air suspension,
four-speed automatic) along
with its spacecraft looks. The
first in a long line of advanced
and powerful Pontiacs, the
Bonneville presaged the brand’s
muscular cars of the ’60s.
S1964 GTO
Often credited as the original
muscle car, the GTO turned
a plebeian Le Mans coupe
into a fire-breathing street
racer with a 325- or 348-hp
389-cubic-inch V-8. Sales
took off, and Pontiac became
a brand offering affordable
performance. We pitted a
Pontiac GTO against a Ferrari
GTO, a test that helped put this
magazine on the map.
S1987 Bonneville SE
Arguably Pontiac’s last
competitive and desirable sedan
(until the G8) and the division’s
last C/D 10Best winner, the
Bonneville SE built upon the
lessons learned from the sporty
but ugly 6000STE. Its 150-hp
V-6 may not look like much 22
years later, but its class-leading
handling, refinement, value, and
styling were good enough to
draw comparisons with the far
pricier and slick Audi 5000 of
the late ’80s.
33
AUG
2009
UPFRONT
S1977 Firebird Trans Am
By the late ’70s, the Trans
Am’s top engine was an
emissions-choked 6.6-liter
V-8 making a paltry 200
horsepower. The 3830-
pound car could get to 60
mph in a sad 9.3 seconds.
But those were the mere
realities; in its starring role in
the 1977 film Smokey and
the Bandit, a black-and-gold
Trans Am had as much star
power as Burt Reynolds and
may have helped him
seal the deal with
Loni Anderson.
BMWμs ¨DvnamIc Feiloimance Con
liol¨ loiquevecloiInu svslem can be
summed uµ In lwo woids: SBEJOEJWJEVFMMF
NPNFOUFOWFSUFJMVOH Gol Il°
¨Wleel loique vecloiInu¨ Is aboul uIv
Inu 5000µound SUVslle new BMW X5
M and X0 [see µaue 112Jsome ol lle auIle
vIbe ol ollei UllImale DiIvInu MaclInes.
Cais belave nol unlIke canoes, wlIcl
luin moie slaiµlv Il vou diau an oai on one
sIde oi µull laidei on lle ollei. WIll a cai,
lle slabIlIlv conliol saµµlIes diau, oi biake
loice, lo IndIvIdual wleels lo veei lle cai
awav liom dIsaslei. WIll loique vecloiInu,
TECH
DEPT.
BMW’S WHEEL
TORQUE-VECTORING SYSTEM
NEW SUV DIFFERENTIAL WORKS TO PERK UP HANDLING.
34
PLANETARY GEARS:
Activated by the adjacent
clutch pack, the 1.1:1-ratio
planetary gearsets can
overspeed their respective
wheels in a corner. On
ice, the outside wheel
would spin faster. On dry
pavement, the slipping
clutches transmit “just a
push” to help steer the car.
lowevei, lle comµulei ¨µaddles¨ laidei
on one sIde lo lelµ sleei. How°
BMWμs ieai dIlleienlIal, suµµlIed bv
Geiman makei GKN DiIvelIne, las a µlan
elaiv ueaisel on eIllei sIde, enuaued lo lle
wleels lliouul moloioµeialed clulcles.
CiuIsInu sliaIull, lle clulcles iemaIn
oµen and lle ieai wleels ieceIve equal
loique. Tle comµulei walcles sleeiInu
anule, lliollle µosIlIon, vaw sensois, and
so on. Sleei Inlo a coinei, and lle clulcl
conliollInu lle oulsIde ueaisel closes.
Tle 1.1:1ialIo µlanelaiv ueaisels mean
llal on slIck Ice, lle oulsIde wleel would
acluallv sµIn 10 µeicenl laslei. On div
µavemenl, lle oIlballed clulcl µlales
wlIcl nevei lullv lockcanμl sµIn lle
wleel anv laslei. Tlev onlv lianslei a µei
cenlaue ol lle loique, ¨jusl a µusl,¨ savs
GKNμs Tleodoi Gassmann, manauei ol
advanced enuIneeiInu. Tlal µusl on lle
oulsIde wleel Is enouul lo lelµ lle bIu
SUVs caive a lIeicei lIne.
Acuiaμs ¨Suµei HandlInu AllWleel
DiIve¨ also las µlanelaiv ueais, bul Ilμs
a µaillIme svslem and onlv µIlcles In
on acceleialIon. BMWμs lulllIme svslem
woiks undei deceleialIon as well.
CLUTCHES:
Bathed in oil, the multiplate clutch pack is
open and disengaged on straight roads
and only partially engaged when activated
by the control motor. The constantly
slipping clutches only transfer a percentage
of the differential’s torque.
RING AND PINION:
To save cost, the torque-
vectoring system is adapted
to a stock ring-and-pinion
housing with an open
differential at its center.
There is no cooler, so heat
is an issue but only on a
racetrack, says BMW.
AUG
2009
MOTORS:
Precision motors spin a ball-ramp
assembly in fine increments to
constantly press and release the
clutch plates. Highly calibrated
electronic control gives BMW more
tuneability than with a mechanical
(Torsen) or viscous coupling.
ROGER KEENEY LOST HIS SIGHT 20 YEARS AGO. BUT THAT DIDN’T STOP
HIM FROM UNLEASHING HIS MUSTANG SIDE IN A NEW 2010 MUSTANG.
SEE THINGS FROM HIS POINT OF VIEW AT THE2010MUSTANG.COM.
IT’S HARD NOT TO GIVE IN
TO YOUR MUSTANG SIDE.
EVEN IF YOU’RE LEGALLY BLIND.
WE HAVE LIFTOFF!
FERRARI FINALLY SUCCUMBS TO THE MARKET APPEAL OF
A FRONT-ENGINE V-8 IN A FOLDING-HARDTOP CONVERTIBLE—DESPITE
A NEFARIOUS WEIGHT GAIN. IN DOING SO, IT INVITES A FACE-OFF WITH
ANOTHER PRIME ‘TROPHY CAR,’ THE MERCEDES-BENZ SL63 AMG.
BY MICHAEL AUSTIN
PHOTOGRAPHY BY ANDREAS LINDLAHR
COMPARISON TEST
AUG
2009 38
Eoi 54 veais wlIle Jauuais, BMWs,
and CadIllacs lave come and uone,
lle MeicedesBenz SL las been lle
kInu ol lle lioµlvcai conveilIbleslle
soil ol cai llal nol onlv savs Ils ownei
las aiiIved bul llal leμs been aiound loi
a wlIle.
EeiiaiIμs lalesl olleiInu, lle CalIloinIa,
uses lle lemµlale ol lle laleslueneialIon SL:
a loldInulaidloµ conveilIble and a lians
mIssIon llal does wIlloul a clulcl µedal.
EeiiaiI Is µosIlIonInu lle CalIloinIa as a
less exµensIve comµanIon lo lle 599GTB and
012 ScaulIellI uiand louieis, leavInu lle mId
enuIned E430 lo ieµiesenl lle laideiedued
iealm ol EeiiaiIμs sµoilscai ambIlIons.
So lle oveilaµ In µiIcelle CalIloinIaμs
base µiIce ol 8197,350 Is onlv 822,810 less
llan lle conveilIble E430 SµIdeiμsIsnμl
suµµosed lo be a µioblem, bul some sales
cannIbalIzalIon Is lo be exµecled.
Also InevIlable aie comµaiIsons wIll
ollei cais In lle seumenl, even Il µolen
lIal owneis moie lIkelv ciosssloµ lleIi
µuiclases wIll lelIcoµleis oi uoldµlaled
loveiciall. TlIs biInus us lo lle Meicedes
Benz SL03, iecenllv uµdaled loi 2009 wIll
ievIsed slvlInu, a new (loi lle SL) 0.2lIlei
V8, and a slIlllImelaslenInu mullIµlale
clulcl (In µlace ol a loique conveilei)
AUG
2009
belween lle enuIne and lle sevensµeed
aulomalIc liansmIssIon. Tle SL05 AMG,
wlIcl slails al 8198,175, mIull be closei
In µiIce lo lle EeiiaiI, bul lle manIacal
µowei ol Ils lwInluibo V12 and lle exlia
lell ovei lle lionl wleels In lle SL05 make
lle SL03 a moie manaueable and enjovable
cai lo diIve. Flus, lle SL03μs oulµul ol 518
loiseµowei Is closei lo lle CalIloinIaμs
453 µonIes.
On µaµei, Ilμs a µiellv even malcluµ.
And allei lwo davs ol diIvInu In BavaiIa,
neIllei cai slood oul as cleailv suµeiIoi.
So, µIckInu a wInnei was as dIllIcull as
uIvInu back lle kevs al oui leslμs end.
39
AUG
2009 CARANDDRIVER.COM 40
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G
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FERRARI
CALIFORNIA
$197,350 $222,974 179.6 74.9 51.5 105.1 64.2 63.2 4123 46.5 53.5 20.6 93 52 23 12 8
MERCEDES-BENZ
SL63 AMG
$138,475 $160,140 178.5 71.5 51.0 100.8 61.8 61.1 4431 51.3 48.7 21.1 91 53 — 10 7
TROPHY CARS COMPARISON TEST
TlIs veisIon ol lle SL debuled In
2002, and ieuulai uµdales lave keµl
Il leelInu liesl. Allei seven veais, llouul,
Ilμs lookInu veiv lamIlIai, even wIll lle
auuiessIvelv lacelIlled nose. And lle
scooµs, sµoIleis, and lendeis llal dIslIn
uuIsl lle AMG model iemInd us ol celeb
iIlv laces llal lave uone undei lle knIle
one lIme loo manv.
Tle SL03μs base µiIce ol 8138,475 Is lle
cleaµesl wav lo acquIie one ol lle lliee
avaIlable SL models (03, 05, Black SeiIes)
liom AMG, wlIcl Is Meicedesμ lIulµei
loimance lunInu ollIce. TlIs leasl µowei
lul one µioduces 518 loiseµowei and 405
µoundleel ol loique. LIke ollei AMGs,
lle SL03 iesonales wIll a deeµ uulluial
iumble lliouul Ils exlausl.
TlIs Is lle onlv Meicedes wIll launcl
conliol, aclIvaled bv a NASAlevel cleck
lIsl: slabIlIlv conliol In sµoil mode, biake
µedal lullv µiessed, liansmIssIonselecloi
knob iolaled one clIck clockwIse liom man
ual mode, iIull slIll µaddle liIuueied, masl
lle uas. Tle ievs clImb lo 4000. Release lle
biake µedal, and lle SL03 lakes oll wIll
a lIull clIiµ ol lle ieai lIies. As lonu as
lle uas µedal iemaIns llooied, iedlIne
slIlls aie aulomaled. Tle iesull Is a 4.0
second 0lo00 lIme and a quaileimIle In
12.5 seconds al 115 mµl. Ilμs baielv slowei
llan lle EeiiaiIdesµIle lle Benzμs bellei
µoweiloweIull ialIomosl lIkelv due lo
lallei ueaiInu. Ilμs also a lol quIckei00
mµl comes 0.4 second sooneillan lle
lasl SL03 we lesled. Clalk llal uµ lo a lullv
MERCEDES-BENZ
SL63 AMG
THE VERDICT
High-end convertibles don’t get
much better than this.
THE HIGHS
Tons of low-end torque, loaded with
luxury, slick in all of its operations.
THE LOWS
Like a cougar, a face lift and a body kit
can’t hide an aging exterior; somewhat
vague on-center steering feel.
2
CARANDDRIVER.COM
AUG
2009 41
biokenIn lesl cai and lle oµlIonal lImIled
slIµ dIlleienlIal.
A sloµµInu dIslance ol 158 leel liom 70
mµl Is seven leel lonuei llan lle EeiiaiIμs,
even wIll lle uµuiaded biakes llal come
wIll lle 812,500 AMG Feiloimance µack
aue. Tle iesl ol llal exlia exµense uoes
lowaid a 180mµl loµsµeed uoveinoi (uµ
liom 155 mµl), a lImIledslIµ dIlleienlIal,
loiued allov wleels, and sµoilIei lunInu loi
lle aclIve susµensIon. Tle lallei Ilem con
liIbules lo lle 0.90 u ol uiIµ on lle skIdµad,
neailv equal lo llal ol lle CalIloinIa.
LookInu onlv al lle numbeis, vouμd be
laid µiessed lo lInd mucl ol a dIlleience
belween lle SL03 and lle CalIloinIa, and
lle same uoes loi lle liansmIssIon. Eiom
a diIveiμs slandµoInl, boll cais ollei quIck
JekvllandHvde sIlualIon: In noimal con
dIlIons, lle µedal Is slIll and µiouiessIve,
bul undei laid biakInu, lle µedal lliow
uoes lonu and lle leel vanIsles.
On lIulsµeed aulobaln clases, lle
SL03 olleis lle slabIlIlv ol a ciuIse mIssIle.
Bv lle wav lle SL03 llInus back and loill
lliouul loweisµeed coineis, vou would
scaicelv belIeve lle lellv, 4431µound cuib
weIull, bul lleie aie lInls. Tle sleeiInu,
nIcelv weIulled, las some oncenlei µlav.
And lle iIde Is a lIllle loo laisl In dealInu
wIll bumµs. Ilμs a mallei ol mInulIae In
boll cases, bul lle EeiiaiI Is slIulllv moie
ielIned In lle delaIls ol Ils lunInu.
ReuaidInu convenIences, lle SL03
landles delaIls lIke a lIisliale bullei. Il
vou wanl access lo lle slell oi lle sloiaue
and slaiµ clanues In manual mode. Tle
bIuuesl dIlleience lIes In lle sleeiInu
wleelmounled slIll µaddles In lle SL03 oi
lle columnmounled llaµs In lle CalIloi
nIa. Tle Meicedes uses µlanelaiv ueaisels,
as In a convenlIonal aulomalIc, and eIllei
llal oi suµeiIoi µiouiammInu makes lle
SLμs liansmIssIon bellei al µIckInu lle besl
ueai In lull aulo mode.
Tle 405 µoundleel ol loique In lle
Meicedes µioduces moie lowend uiunl
llan In lle CalIloinIa, and µioddInu lle
uas µedal wIll µusl vou back Inlo lle seal
wIll a loice lle EeiiaiI canμl malcl. Tle
ImmedIacv ol lle enuIne slows lle SLμs
moie biulIsl sIde: lle µowei comes on
so quIcklv llal Il can be easv lo dIal In
loo mucl lliusl. Biake leedback Is also a
THE L IS FOR LUXURIOUS
Carbon fiber and leather line the SL63
interior up to the A-pillars, where
Alcantara takes over. The latest
Mercedes infotainment system slots
in above the pop-out cup holders.
ROOF TIME
BEST IN TEST
SECONDS
DOWN UP
FERRARI CALIFORNIA 20 19
MERCEDES-BENZ SL63 20 18
TEST AVERAGE 20 19
AUG
2009 CARANDDRIVER.COM 42
BEST IN TEST SUSPENSION BRAKES
S
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2
0
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-
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A

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CHASSIS
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FERRARI CALIFORNIA
control arms,
coil springs,
anti-roll bar
multilink,
coil springs,
anti-roll bar
15.4-inch
drilled, vented
ceramic disc
14.2-inch
drilled, vented
ceramic disc
yes yes
Pirelli P Zero;
F: 245/35ZR-20 (95Y),
R: 285/35ZR-20 (100Y)
151 0.91
MERCEDES-BENZ
SL63 AMG
multilink,
coil springs,
anti-roll bar
multilink,
coil springs,
anti-roll bar
15.4-inch
drilled,
vented disc
13.0-inch
drilled,
vented disc
yes yes
Pirelli P Zero;
F: 255/35ZR-19 96Y,
R: 285/30ZR-19 98Y
158 0.90
TEST AVERAGE 155 0.91
SOUND LEVEL
(dBA)
FUEL
(mpg)
IDLE EPA CITY
FULL THROTTLE EPA HWY
70-MPH CRUISE 200 MILES
60 13
86 19
72 11
51 12
81 19
66 13
56 13
84 19
69 12
DRIVELINE ACCELERATION (seconds)
TOP
SPEED
(mph)
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5

6
0

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TOP GEAR
MPH
0

6
0
0

1
0
0
0

1
5
0
3
0

5
0
5
0

7
0
7-sp
auto
man
rear
3.40
4.44
5.3
3.9 9.1 22.8
12.3
@
117
4.5 6.8

7.1
193
(drag ltd,
mfr’s
claim)
2.19 8.2
1.63 11.1
1.28 14.1
1.09 16.6
0.86 21.0
0.72 25.1
7-sp
auto
rear
4.38
3.06
5.6
4.0 9.7 23.4
12.5
@
115
4.5 2.7 3.2
186
(gov ltd,
mfr’s
claim)
2.86 8.6
1.92 12.8
1.37 17.9
1.00 24.5
0.82 29.9
0.73 33.6
TEST AVERAGE 4.0 9.4 23.1
12.4
@
116
4.5 4.8 5.2 190
BEST IN TEST *C/D EST
POWERTRAIN
FERRARI
CALIFORNIA
DOHC 32-valve V-8
262 cu in (4297cc)
MERCEDES-BENZ
SL63 AMG
DOHC 32-valve V-8
379 cu in (6208cc)
ENGINE
POWER BHP
@ RPM
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L
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H
P
TORQUE LB-FT
@ RPM
453 @ 7750
8000 9.1
358 @ 5000
518 @ 6800
7200 8.6
465 @ 5200
@CARANDDRIVER.COM
CHECK OUT BEHIND-THE-SCENES
PICTURES WE DIDN’ T HAVE ROOM FOR.
† Done in 6th gear because the transmission would not accept 7th gear at 30 mph.
boxes belInd lle seals, jusl µiess a bullon,
and lle seal µoweis loiwaid oul ol lle wav.
Anollei µiess ol lle bullon ieluins lle
seal lo wleie Il slailed. Tlal slell, bv lle
wav, Is neailv as bIu as lle ieai seals In
lle EeiiaiI, and llIs lelµs comµensale loi
lle liunk sµace lle Benz Is lackInu. Slould
vou need lo access lle liunk, llal oµeia
lIon Is µoweied as well: Il even slullles
lle lolded loµ oul ol lle wav In conveilIble
mode. Tle seals aie lealed and cooled, µlus
llev can blow lol aIi onlo lle back ol voui
neck on cold davs. Mosl lIvInu iooms aienμl
llIs cuslv, alllouul lle soll seal bollom Is
a lIllle loo LaZBov loi oui lasles.
Tle comµlaInls aie mInoi ones. Tle
SL03 iemaIns a veiv sµecIal cai llal would
be lIul on oui lIsl Il we lad lle means lo
µuiclase one. Ilμs jusl llal lle EeiiaiI Is
a lIllle moie sµecIal and slIulllv lIulei on
llal ImauInaiv lIsl.
©2009 Sears Brands, LLC. NASCAR
®
is a registered trademark of the National Association for Stock Car Auto Racing, Inc.
The tools America trusts most are also the tools NASCAR trusts most.
For tools and advice visit us at www.craftsman.com/officialtools
THE HEADQUARTERS OF CRAFTSMAN
ONLY ONE CAR
WILL WIN.
WE MAKE SURE
ALL OF THEM COULD.
AUG
2009 CARANDDRIVER.COM 44
FERRARI
CALIFORNIA
THE HIGHS
Otherworldly engine note, supple ride,
perfectly tuned controls.
THE LOWS
Brakes squeal like nails on
a chalkboard, steering lacks feedback,
confounding rear-end styling.
THE VERDICT
Ferrari mystique in a supremely
user-friendly package.
1
THE VIRTUAL DASHBOARD
The digital screen in the California instrument
cluster displays analog oil temperature and
coolant dials, tire pressure and temperature,
or trip-computer data. Navigation information
also pops up when a turn approaches.
Tleie Is one bIu µioblem wIll lle Eei
iaiI CalIloinIa, and Il slails al lle
ieai. Tle lall laIl was iequIied lo µiovIde
ioom loi all lle laidwaie needed loi lle
loldInu loµ, and llIs uIves a classIcallv
beaulIlul slaµe lo lle CalIloinIa In sIde
µiolIle. Tle liouble beuIns wlen vou look
leadon al lle caiμs bull. Tle iound laIl
lIulls aie µlaced well Inboaid ol lle lendeis,
and lle swalls ol sleelmelal exlendInu lo
lle edues Inciease lle vIsual wIdll ol lle
ieai. Flus, llev seive veiv lIllle lunclIon:
Tle biakInu and luinsIunal lIulls aie In
a liIanuulai cluslei closei lo lle bumµei.
Tle slacked ieai laIlµIµes, lIke llose ol lle
Lexus IS E, aie µuielv cosmelIc and lave
no µlvsIcal allaclmenl lo lle oidInaiv
exlausl µIµes llev conceal.
Ol couise, llal dIdnμl sloµ lle EeiiaiI
liom uellInu slaies In eveiv BavaiIan
vIllaue we blew lliouul. Even lle leasl
eleuanl EeiiaiI alliacls cameiaµlone µlo
louiaµleis, Il seems. And llose uawkeis
mIssed lle vIew undei lle lood, wleie lwo
AUG
2009 CARANDDRIVER.COM
*OBJECTIVE BEST IN TEST VEHICLE POWERTRAIN CHASSIS EXPERIENCE
G
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RESULTS
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*
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E
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N
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S
U
B
T
O
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A
L
P
E
R
F
O
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M
A
N
C
E
*
S
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G

F
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B
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RANK
MAXIMUM POINTS
AVAILABLE
10 10 5 5 10 10 10 10 5 20 95 20 5 5 10 10 50 20 5 5 10 10 50 25 25 245
1
FERRARI
CALIFORNIA
9 8 2 5 7 8 8 8 0 12
67
20 4 4 9 9
46
20 4 5 9 9
47
23 24
207
2
MERCEDES-BENZ
SL63 AMG
6 8 0 4 10 9 8 7 0 20
72
19 4 5 8 9
45
19 5 4 9 8
45
20 23
205
*These objective scores are calculated from the vehicles’ dimensions, capacities, rebates and extras, and/or test results.
uIanl Inlel lubes iun uµ lo lle ied valve
coveis. EveivllInu CVU lle enuIne Is cov
eied, and Ilμs a vIsual lieal.
Tle 4.3lIlei V8 Is sImIlai lo lle E430μs
µoweiµlanl, wIll lle lundamenlal clanues
beInu dIiecl InjeclIon and a lowei, 8000
iµm iedlIne. Fowei Is down 30 loises, lo
453, bul loique Incieases 15 µoundleel,
lo 358. EeiiaiI claIms 75 µeicenl ol llal
lwIsl Is on laµ liom 2250 iµm, bul lle onlv
lIme lle CalIloinIa loµes aiound al sucl
low ievs Is In lle dualclulcl liansaxleμs
conseivalIve aulomalIc mode. SlIllInu
ueais manuallv Is moie salIslvInu and
µiovokes ieµealed iuns lliouul lle iev
ianue lo leai lle olleiwoildlv waIl ol lle
llalµlaneciank V8. Al wIdeoµen lliollle,
ueaislIlls ciack oll wIll a sloluunlIke
µoµ liom lle exlausl. Heaid louellei, llIs
makes lle exlausl nole ol lle SL seem lai
loo muzzled. On lle ollei end ol lle auial
sµeclium aie lle caibonceiamIc biakes
llal, wlen cold, squeal lIke µIus, wlIcl Is
esµecIallv annovInu In cIlv liallIc.
As In lle SL03, lle EeiiaiI las a launcl
conliol mode aclIvaled bv a bullon on lle
cenlei console, and lIke lle Benz, slIllInu
Is aulomaled as lonu as lle lliollle Is wIde
oµen. SlandInu slails aie besl µeiloimed
In sµoil mode, lle mIddle ol lle lliee sel
lInus ol lle NBOFUUJOP selecloi on lle sleei
Inu wleel (lle olleis beInu ¨comloil¨ and
¨slabIlIlv oll¨). Tle EeiiaiI uels awav wIll
moie wleelsµIn llan lle Benz and iockels
lo 00 mµl In 3.9 seconds. Al lle quailei
mIle, lle CalIloinIa Is 0.2 second alead ol
lle SL, and Ils lead exlends lo moie llan
a lallsecond bv 150 mµl.
As we noled eailIei, lle numbeis aie
close. Wleie lle EeiiaiI ieallv slows Ils
advanlaue Is In lle delaIls, sucl as low
lle uas µedal µiovIdes Inslanl, µiecIse
iesµonses liom lle enuIne. Tle biake
µedal, loo, Is µeilecllv lIneai loi melInu
oul exacl amounls ol sloµµInu µowei liom
lle ladeliee Biembos. UnlIke ollei dual
clulcl cais weμve diIven, lleieμs no lesIla
lIon liom lle ueaibox wlen µullInu awav
liom a sloµ. Even lle sleeiInu Is mIllImelei
µiecIse, alllouul Il doesnμl leel llal wav al
lIislIls weIullInu Is lIull and leedback
liom lle lionl wleels Is scaice.
Oui lesl cai was equIµµed wIll oµlIonal,
adaµlIve mauneloileolouIcal slocks (lIke
GMμs MauneRIde and AudIμs diIve selecl),
and llev slould be mandaloiv on anv oidei
loim. In ueneial, lle EeiiaiI iIdes sollei
llan lle Meicedes and iolls moie In coi
neis, bul Il ieluses lo wallow and iesµonds
wIllInulv lo anv Inµul. Tle CalIloinIaμs
dvnamIc damµeis aie less elaboiale llan
lle SL03μs aclIve susµensIon, vel we lound
lle EeiiaiI lo adjusl bellei lo a bioadei
ianue ol ioad suilaces.
InsIde, lle CalIloinIa las luxuiIes llal
would make a Teslaiossa ownei weeµ,
alllouul lle µowei seals and ciuIse con
liol aie oµlIonal. NavIualIon Is slandaid,
bul lle CalIloinIa uses a lead unIl liom lle
Clivslei µails bIn Inslead ol lle besµoke
Bose svslem liom lle 599GTB. EeiiaiIs
used lo come wIlloul a iadIo, wlIcl mIull
be less ol an Insull llan µiovIdInu one
llalμs also lound In a Dodue Caiavan.
Tle iesl ol lle InleiIoi lIves uµ lo Eei
iaiIlevel exµeclalIons. Soll leallei and
land slIlclInu aie eveivwleie, and lle
oµlIonal Davlonaslvle seals aie solId and
suµµoilIve. Tle loolwells In lle CalIloi
nIa aie caveinous, and lle sleeiInu wleel
sIls lIul lo lelµ accommodale lle lallesl
ol diIveis. Tle ieai seals, lowevei, mIull
be laiue enouul lo lold a kIdμs booslei bul
wonμl accommodale adulls. EeiiaiI olleis
lle oµlIon ol a ieai sloiaue slell In lIeu ol
lle back seals, and Ilμs a uood wav lo uo.
Boll conlIuuialIons lave a liunk µass
lliouul, and lle liunklId exlends down lo
lle bumµei loi zeiolIllovei access lo sloi
aue. EeiiaiI lInls al olleiInu a cuµ loldei,
bul lle iound culoul undei lle cenlei sloi
aue bIn lacks a 300deuiee lIµ.
FiovIdInu a µlace lo lold a beveiaue Is
jusl loo banal loi EeiiaiI lo woiiv aboul,
bul In all ollei iesµecls, lle CalIloinIa
olleis eveivdav ease, exliavauanl luxuiv,
and slellai µeiloimance. Jusl wlal weμie
lookInu loi In lle µeilecl lioµlv cai. L
COMPARISON TEST
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2009
A century ago,
there was some
serious debate about
what technology would
power the cars of the
future. Would they get their
forward thrust from gas-
fed internal-combustion
engines? Steam power?
Electric motors?
Now, 100 years later,
another debate over the
future of automotive power
is being waged. If you’ve
read a car magazine
anytime during the past
two years, you’ve seen
the news: The short-term
automotive future will be
electric. And when we say
electric, we mean either
pure electric or cars utilizing
both electric and gasoline
power. The traditional
hybrid powertrain, with
an internal-combustion
engine driving the wheels
and supplemental power
provided by a battery pack,
will soon be supplanted
by a system that works
the opposite way. In
this system, the wheels
are driven by a battery-
powered electric motor, and
a small internal-combustion
engine will be onboard to
supply backup power. This
%3*7*/(
'6563&
miracle will be known as
the range-extended plug-in
hybrid, and in light of the
administration’s new CAFE
regulations, we’ll likely be
seeing a lot more of them.
The burning question for
car enthusiasts remains:
Will any of these things be
fun to drive?
That’s among the things
we’ve set out to determine
with the following special
section. We’ve done a
deep dive with electric-auto
visionary Henrik Fisker and
gotten our hands on two
pure EVs—the Mini E and
the Dodge Circuit—as well
as the much anticipated,
media-lathering, can-
it-really-save-the-world
Chevrolet Volt.
We’ve driven these cars,
and over the course of
these 14 pages, we’ll give
you our impressions, paying
special attention to whether
any of them can replace
the visceral jolt of a cowl-
shaking V-8. We’ll also give
you the straight dope on
the battery technologies
powering them.
And one thing will be
made abundantly clear
throughout: The future will
have fewer Express Lubes.
CARS ARE GOING ELECTRIC. BUT DOES
THAT MEAN THEY’LL BE APPLIANCES?
48
5)&
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2009
2011 CHEVROLET VOLT
GM LOOKS INTO ITS CRYSTAL BALL, AGAIN.
BY TONY QUIROGA
PHOTOGRAPHY BY TOM DREW
I
n 1949, lle uieal AmeiIcan enleiµiIse
called Geneial Molois commIssIoned
an aiclIlecl wlo would become ulob
allv lamous, Eeio SaaiInen, lo desIun
Ils TeclnIcal Cenlei In Waiien, MIclIuan.
Tle messaue ol lle desIun was an oµlImIs
lIc vIsIon ol wlal lle 21sl cenluiv would
look lIke, as well as an aiclIlecluial lesla
menl lo GMμs µoslwai slienull. SIxlv veais
lalei, lle Tecl Cenlei las laken on lle
sad µalIna ol a lonuloiuollen, oveiuiown
woildμs laIi sIle, lIke lle uIanl buckvball
llal dIslInuuIsles DIsnevμs Eµcol Cenlei
liom bellei lleme µaiks.
Tle Tecl Cenlei Is slIll In use, bul as
we moloi aiound lle massIve comµlex In
a Cleviolel Voll µiololvµe, lle daled looks
and ladInu aµµeaiance aie iemIndeis llal
lle second lall ol lle µasl cenluiv dIdnμl
woik oul lle wav GM exµecled Il lo liom
lle vanlaue µoInl ol 1949. (We µlolouiaµled
lle cai Inslead al Cianbiook Sclools.)
Todav, GM las Ils back lo lle wall, lac
Inu lle µiosµecl ol lavInu lo lanu a ¨GoInu
Oul ol BusIness¨ sIun oulsIde Ils leadquai
leis. SlIll, Il Is µullInu loill vel anollei
µiedIclIon ol lle luluie In lle loim ol lle
µluuIn lvbiId Voll.
Tle Voll Is GMμs wauei llal manv ol lle
cais ol lle nexl 00 veais wIll be µoweied bv
elecliIcIlv iallei llan uasolIne. Bul sInce
sloiInu elecliIcIlv In sIunIlIcanl amounls
al a ieasonable cosl Is lai liom beInu µei
lecled, lle Voll caiiIes aiound a uasolIne
enuIne llal luins a ueneialoi lo make juIce
loi lle elecliIc moloi wlen lle balleiIes
slail lo µelei oul. All ollei lvbiIds llal
aie cuiienllv loi sale aie diIven µiImaiIlv
49
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Recharging the lithium-
ion battery pack can
take up to eight hours,
but with the optional
240-volt charging
system provided by GM,
charge times will drop
to about three hours.
A full charge of the 16-
kilowatt-hour battery
will cost about $2 and
provide a range of 40
miles. After its life in
the Volt, the battery will
still be able to store 12
kilowatt-hours of juice,
and GM envisions the
battery being used as
an electricity storage
device for the home or
by utility companies.
50
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2009
VEHICLE TYPE: front-motor, front-wheel-drive,
4-passenger, 5-door hatchback
ESTIMATED BASE PRICE: $40,000
MOTOR TYPE: AC permanent-magnet electric motor,
149 hp, 273 lb-ft
GENERATOR: DOHC 16-valve 1.4-liter inline-4 gas
engine, 100 hp (est), 90 lb-ft (est)
TRANSMISSION: 1-speed direct drive
DIMENSIONS:
Wheelbase: 105.7 in Length: 178.1 in
Width: 70.4 in Height: 56.3 in
Curb weight: 3500 lb
PERFORMANCE (C/D EST):
Zero to 60 mph . . . . . . . . . . . . . . . . . . . . . . . . . 8.5 sec
Standing ¼-mile . . . . . . . . . . . . . . . . . . . . . . . 16.8 sec
Top speed (governor limited) . . . . . . . . . . . . . 100 mph
bv uasolIne enuInes and, al besl, use lleIi elecliIc molois lo
µioµel lle cai onlv biIellv.
Oui diIve ol lle Voll µiololvµe was iesliIcled lo elecliIc
onlv oµeialIon, wlIcl GM savs lle Voll can do loi uµ lo 40
mIles. WIll lle uas enuIne swIlcled oll, lle elecliIcIlv lo
µowei lle 149lµ moloi comes liom lle Vollμs massIve 10
kIlowallloui (kWl) lIllIumIon balleiv µack. Made uµ ol 400
oi so FoµTail¬sIze cells, lle sIxloollonu, 400µound balleiv
µack sIls beneall lle Vollμs cenlei lunnel and biancles oul
undei lle ieai seals. UnollIcIal eslImales µul lle cosl al aboul
810,000 µei µack. Eiom InsIde lle cai, lle lIul cenlei lunnel
uIves lle lionlwleeldiIve Voll lle aµµeaiance ol a ieaidiIve
cai and luins lle back seal Inlo lwo buckels.
Healed and cooled lo keeµ Il al an oµlImum lemµeialuie,
lle balleiv µack seems lo be liealed wIll moie concein llan
Clevv exµiessed loi Clevelle owneis. Tle µuiµose ol lle
µamµeiInu Is lo µiovIde lle Vollμs balleiv wIll a lIle sµan ol
al leasl 10 veais oi 150,000 mIles. Allei Ils lIle In lle Voll, lle
balleiv wIll slIll be able lo lold 12 kWl, and GM envIsIons
llal lle iemoved µack could be used loi veais as an Inlome
eneiuvsloiaue devIce oi bv ulIlIlv comµanIes lo sloie wInd
oi solai eneiuv.
Because usInu uµ all lle µowei Is deliImenlal lo a µackμs
oveiall lIle sµan, lle Voll makes use ol onlv lall ol lle bal
leivμs 10kWl caµacIlv. Tle lIle sµan Is also lliealened bv
lullv claiuInu lle balleiv, so lle Vollμs µack sµends Ils lIme
belween 80µeicenl and 30µeicenl caµacIlv. ClaiuInu lle bal
leiv µack lakes sIx lo seven louis wIll a louselold 110voll
oullel: GM wIll ollei cuslomeis a 240voll claiuInu slalIon
llal wIll ieduce lle lIme lo lwo lo lliee louis.
Undei balleiv µowei, lle elecliIc moloi leels slionuei
llan Ils 149 loiseµowei would suuueslGM Is laiuelInu a
0lo00 lIme ol 8.5 seconds, wlIcl seems iealIslIc. Buiv lle
iIull µedal liom a slandslIll, and all 273 µoundleel ol loique
modesllv clIiµ lle lionl lIies. Keeµ Il llooied, and lle sInule
sµeed liansmIssIon µiovIdes seamless acceleialIon akIn lo a
conlInuouslv vaiIable liansmIssIon. Bul unlIke a CVT oµeial
Inu wIll a uas enuIne al lull wlack, lle elecliIc moloi baielv
emIls a wlIi. Wlen ciuIsInu al 45 mµl, lle Voll µiololvµe,
desµIle Ils neailv sIlenl elecliIc moloi, Isnμl mucl quIelei
llan a uasµoweied caia leslamenl lo low quIel modein
enuInes iunnInu al low iµm lave become.
Wlal Is uncleai al lle momenl Is low lle Voll wIll belave
and wlen exacllv Il wIll uo Inlo Ils socalled ¨ianueexlend
51
A special thanks to the Cranbrook Educational Community for photo locations.
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T
rundling along under
the Chevy Volt’s elec-
tric power, it’s hard
not to be reminded of GM’s
last foray into the electric-car
arena: the lozenge-shaped,
two-seat EV1. For three years
starting in 1996, GM offered
a select few California and
Arizona residents three-
year/30,000-mile leases on
just over a thousand EV1s,
at prices that started at $477
per month (select customers
were offered two-year exten-
sions). When the EV1 leases
came due, GM collected all
the experimental cars and
had most of them crushed
to avoid liability issues and
parts-availability regulations.
So why did GM give up
on its big experiment? The
EV1’s high cost and low
demand got the blame. GM
based the leases on an initial
vehicle price of $33,995.
Estimates put the actual cost
of an EV1 between $80,000
and $100,000. More cynical
observers believe GM saw
no future in electric cars
and was merely going
through the motions and
that the EV1 demonstrated
precisely why electrics
had no future. Meanwhile,
conspiracy theorists blame
oil companies for wiping out
the electric car. —TQ
Inu mode¨wlen lle balleiv iuns low enouul lo iequIie lle
uasolIne enuIne lo kIck on lo make elecliIcIlv. WIll lle Voll allow
lle diIvei lo dIµ below lle 30µeicenl llieslold Il lle cai Is close
lo a claiuInu slalIon° WIll lle diIvei be able lo lIl a bullon lo
uo llal exlia mIle undei balleiv µowei° ¨We lavenμl lInalIzed
µlans loi low all llal Is exacllv uoInu lo oµeiale,¨ Voll velIcle
lIne dIiecloi Tonv Fosawalz lells us. Wlal Fosawalz does know
Is llal diIvei conliol ol lle liansIlIon wonμl be avaIlable In lle
lIisl veisIon: ¨Tle 1.2 veisIon wIll lave some InleieslInu llInus
llal µeoµle wIll lIke. Veiv mucl lIke low an IFlone las dIlleienl
aµµlIcalIons llal come oul all lle lIme.¨
Once lle uas enuIne Is on, lle Voll wIll uo as lai as an addIlIonal
300 mIles. Bul lle elecliIc moloi Is lImIled lo lle oulµul µiovIded
bv lle 1.4lIlei louicvlIndei enuIne neslled undei lle lood nexl
lo lle elecliIc moloi. Tle enuIne Is nol used lo claiue lle bal
leiv: all ol lle elecliIcIlv lle uas enuIne cieales uoes dIiecllv lo
lle elecliIc moloi lo diIve lle cai. Il lle uas enuIne Is luinInu
2500 iµm and makInu 30 loiseµowei, lle elecliIc moloi wIll be
lImIled lo llal amounl ol µowei.
Weμie uuessInu lle 1.4lIlei enuIne wIll be uood loi aboul 100
loiseµowei, wlIcl means llal once lle balleiv Is deµleled, lle
Voll wIll uo liom a 149lµ clIµµei lo a 100lµ weaklInu. And,
slould vou wanl llal 100 loiseµowei, lle 1.4lIlei enuIne wIll
lave lo iev lo Ils µowei µeak, lIkelv ovei 0000 iµm, and lold llal
iµm unlIl less µowei Is needed. Tle Voll wIll be quIckei as an
elecliIc llan wlen Ilμs buinInu uas, a cleai IncenlIve lo keeµ Il
µluuued In as ollen as µossIble.
Unable lo exµeiImenl wIll llose µioµosIlIons duiInu oui lesl
diIve, we asked Fosawalz low lle exµeiIence wIll clanue once
lle balleiv Is deµleled and lle uas enuIne luins on. ¨Tle woik
beInu done bv lle develoµmenl uuvs as we sµeak Is lo cieale a
uenlle lealleiInu ol lle iµm. So vou donμl even nolIce llal lle
enuIne kIcks In,¨ le saId. ¨You mIull uel Inlo a µosIlIon, undei
an exlieme uiade oi lIll clImb, wleie lle enuIne iµm wIll be
µiellv loudiunnInu µiellv laid. Al a ceilaIn µoInl In lIme,
llal iµm wIll be ielalIvelv unµleasanl. TlIs Is lle clallenue ol
dIlleienl ioad loads: How can we keeµ lle NVH ieasonable loi
a cuslomei°¨
Also uncleai Is low lle EFA wIll iale lle Vollμs luel economv.
Tle µioblem Is llal lle Voll can acl as an elecliIc cai loi uµ lo 40
mIles al a lIme, bul Il can also iun on uas lIke a convenlIonal cai
does. GM belIeves llal 80 µeicenl ol lle µublIc diIves less llan 40
mIles µei dav, wlIcl, In lle Voll, could be done wIlloul buinInu
a dioµ ol uas. Il llalμs ueneiallv lle case, wlal wIll lle wIndow
slIckei lIsl as lle caiμs luel economv° Zeio° InlInIlv°
Ilμs cleai lle Voll Is a woik In µiouiess, bul Fosawalz assuies us
llal lle cai Is slIll on laiuel loi a Novembei 2010 onsale dale. Less
cleai Is wlal lle Voll wIll cosl. Alllouul Ilμs buIll on a modIlIed
veisIon ol lle uµcomInu Clevv Ciuzeμs ulobal smallcai aiclIlec
luie, lle Voll wIll be lome lo a lol ol exµensIve leclnolouv and
EV LOST
DIDN’T THESE GUYS ALREADY KILL
THE ELECTRIC CAR?
wIll slaie lIllle wIll ollei GM cais. GM lasnμl announced wlal
lle Voll mIull cosl, bul a base µiIce ol aboul 840,000 Is exµecled.
SollenInu lle blow Is a lax ciedIl ol 87500.
SIxlv veais liom now, diIveis wIll know low GMμs advenluie
wIll lle Voll luined oul. Wlal we know now Is llal GM canμl
alloid lo be wionu. L
The Volt will be built on
GM’s global small-car
architecture, modified
to accept the T-shaped,
six-foot-long, 400-
pound, lithium-ion
battery pack. Up front,
the engine bay houses
a 1.4-liter gasoline
powerplant and the
149-hp electric motor
that drives the Volt.
52
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2011 DODGE CIRCUIT EV
WHAT DO YOU CALL A LOTUS EUROPA
WITH 600 POUNDS OF BATTERIES? STILL FUN.
BY DAVE VANDERWERP PHOTOGRAPHY BY TOM DREW
Automakers aren’t usually receptive
to the idea of us driving their
concept cars, as most of these are little
more than million-dollar auto-show
paperweights that may not even move
under their own power. The case of the
Dodge Circuit EV, however, is different.
Lou Rhodes, president of Chrysler’s
electric-car ENVI division, had no qualms
about giving us the first chance to wring
the neck of this electric-powered sports
car on a road course—the 1.7-mile
handling loop at the company’s proving
ground in Chelsea, Michigan.
Shown last fall for the first time, the
Circuit is a not-sold-here Lotus Europa
(itself a slightly swollen version of the
Elise) that’s had its powertrain replaced
with a 268-hp, 295-lb-ft electric motor
and a large, 35-kilowatt-hour lithium-ion
battery pack. Comparisons with the Lotus
Elise–based Tesla roadster are inevitable.
When looking for a place to dock a
600-pound battery pack, a front-engine
platform is all wrong from the perspective
of weight distribution. And finding a mid-
engine chassis from a manufacturer that
will entertain inquiries for low-volume
orders quickly trims the options down to
one: Lotus. Its lightweight Elise and Exige
S sports cars provide a tiny annual sales
footprint in the U.S. (less than 2000 units),
but the company is set to expand with its
larger, more passenger-friendly Evora [see
page 110].
Rhodes touts the versatility of electric
powertrains: A lower-power version of the
Circuit’s motor can be shared with various
other mainstream vehicles such as the
Chrysler Town & Country minivan and the
Jeep Wrangler and Patriot; the company
has well-sorted running prototypes of
each. While the Circuit is battery-only, the
other variants are of the range-extended
electric variety, as in Chevy’s Volt, which
is powered by an electric motor but has a
gas engine onboard to generate electricity
if needed, which prevents occupants from
being marooned when the juice runs out.
Electric motors are very efficient (92
percent or so, compared with gasoline
engines, at 30 percent), and depending
on the specifics of exactly how the EPA
will rate electric vehicles in the future,
the Circuit will likely achieve an energy-
equivalent fuel-economy rating of well
over 100 mpg.
Aside from cost, downsides include
lack of energy storage (the massive
battery pack holds fewer kilowatt-hours
54
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2009
than can be extracted from a single
gallon of gas) and, therefore, range. With
just a claimed 150 miles between time-
consuming recharges—90 minutes to 12
hours, depending on the power source—
the Circuit likely won’t be your only car.
But the dexterity required to slither over
the wide doorsills and into the Circuit’s
low-flying cabin that’s tight for two pretty
much dictates the limited appeal of the
thing anyway.
Fortunately, it’s still an enthusiast’s feast
from behind the wheel, starting with the
delectably precise unassisted steering that
conveys every road nuance. But the heavy
battery pack and electric bits skew the
weight bias even more to the rear, making
the front end noticeably light under power,
which further exacerbates the Dodge’s
tendency toward understeer. And there’s
no disguising the hundreds of pounds
of additional weight; the Circuit has
considerably more body roll than an Elise.
So what does 295 pound-feet of instant
torque feel like in a 2650-pound sports
car? Well, the current software tuning
conservatively metes out only a portion
of the maximum at launch so as not to
allow any wheelspin. Power oversteer is
also verboten at the moment, although we
sincerely hope that a production version
would let the driver decide whether to
melt the tires. As with our women, we
prefer that a powerful sports car be able to
frighten us from time to time.
Whacking the power pedal once the car
is up to speed, however, delivers a realistic
rendition of a gut-contorting sucker punch.
The Circuit pulls strongly well past 60
mph, but as triple digits approach, the lack
of gears causes acceleration to taper off
far more dramatically than in a traditional
sports car. Reaching 60 mph takes a
claimed 4.7 seconds, although Rhodes
WARNING: HIGH CURRENT
The gauge on the lef (above) shows amps,
which may become a source of bragging for
the next generation. Four hundred amps course
through the Dodge during hard acceleration,
and as many as 200 flow under regeneration,
so fiddling with those wires (above right)
is not recommended.
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VEHICLE TYPE: mid-motor, rear-wheel-drive, 2-
passenger, 2-door coupe
ESTIMATED BASE PRICE: $85,000
MOTOR TYPE: DC permanent-magnet electric motor
Power (SAE net) . . . . . . . 268 bhp @ 5500 rpm
Torque (SAE net) . . . . . . . . . 295 lb-ft @ 0 rpm
TRANSMISSION: 1-speed direct drive
DIMENSIONS:
Wheelbase: 91.7 in Length: 153.5 in
Width: 67.5 in Height: 45.3 in
Curb weight: 2650 lb
PERFORMANCE (MFR’S EST):
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.7 sec
Standing ¼-mile . . . . . . . . . . . . . . . . . 13.0 sec
Top speed (redline limited) . . . . . . . . . 119 mph
says that will likely improve by half a
second. Another bonus is that the Dodge’s
liquid-cooled motor enables consistent
power output, which one-ups the quick-
to-overheat air-cooled unit of the Tesla
roadster.
We’re glad to report that electrics dilute
the fun factor far less than hybrids do. First
off, battery regeneration while decelerating
is dictated solely by throttle position
instead of brake application in the Dodge,
so unlike hybrids, brake-pedal feel remains
firm and unpolluted. And the power
delivery is linear and predictable, unlike the
annoying surging and high-rpm droning
that happens in CVT-equipped hybrids.
The only indication that the Circuit we
drove wasn’t quite production ready was
some light tire-to-fender rubbing during
maximum-honk cornering situations. And
neither the lack of a wailing engine nor a
shifter with which to exploit it diminished
the enjoyment or satisfaction of turning a
quick lap. Perhaps daydreams of the next
generation will adapt to include the high-
pitched shriek of an electric motor up near
its 13,500-rpm redline.
Will they build it? Officially, Chrysler says
it is committed to electric vehicles and will
launch a single model next year. But the
evidence overwhelmingly suggests that
Chrysler is planning to produce the Circuit.
Rhodes let slip word of prototypes in
Michigan, Arizona, and the U.K. If this were
simply a corporate promotion, there would
be no need to spend oodles on prototypes
scattered around the world. He also has a
well-thought-out production plan, where,
just like Tesla’s roadster, the Circuit would
be produced at the Lotus factory and
then be shipped to a factory in the U.S. for
installation of the electric components.
If Chrysler squeaks through its financial
mess, plan on living with the irony of this
dainty, 100-mpg apex clipper following
up Dodge’s other sports car, the brutish,
politically incorrect Viper. Rhodes says
Chrysler is eventually planning to sell
100,000 electric vehicles per year
(spread over numerous platforms),
which should drive down the cost of the
electric components—such as the hugely
expensive $25,000-plus battery pack—and
enable the Circuit to be priced “tens of
thousands less” than the $110,950 Tesla
sports car.
The way we see it, it doesn’t much
matter whether they’re powered by
batteries or bee stings—the more pure-
driving Lotus-based vehicles inhabiting
our roads, the better. Start lobbying
your local track now for a high-powered
charging source. L
An EV sounds as thrilling
as an electric toothbrush
and roughly as powerful.
But Lotus is developing EVs
and hybrid sound systems
that can rattle eardrums
like a V-8–powered car, not
chiefly for driving pleasure
but for pedestrian safety. With
European and U.S. legislators
considering minimum noise
standards for EVs, Lotus sees a
potential market for its “external
electronic sound synthesis”
technology.
The idea grew out of close
calls at the Lotus facility
in Hethel, England, where
workers were nearly clipped
by Teslas. Lotus held listening
sessions with blind subjects,
who said an EV’s sound
needed to grow in volume
and frequency with vehicle
speed for people to be able to
judge its approach distance.
In a Toyota Prius demonstrator,
a waterproof, front-mounted
speaker and amplifier draw
from realistic engine sounds
(when in electric-only mode)
that correspond to speed and
throttle position. When the
Prius’s gas engine fires up,
the broadcast shuts down. To
trim noise pollution, sound is
projected in a low, narrow field
that’s only audible to people in
the car’s path.
Lotus testing revealed
that EV prospects don’t want
a traditional stoplight snarl
but prefer a more futuristic
note. “We came up with this
spaceship-y, Star Trek warble,”
says Colin Peachey, Lotus’s
chief engineer for noise,
vibration, and harshness. But
the company has developed a
library of internal-combustion
classics—from smooth-jazz
Porsche to thrash-metal
Mustang—that can also be
piped through the audio
system.
But isn’t an Enzo-tuned EV
the equivalent of a lip-synching
Milli Vanilli? On the contrary,
Peachey says. Good engine
sounds not only keep drivers
involved and alert but subdue
tire drone, wind noise, and
other annoying frequencies.
Lotus will roll out the
technology on electric delivery
vehicles for a U.K. supermarket
chain. It envisions applications
ranging from filling in the
sound of a deactivated cylinder
to making aftermarket devices
for tuner-car fans.
—Lawrence Ulrich
SOUNDS FOR SILENCE
MAKING EVs HEARD.
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WATCH HIGH-PERFORMANCE
HOT LAPS—IN NEAR SILENCE.
FOR MORE
CARANDDRI VER

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T
le EIskei Kaima µluuIn
lvbiId Is an InliIuuInu
velIcle. Il Is slunnInulv
beaulIlul and comes wIll a losl
ol comµellInu leclnolouIes, vel
llIs 402lµ, 125mµl luxuiIous
sµoils sedan wIll be µiIced
al 887,900 wlen Il aiiIves
eailv nexl veai, well below
lle less µiaclIcaland mucl
ballvlooed8110,950 Tesla
elecliIc ioadslei. Bul HeniIk
EIskei belIeves lle ieason lIs
new comµanv wIll succeed
uoes luillei llan lle Kaimaμs
leclnolouv. EIskei AulomolIve
wIll use a busIness model llal
dIlleis liom lle aulo Induslivμs
loimula ol lle µasl 100 veais oi
so, wleiebv eveiv newmodel
µiouiam now cosls bIllIons ol
dollais. ¨To buIld a cai lle old
wav,¨ savs EIskei, ¨lle venluie
caµIlalIsls wouldnμl µul lle
monev In because llev wanl a
quIck ieluin. We wanled lo µul
all lle monev we iaIsed Inlo
µioducl develoµmenl iallei llan
buIldInu a lacloiv.¨
So, EIskei Is nol uoInu lo
buIld lle caille comµanv wIll
oulsouice llal job lo Valmel
AulomolIve, a EInnIsl lIim llal
cuiienllv assembles lle Boxslei and Cavman loi
Foiscle. Laiue µails ol lle cai, sucl as lle InleiIoi
and lle uasolIne enuIne, wIll also be oulsouiced lo
comµanIes sucl as Mauna and Geneial Molois.
EIskeiμs enuIneeiInu cenlei In FonlIac, MIclIuan,
las a lonu, oµen ioom llal looks lIke lle cube laim ol
manv an AmeiIcan woikµlace. Some 175 enuIneeis
lewei llan 100 ol wlom aie EIskei emµlovees: lle
iesl woik loi suµµlIeisaie addiessInu eveiv asµecl
ol lle desIun and manulacluiInu ol lle Kaima In a
sInule µlace, wlIcl EIskei savs wIll aId lle decIsIon
makInu µiocess.
¨Tleie aie lols ol uood suµµlIeis oul lleie,¨ savs
EIskei, ¨and we lave Involved llem eailIei In lle
develoµmenl µiouiam llan Is lvµIcal. We donμl need
llem 100 µeicenl ol lle lIme In all ol lleIi caµacIlv,
wlIcl allows us lo lave a lowei level ol oveilead
llan vou lvµIcallv lave In a cai comµanv.¨
Unusual loi lle CEO ol a cai comµanv, EIskei Isnμl
a lInancIal uuv oi an enuIneei bul a desIunei. HIs
20veai caieei las Included slInls al BMW, Eoid, and
Aslon MailIn, and lIs iesume Includes uems sucl
as lle BMW Z8 and lle Aslon MailIn V8 Vanlaue.
Allei leavInu Aslon In 2004, EIskei and COO
Beinlaid Koellei, anollei loimei BMW desIunei,
sel uµ EIskei CoaclbuIld, wleie llev iebodIed
MeicedesBenz SLs and 0seiIes BMWs.
In Seµlembei 2007, EIskei CoaclbuIld joIned
wIll Ouanlum TeclnolouIes, a comµanv In IivIne,
CalIloinIa, lo loim EIskei AulomolIve, sµecIlIcallv
lo desIun and buIld a µluuIn lvbiId. Ouanlum
sµecIalIzes In alleinalIve diIveliaIns, nolablv a µluu
In lvbiId mIlIlaiv velIcle buIll loi lle U.S. Aimv.
THE GREENING OF THE AUTOMOBILE REPRESENTS A CHANCE
FOR ENTREPRENEURS TO REINVENT THE CAR BUSINESS.
OR AT LEAST THAT’S WHAT HENRIK FISKER HOPES.
MR. FISKER’S
GOOD KARMA
BY MARK GILLIES
PHOTOGRAPHY BY KEVIN WING
59
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2009
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BIG TORQUE
Two electric motors
shove a fiendish
960 pound-feet of
torque through a
differential and to
the rear wheels.
Traction and stability
control are standard.
NO SHIFTING
With this much torque,
the Karma uses a single-
ratio transmission, which
compromises 0-to-60-mph
acceleration and top
speed, for a claimed 5.8
seconds and 125 mph.
BATTERIES PLUS
A lithium-ion battery pack
is housed in what would
be the transmission tunnel.
The Karma has a claimed
range of 50 miles on
batteries alone.
LIGHT AND SIMPLE
The Karma is
underpinned by an
aluminum space frame
that uses extrusions
and castings.
SERIOUS STOPPERS
The brake discs and calipers
are the same as the super-
performing Cadillac CTS-V’s,
sourced from Brembo.
GM’S HELPING HAND
The 2.0-liter, direct-
injection turbo four-
cylinder Ecotec engine
makes 260 horses and
kicks in to power a
generator that feeds the
electric motors.
SPORTS-CAR
SUSPENSION
The Karma has control
arms at the front and
a multilink layout at
the back, developed in
conjunction with ZF.
SOLAR POWER
An eco-chic, full-length
solar roof is an option
and provides a small
amount of power (120
watts) to charge the
batteries and ventilate
the interior of the car
while it’s parked.
AccoidInu lo EIskei, Ouanlum sloµµed
lle mIlIlaiv velIcleμs leclnolouv lo a num
bei ol cai comµanIes, bul lle lacl llal Il
wouldnμl µackaue In anv cuiienl velIcle
aiclIlecluie meanl no one was wIllInu lo
bIle. And llalμs wlv lle Kaima las been
desIuned liom lle uiound uµ aiound lle
diIveliaIn. Tle iesullanl sedan was slown
al lle 2008 DelioIl aulo slow.
EIskei belIeves leivenllv llal lle elec
liIc µoweiliaIn ol lle luluie wIll Include
a uas enuIne lo allevIale lle ianue and
ieclaiuInulIme Issues ol µuie elecliIcs.
Tle Kaimaμs leclnolouv Is essenlIallv lle
same as In GMμs Voll: Tle Kaima las a 50
mIle ianue on elecliIconlv µowei, wlIcl
coveis lle needs ol manv moloiIslsμ daIlv
commules, and 250 moie mIles aie µiovIded
bv a uasolIne enuIne llal acls as a ueneia
loi. Anv excess eneiuv µioduced bv lle uas
enuIne, as well as liom ieueneialIve biak
Inu, Is senl lo lle balleiv.
Ilμs one llInu lo desIun a cai and µio
duce a lullsIze mockuµ. Ilμs quIle anollei
lo come uµ wIll lle lundInu lo buIld Il In
seiIous volumes. EIskei µlans lo buIld 15,000
Kaimas a veai, an ambIlIous uoal consId
eiInu lle caiμs µiIce. He exµecls lo luin
a µiolIl once 5000 lave been sold lliouul
uµscale cai dealeislIµs: Moie llan 30 deal
eis lave sIuned uµ so lai.
Tle comµanv savs Il las iaIsed aboul
8200 mIllIon In woikInu caµIlal. Tle monev
las come liom loui souices: Falo Allo Inves
lois, a SIlIcon Vallev asselmanauemenl
comµanv: KleInei FeikIns CaulIeld & Bveis,
lle venluiecaµIlal comµanv belInd manv
ol lle lecl Induslivμs mosl successlul slail
uµs, IncludInu Gooule: lle Oalai Inveslmenl
AulloiIlv, lle assel lund loi lle oIliIcl
FeisIan Gull slale: and EcoDiIve CaµIlal
Failneis, a EuioµeanAmeiIcan Inveslmenl
consoilIum based In New Yoik, wlIcl µul
In 885 mIllIon.
EIskei belIeves lIs model lIls lle clanu
Inu naluie ol lle aulo Indusliv: ¨You wIll
need lo allei velIcles laslei because lle
leclnolouv Is clanuInu so iaµIdlv. In lle
µasl, an aulomakei wenl seven oi eIull
veais on a model cvcle, wIll a ieliesl
lallwav lliouul. Bul lle µace ol balleiv
develoµmenl means llev could well be lall
lle sIze llev aie now In a veiv sloil lIme
µeiIod.¨
Anollei advanlaue EIskei savs lIs com
µanv µossesses Is llal Ilμs lean and locused.
In addIlIon lo lle 175 enuIneeis (¨and one
ieceµlIonIsl¨) In MIclIuan undei lle dIiec
lIon ol Tlomas EiIlz, loimeilv an enuIneei
loi BMW and Mauna, lleie aie 30 moie
emµlovees al lle leadquaileis In IivIne,
ol wlom lall aie develoµmenl enuIneeis
and desIuneis, wIll lle iesl In maikelInu,
lInance, and suµµoil. ¨We deleuale decIsIons
mucl laillei down lle lood claIn and lave
laken some calculaled iIsks bv ieleasInu
µails veiv eailv, ielvInu on comµulei valI
dalIon. Weμie lle onlv cai comµanv In lle
woild llal doesnμl lave a µioduclµlannInu
deµailmenl, loo, because all lle loµ µeoµle
leie know wlal lle µioducl slould be.¨
He maInlaIns llal Il cosls mosl majoi cai
comµanIes 8100 mIllIon and 12 monlls lo
ielioaclIvelv Imµlemenl clanues liom locus
uiouµs.
FioduclIon ol lle Kaima Is scleduled lo
beuIn lowaid lle end ol lle veai, wIll delIv
eiIes slailInu In lle lIisl quailei ol 2010.
Tlal means EIskei wIll lIkelv beal GM lo
lle maikel wIll llIs new and µiomIsInu
elecliIclvbiId leclnolouv. L
FISKER BELIEVES FERVENTLY THAT THE ELECTRIC
POWERTRAIN OF THE FUTURE WILL INCLUDE
A GAS ENGINE TO ALLEVIATE THE RANGE AND
RECHARGING-TIME ISSUES OF PURE ELECTRICS.
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For tips and tricks, visit aa-ownercenter.com
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AUG
2009
Il Mi. Keiouac was iIull and lle ioad
Is lIle, llen lle MInI E Is leailbieak.
Tle 3250µound elecliIc cai uoes lImµ allei
jusl 100 mIles, and Il wIll uo onlv llal lai Il
vou diIve Il sµaiInulv. Tlalμs almosl (bul
nol quIle) lle dIslance liom one end ol Los
Anueles Counlv lo lle ollei.
Il vou lIve In lle MIdwesl, lle MInI E
wIll nevei see lle oceans. Il vou lIve In
Albuqueique, Ilμll nevei leave New MexIco.
Il vou lIve In New Yoik CIlv, Ilμll exµIie
jusl slv ol Lonu Islandμs easlein lIµ. Il
MINI E
A MINI RANGE, TOO.
BY AARON ROBINSON
PHOTOGRAPHY BY
MORGAN SEGAL
canμl ioam lle ¨iaw land llal iolls In one
unbelIevable luue bulue¨ as ollei cais can
wlenevei lleIi owneis leel lleIi Innei
Keiouac comInu on.
Suie, vou can ieclaiue Il. EIuuie lliee
louis wIll lle Included 240voll!48amµ
lIullnInu box llal musl be sµecIallv wIied
Inlo voui uaiaue. Oi 24 louis on a ieuulai
110voll!12amµ wall µluu. Youμll wanl lo
slav close lo lome.
Tle oneveailease conliacl al lle slu
µelvInu sum ol 8850 µei monll (Insuiance
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2:12
3 HOURS WITH THE MINI E
LATE, AS USUAL, TO PICK UP THE MINI E. TO IN-N-OUT, TO BUY A FAT BURGER. GOBBLE-GOBBLE, THE CLOCK’S TICKING.
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Included) Is jusl a ¨µIlol µiojecl,¨ accoidInu
lo lle caiμs makei. Allei lle veai, all llese
elecliIc MInIs musl be ieluined. In lle
scanl lew louis we weie uIven lo suck lle
maiiow oul ol a MInI E, we liIed lo sImu
lale lle lIkelv ownei exµeiIence wIll an
ecleclIc Il iallei localIzed iound ol eiiand
iunnInu. Slulled kudu leads, anvone°
A MInI E slails lIle as a slandaid
MInI al lle comµanvμs µlanl In Oxloid,
Enuland. Eiom lleie, Ilμs slIµµed, sans
enuIne, lo µioµiIeloi BMWμs leadquaileis
In MunIcl, Geimanv, wleie llIs iIde Is
µImµed wIll a 201lµ AC elecliIc moloi, a
DCloAC conveilei, an onboaid ieclaiuei,
and µoweiconliol eleclionIcs localed In
lle uoldanodIzed box vou see uµon oµen
Inu lle lood. All ol Il Is aIicooled.
Tle MInI E also uels a 573µound bal
leiv µack wIll 5088 lIllIumIon cells llal
look slIulllv laiuei llan AA balleiIes. Tle
balleiv µack, also cooled bv a uuslv blowei,
Fuel door opens to reveal
the juice socket (lef).
Forget a back seat (below).
Confusingly, analog charge
meter (below, center)
reads “ready” even at zero.
Mysterious gold box holds
trick electronics (far lef).
63
iesIdes wleie lle back seals once dIdand
wleie mosl ol lle caiuo was once sloied.
Eood beInu lle lIisl Ilem ol suivIval, a
doubledouble anImalslvle cleesebuiuei
al InNOul was oui lIisl µuiclase. Allei a
neailv sIlenl laµ aiound lle diIvelliouul,
we wlIsµeied Inlo lle neIulboiInu vIl
laue ol CamaiIllo, CalIloinIa, lookInu loi
baiuaIns.
Al lle Anuleiμs Den, somellInu called
lle Robowoim was iunnInu 83.50 a bau,
wlIle a buckel ol New EIslall ClumbasI
callv a liozen, lIveuallon block ol uiound
uµ mackeiel enliaIlsiuns 840. Bul weμd
alieadv lad luncl. Nexl dooi al CamaiIllo
Slooleis Suµµlv, µioµiIeloi Scoll Lud
wIu, an μ07 Cooµei S ownei lImsell, saId
le would DPOTJEFS sellInu us lIs µiIzed
slulled ZImbabwean kudu buck loi 82000
Il we could lIl Il Inlo lle cai. Tle balleiv
ciammed MInI E canμl lold a slulled SlIl
Tzu, mucl less a kudu, so we deµailed lIs
InleieslInu sloµ emµlvlanded.
AIi condIlIonInu, oneloucl elecliIc
wIndows, a CD µlaveilIle In lle MInI
E Isnμl mucl dIlleienl llan In anv ollei
MInI. Inslead ol lle columnmounled
laclomelei, an analou!dIuIlal combo melei
uIves claiue slale, dIslance iemaInInu,
balleivµack oulµul, and ollei vIlals.
We consIdeied vIlal a 1900s aimclaIi
ieuµlolsleied wIll a lloial iIol al WIndow
Box AnlIques. Owneis RandI Muiµlv and
Susan Naumann lave been sellInu ancIenl
uoods lleie loi 14 veais. Il MInI makes an
E SUV, weμll ieluin loi lle claIi. Wlen°
Sadlv, lle µsvclIc ieadei down lle slieel
was closed.
Mosl elecliIc cais µounce loiwaid on
lle Inslanl loique ol lleIi elecliIc molois,
bul lle MInI Eμs lliollle Is soll. Il moves
awav wIll a casual uaIl, lakInu an unlui
iIed 8.3 seconds lo lIl 00 mµl. Tle sleei
Inu Is slIll MInI quIck, bul lle E Is mosl
2:42 3:23
OUR KUDU DEBUT IS DOO-DOO. SIR, DON’T SQUEEZE THE AVOCADOS! NO ROOM FOR A BACK SEAT.
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2009
enllusIaslIc aboul sloµµInu.
To slielcl lle MInI Eμs ianue, Ils ieuen
eialIve biakInu (wlen lle moloi becomes a
ueneialoi) Is iIuued lIke a locomolIve dead
manμs swIlcl. Indeed, lle MInI E sloµs
liom 70 mµl In 180 leel usInu lle biake
µedal, 077 leel jusl bv lIllInu oll lle uas.
Eall asleeµ, and lle MInI E mav jusl µaik
Ilsell beloie leavInu lle ioadwav.
We naIled lle biakes wlen BoneDeeµ
Talloos came Inlo vIew. EInallv, a µuiclase
llal would lIl Inlo lle cai. A basIc lalloo
cosls 880, llouul a iendeiInu ol lle SIslIne
Claµel ceIlInu uoes loi 8100 an loui. Bodv
Ink ailIsl Ailuio Heinandez was vIsIlInu
liom Jaµan, wleie leμs luue, aµµaienllv.
He and ieuulai lalloo ailIsl DavId ¨Ciasl
RuslIc¨ Osei eved lle MInI E and lIuuied
lle llieeaiiow iecvclInu louo was oui
sµeed.
WIll a 25µeicenl claiue iemaInInu, lle
lowballeiv lIull came on, so we wlIzzed
back lo BMWμs lab. We lad diIven onlv
45 mIles, bul because ol some llouuInu,
weμd used uµ 08 mIles ol lle 89mIle ianue
µiojecled al oui jouinevμs slail, lle dasl
dIsµlav ievealed.
MInI las alieadv selecled lle 450 cus
lomeis wlo wIll ieceIve Es (50 cais wIll be
sel asIde loi leslInu and lleel woik). ClIel
enuIneei Anlon LesnIcai savs an allnew
EV on a dedIcaled µlalloim wIll aµµeai In
2013. Besl waIl lIll llen Il voui dlaima
buins loi an elecliIc MInI. L
NO MERE 9-VOLTS
HOW DO LAPTOP BATTERIES DIFFER
FROM THE ONES IN CARS?
I
t turns out that a hybrid-
vehicle battery is not just a
scaled-up version of what’s
powering your cell phone.
“Nobody expects to charge up
his phone after 10 years and
have it work,” says Ted Miller,
technical leader of Ford’s
Advanced Battery Technology.
Hybrid cars carry a 10-year
warranty on the battery, and
most of them are engineered
to last 15 years. This is a much
higher expectation than the
two years or so of a battery in a
typical hand-held device.
And this longevity is harder
to achieve: While the battery
for a typical laptop has six
cells, many hybrids have well
over 100. If a single cell goes
bad, the whole pack could fail.
Achieving long life requires
significant limits on the way a
battery is used, too. The Toyota
Prius and other hybrids run
a “charge-sustaining” cycle,
where the battery is never
charged above about 80
percent and never discharged
much below 50 percent. This is
easy on the battery—the most
expensive component in the
car—but the downside is that
you have to haul around more
battery than you ever use.
Cell phones and other
hand-helds use a “charge-
depleting” cycle in which you
charge the battery fully and
use most of what it’s got. This
plays hell on the battery, but if
the device will be obsolete in
two years anyway, go for it.
Such batteries are “energy”
batteries, optimized to be
big gas tanks supplying slow
and predictable usage rates.
Hybrids use “power” batteries
with relatively small energy
capacity that can serve up
short bursts of high output to
supplement the performance
of the gas engine. Plug-in
hybrids expected to have long
driving ranges on the battery
need a third type of battery
with some qualities from both
power and energy varieties.
GM’s EV1 launched in 1996
with a lead-acid battery of 16
kilowatt-hours (kWh) weighing
more than 1000 pounds.
Range was 55 to 75 miles. An
optimistic estimate of battery
life was four years.
Batteries have come far in
15 years. If we take at face
value GM’s promise of the
plug-in hybrid Chevy Volt
late next year, we are told it
will have a 16-kilowatt-hour
lithium-ion battery weighing
400 pounds, the same energy
capacity as the EV1’s lead-acid
battery at nearly one-third of its
weight.
To provide battery life—
lithium-ion really doesn’t like
deep discharges—GM says
the Volt will use only half the
battery’s 16 kWh; the EV1
used between half and three-
quarters.
Using only half of the energy
onboard presents a significant
cost and weight disadvantage.
If batteries run about $1000
per kWh, the Volt’s 400-pound,
$16,000 battery is lugging
around $8000 of dead weight.
You could buy a lot of laptops
and BlackBerries with that kind
of dough. —Patrick Bedard
GREEN INK
Arturo Hernandez holds down “Crash
Rustic,” a.k.a. David Oser, as he gets
branded as recyclable.
65
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VEHICLE TYPE: front-motor, front-wheel-
drive, 2-passenger, 3-door hatchback
PRICE AS TESTED: $850/month, 12-month
fixed-term lease
MOTOR TYPE: AC permanent-magnet electric
motor, 201 hp, 162 lb-ft
TRANSMISSION: 1-speed direct drive
DIMENSIONS:
Wheelbase: 97.1 in Length: 145.6 in
Width: 66.3 in Height: 55.4 in
Curb weight: 3250 lb
C/D TEST RESULTS:
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 8.3 sec
Zero to 90 mph . . . . . . . . . . . . . . . . . . 21.9 sec
Street start, 5–60 mph . . . . . . . . . . . . . 8.3 sec
Standing ¼-mile . . . . . . . . 16.5 sec @ 87 mph
Top speed (governor limited) . . . . . . . . 91 mph
Braking, 70–0 mph . . . . . . . . . . . . . . . . . 186 ft
©2009 MacNeil Automotive Products Limited
What Matters to You?
Today, America needs fresh leadership to lead us as a
nation out of this economic crisis. Leadership must
come not only from our political leaders but also
from the average citizen. The exporting of American
jobs is a trend that must be stopped and reversed.
When I walk into my local hardware store, I typically
find 85% of the goods for sale are manufactured
7,000 miles away. Recognizable American brands
have been forced by shortsighted management and
buyers at large national chains to build factories
overseas just to save a lousy $.50 on a tape measure.
To these ruthless buyers, it is all about the money.
Rarely are product quality, the political system,
human rights, animal rights and environmental costs
to the planet considered, not to mention the cost to
our society of exporting not only jobs, but an
entire factory!
At MacNeil Automotive, we are doing our part
for the American economy and for our 300 million
fellow citizens and neighbors. My philosophy is that
if my neighbor doesn’t have a job, sooner or later I
won’t have a job either. For example, we used to
have our All-Weather Floor Mats manufactured in
England by a company that used antiquated,
inefficient equipment. They made a decent floor
mat for us, but we thought we could build a better
floor mat for our customers using modern American
technology, American raw materials and skilled
American workers. So in 2007 we transferred all of
our floor mat manufacturing back to the United
States. Today, we build the best fitting, highest
quality automotive floor mats in the world, right
here in America.
Our machine shop is equipped with 17 CNC
machining centers including four 4 axis mills and one
5 axis mill that produce between 30 to 50 injection
and thermoforming molds per month. We have one
shift of highly skilled American Journeymen
toolmakers and apprentices, but our machines run
24 hours a day, 7 days a week. There is not a more
efficient tool and mold making operation in the
world - and guess what, it’s right here in America.
Specialists in Original Equipment and
Aftermarket Automotive Accessories
Furthermore, all of our CNC mills are manufactured
in Oxnard, CA by Haas. Our 1,000 ton injection
molding machines are made in Bolton, Ontario
of American and Canadian components. Our
thermoforming machinery is made in Carol Stream,
IL. The raw steel and aluminum billets which make
up our tooling are sourced from American steel and
aluminum mills such as Vista Metals in Fontana, CA.
The raw materials that make up our All-Weather
Floor Mats, FloorLiners, Cargo Liners and Mud
Flaps are manufactured in Bellevue OH, Arlington
TX, Wichita KS and Jasper TN. Our forklifts are
made in Columbus IN and Greene NY. Our
warehouse racking is manufactured in Tatamy PA.
At MacNeil Automotive, we are also very aware
of sustainability and our responsibility to the
environment. We are proactive in controlling waste
and recycling all of the unused raw materials
from the manufacture of our tooling and products
including: aluminum, steel, rubber, TPO, TPE,
paper and cardboard.
As you can see, we are as dedicated to designing,
developing and manufacturing the finest automotive
accessories for our consumer and OEM clients as
we are passionate about supporting the American
economy, preserving the American industrial
infrastructure, and keeping the “money” in our
family, a family of 300 million people from all
over America.
Life is simple; be good to your fellow man, be kind
to animals and the environment, and place building a
quality product, supporting your country and your
fellow American worker before profit. And, one last
thing - let’s all do our best to balance family time
with work time as our children are the future
of America.
Sincerely,
David MacNeil, Founder/CEO
dmacneil@macneil.com
©2009 MacNeil Automotive Products Limited
FloorLiner

Proudly Designed,
Engineered and Manufactured
in the USA
They work in the Summer too!
Keep the ice cream spills,
all of the dirt, mud,
sand , leaves and
whatever else you
drag in your car
this summer off
your carpet!
Accessories available for:
Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti •
Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan •
Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More!
DigitalFit

FloorLiner™
Specialists in Original Equipment and
Aftermarket Automotive Accessories 2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300
To Order:
800-441-6287
Mercedes-Benz E350
©2009 MacNeil Automotive Products Limited
All-Weather Floor Mats
Proudly Designed,
Engineered and Manufactured
in the USA
Accessories available for:
Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti •
Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan •
Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More!
We’ve been
protecting your
vehicles for over 20 years.
Still, the best mats for your car,
truck, SUV or minivan!
Specialists in Original Equipment and
Aftermarket Automotive Accessories 2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300
To Order:
800-441-6287
DigitalFit

Cargo Liners
How many more spills are going to trash
your car before you make the call!
Proudly Designed,
Engineered and Manufactured
in the USA
Toyota Sienna
*
We pay regular shipping within the 48 contiguous states, when shipped to the same address on additional sets of floor mats or a cargo liner when purchased in combination with a set of front floor mats; or additional sets of Side WindowDeflectors when purchased in combination with a front set of Side WindowDeflectors; or an additional ClearCover

; or an
additional PlateFrame

. WE GUARANTEE YOURSATISFACTION. If you are not satisfied with your order, call to return your unused product within 30 days for a complete refund, less shipping &packaging. Prices subject to change without notice.
Si de Wi ndow Def l ect or s
Get more fresh air
with the WeatherTech® Side
Window Deflectors!
Accessories available for:
Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti •
Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan •
Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More!
Applications to fit over 200 SUV’s, trucks,
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Easy-On

Stone & Bug Deflector
A stylish addition to your SUV, truck, minivan and some cars. Extremely
scratch-resistant, mounts easily to your vehicle without the need for
drilling. Helps
protect against
stone chips
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stains.
Sunroof Wi nd Def l ect or Cl ear Cover

2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300
WeatherTech.com
800-441- 6287
WeatherTech.com
800-441- 6287
Canadian customers please go to:
WeatherTechCanada.com
Specialists in Original Equipment and
Aftermarket Automotive Accessories
©2009 MacNeil Automotive Products Limited
Pet Barri er
The adjustable, expandable Pet Barrier, keeps pets safely in
the rear of your vehicle. Easily installs without tools or
drilling. Heavy-duty
5
⁄8" diameter telescopic tubing.
RackSack

MudFlap
Introducing, the WeatherTech
®
No-Drill MudFlap! Featuring the
Patent Pending QuickTurn™ hardened Stainless Steel fastening
system. The No-Drill MudFlap set literally “mounts-in-minutes


in most applications without the need for wheel/tire removal. Most
importantly - without the need for drilling into the vehicle’s fragile
painted metal surface! Contoured specifically for each application and
molded from a proprietary thermoplastic resin, the WeatherTech
®
No-Drill MudFlap will offer undeniable vehicle protection. Check for
our latest applications at weathertech.com; there are new
applications every month.
MudFlap
Select Applications Available Now!
License Plate Covers and
Frames available in many
styles and colors. Get more fresh air!
Make your vehicle larger!
Keep your pet safe!
Protect your vehicle!
Protect your vehicle!
AUG
2009
ROAD TEST 2010 JAGUAR XFR
74
AUG
2009 75
Aµµeaiances can be deceIvInu.
Jauuais aie loi old ueezeis,
aienμl llev° And llev delInIlelv
slouldnμl be sµendInu lIme on a dIil
oval, llal mosl downlome ol AmeiI
can aulomolIve µlavuiounds, slould
llev° Bul lle new XER mosl ceilaInlv
Isnμl loi lle AARF sel, and all llal
Il olleis canμl be exµloIled lullv on a
µaved µublIc ioad.
On lle suilace, Ilμs eleuanl and
ielIned. Yel Il also las 510 loiseµowei
caµable ol leaiInu lle laIl loose al a
lwIlcl ol lle slabIlIlvconliol bullon.
Ilμs a luuubiIous JamaIcan lasl bowlei
wloμs voui besl liIend unlIl le lakes
lo lle lIeld and liIes lo knock voui
lead oll.
To lesl oui lleoiv llal lle XER Is
ieallv an oldslvle muscle cai al leail,
we decIded lo lake Il lo Bullei Moloi
Sµeedwav, a llieeeIulllsmIle diIll
Inu nIivana neai OuIncv, MIclIuan.
As a µlavuiound loi laiue, oveiµow
eied V8 slock cais, Ilμs lle µeilecl
µlace±no coµs, onlv one conciele wall
lo lIl±lo wiInu oul anollei oveiµow
eied V8 sedan.
Now, Il mIull seem llal lakInu
llIs 880,000 sµoils sedan lo an oval
In lle wIlds ol MIclIuan Isnμl exacllv
ciIckel, bul llen, llal uame Is deceIv
Inu, loo. To lle oulsIdei, ciIckel Is a
sciewv EnulIsl uame wIll Imµenelia
ble iules, µlaved In bucolIc sellInus
bv µeisons diessed In wlIle slieel
clollInu. Belween jackiabbIl buisls
ol aclIvIlv, lleieμs no aclIon asIde liom
lle ealInu ol ciuslless cucumbei sand
wIcles and lle sIµµInu ol lea.
Bul undei llIs veneei ol uenlIlIlv,
ciIckel Is a vIcIous uame In wlIcl
bowleis (llevμie called µIlcleis In
baseball) liv lo maIm balsmen wIll
5.5ounce balls made ol comµiessed
leallei and coik and wool llal aie
luiled al uµ lo 90 mµl. Ilμs also a uame
In wlIcl ¨sleduInu¨ Is an ail loim.
(Examµle: A bowlei vells al a bals
man: ¨Wlv aie vou so lal°¨ Reloil:
¨Because eveiv lIme I make love lo
voui wIle, sle uIves me a bIscuIl.¨)
And lle sµeclalois on lle sIdelInes
wlo aie claµµInu and µiovIdInu vocal
loolnoles (bul nol loo loudlv) sucl as
¨Good slow!¨±well, llevμie diunk.
Wlv else would llev luin oul loi
davs on end, exceµl as an excuse lo
uo boozInu°
We weie alieadv µailIal lo lle XE,
THE HIGHS
Tremendous straight-line performance,
entertaining chassis, elegant styling.
THE LOWS
Hardly a bargain, overly complex
driver interface, a bit tight in back.
THE VERDICT
A hoon in cricket whites.
DRIVING A 510-HP JAG XFR ON A DIRT
TRACK IS JUST WRONG. SO HOW COME
IT FEELS SO RIGHT?
BY MARK GILLIES
PHOTOGRAPHY BY MARC URBANO
AUG
2009 76
wlIcl won a sµol on $BS BOE %SJWFSμs
10Besl lIsl loi 2009. Tlus lle R model ol
llIs Jauuai, wlIcl las moie µowei, moie
biake, and moie uiIµ, Is an aµµealInu
conceµl. To luin Il Inlo a comµelIloi loi
unlInued sedans sucl as lle CadIllac
CTS7 MeicedesBenz E03 AMG, and
BMW M5, Jauuai slailed wIll lle enuIne.
Alllouul lle 5.0lIlei suµeiclaiued V8
slaies lle same AJ V8 nomenclaluie as
lle 4.2lIlei enuIne llal caiiIes ovei In
lle base XE, lle onlv comµonenls llal aie
slaied aie lle valve laµµels and lle lead
bolls. Tle new block Is made ol lIulµies
suie dIecasl alumInum and Is 0.9 Incl
sloilei llan llal ol lle old 4.2 because lle
oIl µumµ Is now localed InsIde lle enuIne
iallei llan mounled exleinallv.
LIke lle old V8, Il las alumInum
leads and loui valves µei cvlIndei. Tle
new suµeiclaiuei Is an Ealon TVS (TwIn
VoilIces SeiIes) Roolslvµe unIl llal leeds
lliouul lwIn Inleicooleis and iuns a max
Imum ol 11.0 µounds ol boosl. Tle enuIneμs
mosl sIunIlIcanl new leclnolouv Is lle use
ol dIiecl luel InjeclIon, wlIcl allows lle
comµiessIon ialIo lo jumµ liom 9.1:1 lo
9.5:1. Tle numbeis llIs enuIne µioduces
aie bIu: 510 loiseµowei al 0000 iµm and
401 µoundleel ol loique al 2500 iµm.
Feilaµs lle mosl Imµoilanl diIvelIne
clanue Is an eleclionIcallv conliolled dIl
leienlIal llal uses an elecliIc moloi and a
balliamµ assemblv aclInu on a mullIµlale
clulcl µack. To besl delIvei lle µowei lo
lle uiound, lle dIll can be vaiIed liom
lullv oµen lo locked, deµendInu on a vaiI
elv ol µaiameleis.
Tle classIs uels a iall ol clanues. Jau
claIms lle sµiInu iales aie slIllei bv 30
µeicenl and lle anlIioll bais bv aboul 25
µeicenl. Tle R uels a sleeiInu iack llalμs
aboul 10 µeicenl quIckei llan lle slock
caiμs, µlus BIlsleIn conlInuouslv vaiIable
slocks. Tlev µiouiessIvelv allei damµInu
accoidInu lo veilIcal movemenl, µIlcl, and
ioll iale. Tleieμs also a dvnamIc mode llal
luillei slIllens lle damµInu and lolds lle
liansmIssIon In ueai, even al iedlIne, wlen
slIllInu manuallv.
SublImelookInu 20Incl wleels aie
slod wIll wIde, lowµiolIle Dunloµ SF
Sµoil Maxx iubbei, 255!35 In lionl and
285!30 oul back, lle same sIzes as lle oul
uoInu XE Suµeiclaiued modelμs. FeekInu
liom belInd lle alumInum wleels aie
15.0IncldIamelei lionl and 14.8Incl
AUG
2009
ROAD TEST
77
ieai venled dIsc biakes, an Incl laiuei uµ
lionl llan on lle XE Suµeiclaiued and
lwo Incles bIuuei al lle back. To demon
sliale Inlenl, lle bodvwoik uels a suIlablv
musculai uµuiade, wIll a mesl uiIlle,
quad exlausl lIµs, a liunklId sµoIlei, and
sculµled sIde skIils, bul lle oveiall ellecl
Is quIle undeislaled.
Tle InleiIoi decoileallei and wood
and wool, as EnulIsl as bad leellIs liesl
ened wIll laslelul alumInum mesl liIm
and an Alcanlaia leadlInei. Tle R uels
modelsµecIlIc sµoil seals wIll elecliIcallv
adjuslable sIde bolsleis llal aie mucl moie
suµµoilIve llan lle buckels In lle ieuulai
XE. SolluiaIn leallei Is slandaid.
OlleiwIse, lle InleiIoi Is vIiluallv Iden
lIcal lo lle slandaid XEμs. Lankv ieaiseal
iIdeis aienμl uoInu lo be laµµv wIll lleIi
PLAYING DIRTY
Sculpted sill skirts (opposite page) help diferentiate the XFR from the XF and
XF Premium models. Interior changes (above) include aluminum mesh trim
across the dashboard, new sport seats, and a smattering of “R” logos. Yes,
that’s a cricket bat and ball in the trunk, in case you were wondering.
allolmenl ol sµace, bul lleieμs decenl lead
and leuioom loi anvone sloilei llan 5lool
10. Tle InluiIalInu mullIlunclIon cenlial
louclscieen dIsµlav iemaIns: One needs
lo uo back and loill lliouul submenus lo
clanue lle sellInus, and llal uiows weaiI
some quIcklv.
Tle XER ceilaInlv sounds lIke Il belonus
al Bullei sµeedwav, wleie lle musIc on
a Saluidav nIull Is allAmeiIcan V8. Al
leasl Il makes lle iIull kInd ol noIse liom
lle oulsIde, wleie lle enuIne las lle same
laidedued uiowl as a lIullv luned slock
caiμs. In lle cabIn, lleieμs a mIld snailInu
sound as lle µedal Is µusled laid, bul Ilμs
ielalIvelv seiene even undei laid accel
eialIon.
And, bov, does llIs llInu acceleiale,
even llouul Ilμs nol quIle as quIck as lle
lIullei and even moie µoweilul CadIllac
CTS7 aulomalIc oi lle lasl BMW M5 oi
MeicedesBenz E03 AMG we lesled. Zeio lo
00 mµl comes In 4.4 seconds, 0 lo 100 lakes
9.8, and lle slandInu quailei Is bieacled In
AUG
2009 CARANDDRIVER.COM
12.7 seconds al 114 mµl. (WIll an aulomalIc
liansmIssIon, lle Caddv lIls llese maiks
In 3.9, 8.7, and 12.2 seconds, iesµeclIvelv.)
Weμd lave luined quIckei acceleialIon
lImes Il lle cai lad looked uµ bellei, bul
AARON ROBINSON
Is Jaguar back? With almost
as much horsepower as that
belly-dragging catfish of a
supercar, the XJ220, the XFR is
way prettier, too. The throttle is
correctly calibrated for refined
comportment rather than whiplash,
and the electronic differential is a
marvel at distributing power. Just
look at those drag-strip times!
Meticulously integrated and artfully
executed, the XFR elevates Jaguar
closer to its aspirations than
the motherboard-murdered M5
polishes BMW’s rep. Message to
Tata: more like this, please.
K.C. COLWELL
A 510-hp sedan might pass for par
in some SoCal social circles, but
in Hoovervillesque Michigan, this
Jag is an eye magnet. Just ask the
state trooper who pulled me out of
85-mph traffic just to say hi. If he
had been in the car with me, the
trooper would have realized that
the XFR might have the best ride
of any car in its class—effectively
cloaking velocity from the driver.
I had hopes the interior’s unique
aluminum trim would distract
him from his laser gun’s 92-mph
reading, but, sadly, it didn’t.
COUNTERPOINT
mosl launcles ended uµ livInu lle Dun
loµs. FassInu µeiloimance Is sensalIonal,
as aie lle smooll, Inslanl slIlls, wlellei
vou lel lle ueaibox do lle woik oi cloose
lo use lle sleeiInuwleelmounled µaddle
slIlleis lo clanue ueais ¨manuallv.¨
Al Bullei, wleie lle XER µioved quIle
lle diIllei, lle 510 loises easIlv ovei
wlelmed lle ieai lIies once weμd swIlcled
oll lle slabIlIlv svslem. Tle sleeiInu Is a
lIllle numb, bul lle classIs Is wondeilullv
µiouiessIve and communIcalIve, wlIcl Is
Imµoilanl on damµ clav: Tle uiIµ levels
clanue lliouul a luin, loicInu lle diIvei
lo ieacl lo lle caiμs eveiclanuInu allIlude.
On blackloµ, wlIcl Is wleie we exµecl
99.99999 µeicenl ol owneis wIll sµend
lleIi lIme, lle XER Is nIcelv balanced
and uiIµµv, wIll ImµiessIve bodv conliol
and a iIde qualIlv llalμs nollInu sloil ol
mIiaculous consIdeiInu lle uIanl wleels
and suµeislIll lIie sIdewalls. Tle biakes
lave uieal leel and bIle, wIll a 70lo0mµl
sloµµInu dIslance ol 158 leel, loui leel moie
llan llal ol lle CTS7 Tle XERμs skIdµad
lIuuie ol 0.89 u Is comµaiable wIll lle µei
loimance ol boll lle M5 and lle CTS7
Tle XER Is a mIullv lIne maclIne, as Il
slould be loi a base µiIce ol 80 laiue. Ilμs a
comµellInu blend ol soµlIslIcaled lIulwav
ciuIsei and leiocIous backioad biuIsei,
wiaµµed In a landsome sel ol clolles.
Aiuuablv, Ilμs lle besllookInu cai In Ils
class, I.e., llal uiouµ ol sedans wIll moie
loiseµowei llan vouμd evei ieallv need.
Feilaµs lle davs aie numbeied loi cais
sucl as lle XER, bul weμll be iemembeiInu
llem londlv In lle luluie In lle same wav
oldlImeis lodav laiken back lo muscle
cais liom lle 1900s. L
78
WATCH GILLIES COUNT THE
LAPS AS A SHOWER OF
DIRT TRAILS THE XFR.
FOR MORE
CARANDDRI VER

COM/ JAGUARXFR
CARANDDRIVER.COM
AUG
2009
Price
(AS TESTED)
Vehicle type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
Options: none
Standard: power windows, seats, locks, and sunroof; remote locking; cruise control; tilting
and telescoping steering wheel
Audio system: Bowers & Wilkins; AM, FM, Sirius radio; CD player; minijack and USB inputs;
iPod connector; 14 speakers
$80,000
BASE: $80,000
Chassis type: unit construction with a
rubber-isolated rear crossmember
Body material: welded steel and
aluminum stampings
SUSPENSION
Front: ind, unequal-length control
arms, coil springs, anti-roll bar
Rear: ind, unequal-length control arms
with a toe-control link, coil springs,
anti-roll bar
WHEELS +TIRES
Wheel size/type: F: 9.5 x 20 in,
R: 8.5 x 20 in/cast aluminum
Tires: Dunlop SP Sport Maxx;
F: 255/35ZR-20 (97Y),
R: 285/30ZR-20 (99Y)
Spare: high-pressure compact
BRAKES
Hydraulic with vacuum power assist,
anti-lock control, and electronic
panic assist
Front: 15.0 x 1.4-in vented disc
Rear: 14.8 x 1.0-in vented disc
SAE
VOLUME
Front
53 cu ft
Rear
45 cu ft
STEERING
Rack-and-pinion with hydraulic
power assist Ratio: 15.0
Turns lock-to-lock: 2.7
Turning circle curb-to-curb: 37.7 ft
MEASUREMENTS (in)
FRONT
REAR
Leg
41.5
36.6
Shoulder
56.9
56.4
Head
39.0
37.6
RESTRAINT SYSTEMS
Front: 3-point belts; driver and passenger
front, side, and curtain airbags
Rear: 3-point belts, curtain airbags
SEAT ADJUSTMENTS
Front: fore-and-aft, seatback angle, front
height, rear height, 4-way lumbar support,
torso bolsters, thigh support
Stability control: fully defeatable
traction defeatable launch mode
CITY
Fuel Capacity
MPG
HWY
C/D
OBSERVED
EPA
15
18.4 gal
REQUIRED FUEL: 91 OCTANE
Transmission: 6-speed automatic with
manumatic shifting
GEAR: Ratios/mph per 1000 rpm
1st: 4.17/5.7 2nd: 2.34/10.1 3rd: 1.52/15.6
5th: 0.87/27.2 4th: 1.14/20.8 6th: 0.69/34.3
Final-drive ratio: 3.31:1, limited slip
ACCELERATION SECONDS
Zero to 30 mph . . . . . . . . . . . 1.8
40 mph . . . . . . . . . . . 2.5
50 mph . . . . . . . . . . . 3.4
60 mph . . . . . . . . . .
4.4
70 mph . . . . . . . . . . . 5.5
80 mph . . . . . . . . . . . 6.8
90 mph . . . . . . . . . . . 8.2
100 mph . . . . . . . . . . . 9.8
110 mph . . . . . . . . . . 11.9
120 mph . . . . . . . . . . 14.1
130 mph . . . . . . . . . . 16.9
140 mph . . . . . . . . . . 19.9
150 mph . . . . . . . . . . 24.0
160 mph . . . . . . . . . . 29.1
BRAKING
70 to 0 mph . . . . . . 158 ft
ROADHOLDING
HANDLING
0.89 g
300-ft-dia skidpad
UNDERSTEER
MINIMAL
MODERATE
EXCESSIVE
NOTES
Managing wheelspin is the trick to a good launch; it’s all
too easy to roast the tires with too much gas pedal. On
full-throttle accleration runs, the tranny will shift for you.
BMW M5 $89,325
The M5 is the choice for techno-geeks,
although it’s curiously uninvolving for
a BMW. And it’s hideously expensive
when fully optioned.
Cadillac CTS-V $60,700
With 556 horsepower, the CTS-V is the
most muscular of this group. It’s also
superb to drive and something of a
bargain in this class.
2010 Mercedes-Benz E63 AMG
When the updated
E63 arrives in the fall, we’re sure it will
come with serious performance, serious
handling, and serious build quality.
Wheelbase: 114.5 in Length: 195.3 in
Height: 57.5 in Width: 73.9 in
Front track: 61.4 in Rear track: 61.9 in
Drag area: Cd (0.29) x frontal area
(27.1 sq ft, est) = 7.9 sq ft (est)
Ground clearance: 4.6 in
WEIGHT
Curb: 4400 lb Per horsepower: 8.6 lb
DISTRIBUTION
Front: 52.7% Rear: 47.3%
TOWING CAPACITY: 0 lb
GVWR: 5170 lb
TEST RESULTS
INTERIOR SOUND (dBA)
WEATHER
Temperature: 68˚F
Humidity: 44%
Barometric pressure: 28.95 in Hg
46
74
68 70-MPH CRUISING
FULL THROTTLE
IDLE
Supercharged and intercooled V-8,
aluminum block and heads
Bore x stroke: 3.64 x 3.66 in, 92.5 x 93.0mm
Displacement: 305 cu in, 5000cc
Compression ratio: 9.5:1
Fuel-delivery system: direct injection
Supercharger: Eaton R2300
Maximum boost pressure: 11.6 psi
Valve gear: chain-driven double
overhead cams, 4 valves per cylinder,
variable intake- and exhaust-valve
timing
Power (SAE net): 510 bhp @ 6000 rpm
Torque (SAE net): 461 lb-ft @ 2500 rpm
Redline: 6800 rpm
CHASSIS
ODOMETER
Test-vehicle mileage: 529
TIRE INFLATION
Test
pressures:
Front:
34 psi
Rear:
34 psi
COMPETITORS
Top gear, 50–70: 2. 8 sec Top gear, 30–50: 2. 2 sec 5–60 st reet st ar t: 4. 8 sec
¼-MILE:

12.7 sec @ 114 mph
TOP SPEED:

162 mph (GOV LTD)
5
MAX SPEED IN GEAR
69 mph
6800 rpm
39 mph
6800 rpm
106 mph
6800 rpm
162 mph
5950 rpm
141 mph
6800 rpm
162 mph
4700 rpm
1 3 5 7
5
2 4 6 8
21 15
ENGINE DIMENSIONS
YES NO
REAR SEATS
Folding Split Pass-Through
YES NO YES NO
Trunk
18 cu ft
INTERIOR
DRIVETRAIN
$90,500 (est)
79
2010 JAGUAR XFR
AUG
2009
UNPROTECTED
T E X T
I
WE INVESTIGATE IF SENDING MESSAGES
ON YOUR PHONE WHILE DRIVING
IS MORE LOL THAN OMFG.
BY MICHAEL AUSTIN
PHOTOGRAPHY BY AARON KILEY
l vou use a cell µlone, clances
aie vouμie awaie ol ¨lexl mes
sauInu¨biIel messaues lIm
Iled lo 100 claiacleis llal can
be senl oi ieceIved on all modein mobIle
µlones. TexlInu, also known as SMS (loi
sloil messaue seivIce), Is on lle iIse,
uµ liom 9.8 bIllIon messaues a monll In
Decembei μ05 lo 110.4 bIllIon In Decembei
μ08. Undoubledlv, moie llan a lew ol llose
messaues aie beInu senl bv µeoµle diIvInu
cais. Is lexlInu wlIle diIvInu a danueious
Idea° We decIded lo conducl a lesl.
FievIous academIc sludIesmucl moie
scIenlIlIc llan ouisconducled In velIcle
sImulalois lave slown llal lexlInu wlIle
diIvInu ImµaIis lle diIveiμs abIlIlIes.
Bul as lai as we know, no sludv las been
conducled In a ieal velIcle llal Is beInu
diIven. Also, we decIded lo comµaie lle
iesulls ol lexlInu lo lle ellecls ol diunk
diIvInu, on lle same dav and undei lle
80
AUG
2009
EIisl, we lesled boll diIveisμ ieaclIon lImes al 35 mµl and 70 mµl lo uel baselIne
ieadInus. Tlen we ieµealed lle diIvInu µioceduie wlIle llev iead a lexl messaue aloud
(a seiIes ol $BEEZTIBDL quoles). TlIs was lollowed bv a liIal wIll lle diIveis lvµInu lle
same messaue llev lad jusl ieceIved. Boll ol oui lab ials weie Insliucled lo use lleIi
µlones exacllv as llev would on a µublIc ioad, wlIcl, Il Joidanμs mom oi EddIeμs wIle
aie ieadInu llIs, llev nevei do.
Oui lesl subjecls llen uol oul ol lle velIcle and concenlialed on uellInu slIulllv
InloxIcaled. Tlev wanled somellInu llal would woik quIcklv: sciewdiIveis (vodka
and oianue juIce). Belween lle lwo ol llem, llev knocked back all bul lliee ounces
ol a lIlll ol SmIinoll. Soon llev weie lauulInu al all oui jokes, askInu loi cIuaielles,
and lellInu us aboul some µievIous lIme llev uol diunk llal was lolallv awesome. We
lad llem blow Inlo a LIleloc EC10 bieallalcolol analvzei unlIl llev ieacled lle leual
diIvInu lImIl ol 0.08 µeicenl bloodalcolol conlenl. We llen µul llem belInd lle wleel
and ian lle lIullandbiake lesl wIlloul anv lexlInu dIsliaclIon.
The results, though not surprising, were eye-opening. Intern Brown’s
baseline reaction time at 35 mph of 0.45 second worsened to 0.57
while reading a text, improved to 0.52 while writing a text, and
returned almost to the baseline while impaired by alcohol, at 0.46.
Tle iesulls, llouul nol suiµiIsInu, weie eveoµenInu. Inlein Biownμs baselIne ieac
lIon lIme al 35 mµl ol 0.45 second woisened lo 0.57 wlIle ieadInu a lexl, Imµioved lo 0.52
wlIle wiIlInu a lexl, and ieluined almosl lo lle baselIne wlIle ImµaIied bv alcolol, al
0.40. Al 70 mµl, lIs baselIne ieaclIon was 0.39 second, wlIle lle ieadInu (0.50), lexlInu
(0.48), and diInkInu (0.50) numbeis weie sImIlai. Bul lle aveiaues donμl lell lle wlole
sloiv. LookInu al Joidanμs slowesl ieaclIon lIme al 35 mµl, le liaveled an exlia 21
leel (moie llan a cai lenull) beloie lIllInu lle biakes wlIle ieadInu and wenl 10 leel
lonuei wlIle lexlInu. Al 70 mµl, a velIcle liavels 103 leel eveiv second, and Biownμs
woisl ieaclIon lIme wlIle ieadInu al llal sµeed µul lIm aboul 30 leel (31 wlIle lvµInu)
laillei down lle ioad veisus 15 leel wlIle diunk.
Alleiman laied mucl, mucl woise. WlIle ieadInu a lexl and diIvInu al 35 mµl,
lIs aveiaue baselIne ieaclIon lIme ol 0.57 second neailv liIµled, lo 1.44 seconds. WlIle
lexlInu, lIs iesµonse lIme was 1.30 seconds. Tlese lIuuies coiiesµond lo an exlia 45
and 41 leel, iesµeclIvelv, beloie lIllInu lle biakes. HIs ieaclIon lIme allei diInkInu
aveiaued 0.04 second and, bv comµaiIson, added onlv seven leel. Tle iesulls al 70 mµl
weie sImIlai: Alleimanμs iesµonse lIme wlIle ieadInu a lexl was 0.35 second lonuei
llan lIs base µeiloimance ol 0.50 second, and wiIlInu a lexl added 0.08 second lo lIs
ieaclIon lIme. Bul lIs InloxIcaled numbei Incieased onlv 0.04 second ovei lle base
scoie, lo a lolal ol 0.00 second.
As wIll lle vounuei diIvei, Alleimanμs slowesl ieaclIon lImes weie a uiIm scenaiIo.
He wenl moie llan loui seconds beloie lookInu uµ wlIle ieadInu a lexl messaue al 35
exacl same condIlIons. Nol suiµiIsInulv,
$BS BOE %SJWFS doesnμl ieceIve a lol ol
ieseaicl uianls.
To keeµ llInus sImµle, we would locus
solelv on lle diIveiμs ieaclIon lImes lo
a lIull mounled on lle wIndslIeld al
eve level, meanl lo sImulale a lead caiμs
biake lIulls. Waiv ol lle µolenlIal dam
aue lo man and maclIne, all ol lle diIvInu
would be done In a sliaIull lIne. We ienled
lle laxIwav ol lle OscodaWuilsmIll AIi
µoil In Oscoda, MIclIuan, adjacenl lo an
11,800lool iunwav llal used lo be lome
lo a squadion ol B52 bombeis. GIven lle
µievalence ol lle BlackBeiiv, lle IFlone,
and ollei lexlliIendlv mobIle µlones, lle
lesl subjecls would lave devIces wIll lull
¨qweilv¨ kevµads and would be usInu
lexlmessauInu µlones lamIlIai lo llem.
Web Inlein Joidan Biown, 22, aimed wIll
an IFlone, would ieµiesenl lle vounuei
ciowd. Tle oldei demouiaµlIc would be
coveied bv lead lonclo EddIe Alleiman,
37 (oi 259 In dou veais), usInu a Samsunu
AlIas. (Alleiman also uses a BlackBeiiv
loi emaIl. We dIdnμl use Il In lle lesl.)
Oui lonuleim Honda FIlol seived as
lle lesl velIcle. Wlen lle ied lIull on lle
wIndslIeld lIl uµ, lle diIvei was lo lIl lle
biakes. Tle aulloi, iIdInu sloluun, would
use a landleld swIlcl lo liIuuei lle ied
lIull and monIloi lle diIveiμs iesulls. A
RacelouIc VBOX III dala louuei combIned
and iecoided lle lesl dala liom lliee
aieas: velIcle sµeed vIa lle VBOXμs GFS
anlenna: biakeµedal µosIlIon and sleeiInu
anule vIa lle FIlolμs OBD II µoil: and lle
ied lIullμs on!oll slalus lliouul an ana
lou Inµul. Eacl liIal would lave lle diIvei
iesµond lIve lImes lo lle lIull, and lle
slowesl ieaclIon lIme (lle amounl ol lIme
belween lle aclIvalIon ol lle lIull and lle
diIvei lIllInu lle biakes) was dioµµed.
TEXTING WHILE DRIVING
81
WATCH ALTERMAN HUMILIATE
HIMSELF IN FRONT OF HIS MINIONS.
FOR MORE
CARANDDRI VER

COM/ TEXTI NG
AUG
2009 CARANDDRIVER.COM
mµl and ovei lliee and a lall seconds wlIle lexlInu al 70 mµl. Even In lle besl ol lIs
bad ieaclIon lImes wlIle ieadInu oi lexlInu, Alleiman liaveled an exlia 90 leel µasl lIs
baselIne µeiloimance: In lle woisl case, le wenl 319 leel laillei down lle ioad. Moie
ovei, lIs lwolandsonlleµlone leclnIque iesulled In some seiIous lane diIllInu.
Tle µiounosIs doesnμl Imµiove wlen vou look al lle lImIlalIons ol oui lesl. We
weie usInu a sliaIull ioad wIlloul anv liallIc, ioad sIunals, oi µedesliIans, and
we weie onlv lookInu al ieaclIon lImes. Even llouul oui vounu diIvei laied bel
lei llan lle baldInu Alleiman, Biownμs mellod ol loldInu lle µlone uµ above lle
daslboaid and lvµInu wIll one land would make Il dIllIcull lo do anvllInu exceµl
lIl lle biakes. And Il anvllInu In lle µeiIµleiv iequIied a iesµonse, well, boll
diIveis would µiobablv be sciewed.
Also, donμl lake lle InloxIcaled iesulls lo be acceµlable jusl because llevμie an
Imµiovemenl ovei lle lexlInu numbeis. Tlev onlv look bellei because lle lexlInu
iesulls aie so loiiendouslv bad. Tle buzzed Joidan lad lo be lold UXJDF wlIcl lane lo
diIve In, and In lle ieal woild, llal mIslake could mean a leadon ciasl. And we iemInd
auaIn llal we onlv measuied iesµonse lo a lIulllle ieduclIon In moloi skIlls and
counIlIve µowei assocIaled wIll ImµaIied
diIvInu weienμl ieallv exµosed leie.
Boll socIallv and leuallv, diunk diIv
Inu Is comµlelelv unacceµlable. TexlInu,
on lle ollei land, Is slIll In Ils loimalIve
µeiIod wIll iesµecl lo laws and oµInIon. A
lew juiIsdIclIons lave µassed oidInances
auaInsl lexlInu wlIle diIvInu. Bul even Il
sweeµInu leuIslalIon weie µassed lo oullaw
anv lvµInu belInd lle wleel, Il would slIll
be dIllIcull lo enloice lle law.
In oui lesl, neIllei subjecl lad anv Idea
llal usInu lIs µlone would slow down lIs
ieaclIon lIme so mucl. LIke mosl lolks,
llev llInk llevμie µiellv uood diIveis. Oui
iesulls µiove olleiwIse, al boll cIlv and
lIulwav sµeeds. Tle kev elemenl lo diIv
Inu salelv Is keeµInu voui eves and voui
mInd on lle ioad. Texl messauInu dIsliacls
anv diIvei liom llal µiImaiv lask. So lle
nexl lIme vouμie lemµled lo lexl, lweel,
emaIl, oi olleiwIse lvµe wlIle diIvInu,
eIllei Iunoie lle uiue oi µull ovei. We donμl
wanl vou ieaiendInu us. L

REAC|IUN DIS|ANCE Ift)

W0R51 RE5dL15
JU
READING

|EX|ING

IMPAIRED

JIU
JI

Ib
I2U
IBB
2I
READING

|EX|ING

IMPAIRED

UU
IU
ì
ì
ALILHHAN
BH0wN
TRIGGER HAPPY
Austin (right) triggers the windshield-
mounted light in simulation of a leading
car’s brake lights. Brown ignores it.
82
TEXTING WHILE DRIVING
k¥ERkßE5
k13ãMFh
Reaction Time
(sec)
Extra Distance
Traveled (ft)
B
r
o
w
n
A
l
t
e
r
m
a
n
B
r
o
w
n
A
l
t
e
r
m
a
n
ßk5ELIhE 0.45 0.57 — —
REkûIhß 0.57 1.44 6 45
1EK1Ihß 0.52 1.36 4 41
IMFkIREû 0.46 0.64 1 7
k¥ERkßE5
k170MFh
Reaction Time
(sec)
Extra Distance
Traveled (ft)
B
r
o
w
n
A
l
t
e
r
m
a
n
B
r
o
w
n
A
l
t
e
r
m
a
n
ßk5ELIhE 0.39 0.56 — —
REkûIhß 0.50 0.91 11 36
1EK1Ihß 0.48 1.24 9 70
IMFkIREû 0.50 0.60 11 4
1-800-981-3782
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our list of the Recommended Installers in your
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WANT MORE INFO?
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®
MAMBA M4
17 18 20 22
STARTING AT $149ea.
ZINIK Z12 MAZOTTI
18 20 22 24
STARTING AT $99ea.
NASCAR
®
DAYTONA
17 18 20
STARTING AT $139ea.
ULTRA WHEEL NOMAD
15 16 17
STARTING AT $96ea.
BREYTON RACE GTS-R
18
STARTING AT $309 ea.
O.Z. SUPERLEGGERA III blk.
18 19 20
STARTING AT $826 ea.
O.Z. BOTTICELLI
17 18
STARTING AT $255ea.
BREMMER KRAFT BR03
18 19
STARTING AT $165 ea.
BBS CH
17 18 19
STARTING AT $440ea.
KAZERA KZ-H
17 18
STARTING AT $129 ea.
MODA MD7
17 18
STARTING AT $125ea.
MODA MD8
17 18
STARTING AT $118ea.
MSW TYPE 20 mach. black
15 16 17 18
STARTING AT $85ea.
GRANITE ALLOY GA9
15 16 17
STARTING AT $105ea.
GRANITE ALLOY GA10
18 20 22
STARTING AT $109 ea.
ATX CHAMBER Teflon
®
15 16 17 18
STARTING AT $149ea.
Visit www.tirerack.com to see our entire selection of over 516 wheel styles!
TRUCK & SUV Wheels Visit www.tirerack.com to see an additional 104 truck and SUV wheel styles!
ENKEI PERF. EDR9
15 16 17 18
STARTING AT $120ea.
®
O.Z. ALLEGGERITA HLT
17 18
STARTING AT $299 ea.
ASA AR9 mach. anth.
18 19
STARTING AT $174 ea.
ASA AR6 mach. anth.
17 18
STARTING AT $139 ea.
Comes with Red, Chrome
& Carbon Fiber Inserts
Comes with Red, Chrome
& Carbon Fiber Inserts
©2009 Tire Rack 1-800-981-3782 www.tirerack.com Hours: EST M-F 8am-8pm SAT 9am-4pm
Prices Subject to Change
Prices Vary by Application
AVARUS AV5 mach. black
18 19 20
STARTING AT $169 ea.
O.Z. ULTRALEGGERA HLT
19 20
STARTING AT $149ea.
ZINIK Z27 SOFIN
18 19 20
STARTING AT $149ea.
ENKEI PERFORMANCE EKM3
18x8 $195ea.
ASA GT1
18x8 $164ea.
RIAL PORTO
18x8 $188ea.
2009 Audi A4 with 18" XLine
by O.Z. Energy titanium mirror
3 of the 129 styles available
for the 2009 Audi A4 at
www.tirerack.com
g-Force

Super Sport A/S
29 W-speed rated sizes in 15" to 20"
16 H- and V-speed rated sizes in 14" to 18"
Ultra High Performance All-Season H- and V-speed rated
sizes supplement existing W-speed rated tires to fit more
sports cars, sporty coupes and performance sedans than
ever before. Designed to prevent a little bad weather from
spoiling the driving fun, g-Force

Super Sport A/S tires
deliver year-round traction, even in light snow.
Directional tread design featuring three traction zones,
where large shoulder blocks enhance dry cornering control,
Aqua Chute lateral grooves effectively channel water and
a continuous center rib enhances on-center feel.
Ultra High Performance Summer tire developed for sport compact
drivers who want handling, traction and affordable prices. The
g-Force

Sport was developed to provide crisp and responsive
handling in both wet and dry conditions, however it is not intended
to be driven in freezing temperatures, through snow or on ice.
Directional tread design featuring
large independent shoulder blocks,
g-Hook intermediate ribs,
two continuous center ribs and
two wide circumferential rain channels blend braking,
cornering and straight-line stability.
g-Force

Sport 43 W-speed rated sizes in 14" to 20"
H/V-speed rated tire shown
Ask about our Tire Road
Hazard Service Program
For a complete list of sizes and prices, visit tirerack.com
©2009 Tire Rack 1-800-981-3782 www.tirerack.com Hours: EST M-F 8am-8pm SAT 9am-4pm
Ask about our Tire Road
Hazard Service Program
SPECIALS
205/45 ZR- 16

$68
205/50 ZR- 16

69
225/60 ZR- 16

72
235/60 ZR- 16

77
205/40 ZR- 17

72
205/50 ZR- 17

68
215/40 ZR- 17

76
215/45 ZR- 17

74
225/45 ZR- 17

76
235/40 ZR- 17

79
235/45 ZR- 17

78
245/40 ZR- 17

84
245/45 ZR- 17

80
255/40 ZR- 17

82
P 275/40 ZR- 17

92
225/40 ZR- 18

97
235/40 ZR- 18

104
245/40 ZR- 18

107
255/45 ZR- 18

118
265/35 ZR- 18

135
275/40 ZR- 18

119
275/40 ZR- 18

109
285/30 ZR- 18

139
285/35 ZR- 18

119
235/35 ZR- 19

152
245/35 ZR- 20

119
255/35 ZR- 20

122
HTR Z II
205/40 ZR- 17
XL
$85
215/45 ZR- 17
XL
98
215/50 ZR- 17

118
225/45 ZR- 17

105
225/50 ZR- 17

123
235/45 ZR- 17
XL
115
245/45 ZR- 17

115
255/40 ZR- 17

122
215/40 ZR- 18
XL
122
225/40 ZR- 18
XL
125
225/45 ZR- 18

143
235/40 ZR- 18
XL
139
235/45 ZR- 18

145
245/40 ZR- 18
XL
145
245/45 ZR- 18

155
225/35 ZR- 20
XL
127
245/35 ZR- 20
XL
129
255/35 ZR- 20
XL
126
Avid W4s
P 185/60 R- 14

$61
P 185/65 R- 14

63
P 195/70 R- 14 62
P 185/60 R- 15 63
P 185/65 R- 15 69
P 195/60 R- 15 62
P 195/65 R- 15 70
P 205/60 R- 15 66
P 205/65 R- 15 78
P 205/70 R- 15 70
P 215/60 R- 15 70
P 215/65 R- 15 78
P 215/70 R- 15 71
P 205/55 R- 16 89
P 205/60 R- 16 77
P 205/65 R- 16 77
P 215/55 R- 16 103
P 215/60 R- 16

82
P 215/65 R- 16 80
P 225/55 R- 16 105
P 225/60 R- 16

86
P 225/65 R- 16 97
P 225/70 R- 16 85
P 235/60 R- 16 105
235/65 R- 16

98
P 215/60 R- 17 98
P 215/65 R- 17 93
P 225/55 R- 17 96
P 225/60 R- 17 102
P 215/55 R- 18

104
P 225/50 R- 18

107
P 225/55 R- 18

108
Avid TRZ
P 185/60 R- 14

$60
P 185/65 R- 14

62
P 195/60 R- 14

66
P 195/65 R- 14

63
P 185/65 R- 15

70
P 195/60 R- 15

66
P 195/65 R- 15

76
P 205/60 R- 15

69
P 205/65 R- 15

75
P 215/60 R- 15

74
P 215/65 R- 15

73
P 205/40 R- 16

71
P 205/45 R- 16

77
P 205/60 R- 16

80
P 215/60 R- 16

82
225/60 R- 16

101
P 205/40 R- 17

78
P 215/40 R- 17

93
P 215/45 R- 17

97
P 225/45 R- 17

108
P 225/55 R- 17

119
225/65 R- 17

109
P 235/45 R- 17

112
235/55 R- 17

117
235/65 R- 17

114
P 245/45 R- 17

118
P 255/40 R- 17

124
P 225/40 R- 18

118
P 225/60 R- 18

112
P 235/65 R- 18

131
255/45 R- 20

155
Avid H4s
195/50 R- 15

$64
195/55 R- 15

70
205/50 R- 15

87
205/55 ZR- 15

85
195/45 ZR- 16
XL
90
195/40 ZR- 16
XL
88
205/45 ZR- 16
XL
91
205/50 ZR- 16

89
205/55 ZR- 16

92
215/40 ZR- 16
XL
94
215/55 ZR- 16

95
225/50 ZR- 16

88
225/55 ZR- 16

95
195/40 ZR- 17
XL
87
195/45 R- 17
XL
89
205/40 ZR- 17
XL
88
205/45 ZR- 17
XL
101
205/50 ZR- 17
XL
99
215/35 ZR- 17

102
215/40 ZR- 17
XL
101
215/45 ZR- 17
XL
103
215/50 ZR- 17
XL
117
215/55 ZR- 17
XL
119
225/35 ZR- 17
XL
114
225/45 ZR- 17

110
225/50 ZR- 17
XL
115
225/55 ZR- 17

120
235/40 ZR- 17

120
235/45 ZR- 17
XL
116
235/50 ZR- 17

120
235/55 ZR- 17
XL
121
245/40 ZR- 17

113
245/45 ZR- 17
XL
119
275/40 ZR- 17

131
215/35 ZR- 18
XL
133
215/40 ZR- 18
XL
134
205/40 ZR- 18
XL
129
225/35 ZR- 18
XL
133
225/40 ZR- 18
XL
134
225/45 ZR- 18
XL
151
235/40 ZR- 18
XL
155
245/35 ZR- 18
XL
154
245/40 ZR- 18
XL
154
245/45 R- 18
XL
171
255/35 ZR- 18
XL
173
265/35 ZR- 18
XL
187
215/35 ZR- 19
X
160
225/35 ZR- 19
X
172
235/35 ZR- 19
XL
178
245/30 ZR- 19
XL
188
S.drive S.drive
245/35 R- 19
X
$188
245/40 ZR- 19

199
255/30 R- 19
XL
237
255/40 ZR- 19

207
265/30 R- 19
XL
212
275/30 R- 19
XL
220
275/35 ZR- 19

217
275/40 R- 19

227
225/35 ZR- 20
XL
136
245/35 ZR- 20
XL
153
245/40 ZR- 20
XL
144
255/30 R- 20
XL
158
255/35 ZR- 20
XL
153
275/30 ZR- 20
XL
166
275/35 ZR- 20
XL
181
285/30 ZR- 20
XL
193
S.drive continued

205/50 R- 15

$121
205/55 R- 16

145
225/50 R- 16

158
205/45 R- 17

169
205/50 R- 17

161
215/40 R- 17

170
215/45 R- 17

178
225/45 R- 17

187
235/40 R- 17

198
235/45 R- 17

204
245/40 R- 17

217
245/45 R- 17

219
255/40 R- 17

226
215/45 R- 18

222
225/40 R- 18

217
225/45 R- 18

242
235/40 R- 18

248
245/40 R- 18

255
245/45 R- 18

254
255/35 R- 18

272
255/40 R- 18

260
265/35 R- 18

282
285/30 R- 18

329
295/30 R- 18

333
225/35 R- 19
XL
265
235/35 R- 19

272
245/35 R- 19

283
255/30 R- 19
XL
295
255/35 R- 19

294
265/30 R- 19

301
275/30 R- 19

306
295/30 R- 19
XL
316
ADVAN
Neova AD08
175/55 ZR- 16
L
$192
225/45 ZR- 17
LO
271
ADVAN
Neova AD07
195/50 ZR- 16
L
$219
225/45 ZR- 17
LT
259
ADVAN A048
competition tire
205/55 R- 16

$134
215/55 R- 16

124
215/60 VR- 16

119
225/50 R- 16

125
225/55 R- 16

129
225/60 R- 16

125
205/50 R- 17
XL
145
215/45 R- 17

162
225/45 R- 17
XL
154
225/50 R- 17

174
225/55 R- 17

160
235/45 R- 17

154
235/50 R- 17

153
245/40 R- 17

171
245/45 R- 17

173
255/40 R- 17

176
225/40 R- 18
XL
194
235/40 R- 18

195
245/40 R- 18

207
245/45 R- 18

203
245/50 VR- 18

220
255/35 R- 18

220
255/45 R- 18

218
265/35 R- 18

224
265/40 R- 18
XL
222
275/35 R- 18
XL
237
245/45 R- 19

234
255/35 WR- 19
XL
255
255/35 R- 19
XL
253
255/40 WR- 19
XL
242
275/40 R- 19
XL
268
275/40 WR- 19
XL
265
ADVAN S.4.
205/55 ZR- 16

$73
225/50 ZR- 16

79
205/50 ZR- 17

102
215/45 ZR- 17
XL
89
215/50 ZR- 17
XL
102
235/45 ZR- 17
XL
99
235/55 ZR- 17

94
245/45 ZR- 17

98
255/40 ZR- 17

105
255/45 ZR- 17

101
255/50 ZR- 17

116
275/40 ZR- 17

119
285/40 ZR- 17

131
215/40 ZR- 18

118
215/45 ZR- 18

119
225/45 ZR- 18

110
235/40 ZR- 18
XL
117
235/50 ZR- 18

129
245/45 ZR- 18

132
265/35 ZR- 18

175
275/35 ZR- 18

176
275/40 ZR- 18

166
295/30 ZR- 18
XL
185
215/35 ZR- 19

119
225/35 ZR- 19

146
225/40 ZR- 19
XL
160
235/35 ZR- 19

139
245/35 ZR- 19

152
245/40 ZR- 19

172
245/45 ZR- 19

166
255/30 ZR- 19

159
255/35 ZR- 19
XL
173
255/40 ZR- 19
XL
176
275/35 ZR- 19
XL
183
275/40 ZR- 19
XL
193
285/35 ZR- 19

188
225/35 ZR- 20

137
245/35 ZR- 20

109
245/40 ZR- 20

127
235/35 ZR- 20

153
255/35 ZR- 20

109
275/30 ZR- 20

213
275/35 ZR- 20

207
235/30 ZR- 22 179
265/30 ZR- 22 188
Ecsta SPT
KU31
195/55 R- 15

$68
195/60 R- 15

59
195/65 R- 15

61
205/50 ZR- 15

66
205/55 R- 15

68
205/60 R- 15

62
205/65 R- 15

62
225/60 R- 15

66
195/50 ZR- 16

70
205/40 ZR- 16

81
205/45 ZR- 16
XL
77
205/50 ZR- 16

75
205/55 ZR- 16

74
215/50 ZR- 16

92
215/55 ZR- 16

78
225/50 ZR- 16

75
225/55 ZR- 16

83
225/60 R- 16

79
235/60 R- 16

78
205/40 ZR- 17
XL
69
205/50 ZR- 17

96
215/40 ZR- 17

89
215/45 ZR- 17

88
215/50 ZR- 17

97
215/55 R- 17

94
225/45 ZR- 17

88
225/50 ZR- 17

99
225/55 ZR- 17

96
235/40 ZR- 17

99
235/45 ZR- 17

98
235/50 ZR- 17

114
235/55 ZR- 17

96
245/40 ZR- 17

108
245/45 ZR- 17

98
255/40 ZR- 17

108
255/45 ZR- 17

108
255/50 ZR- 17 118
275/40 ZR- 17 118
285/40 ZR- 17

136
215/35 ZR- 18
RF
106
225/40 R- 18

93
225/45 ZR- 18

123
235/50 ZR- 18

131
235/45 ZR- 18

125
245/40 ZR- 18

137
245/45 ZR- 18

136
255/35 ZR- 18

170
255/45 ZR- 18

145
265/35 ZR- 18 177
275/35 ZR- 18

183
245/40 ZR- 20

166
255/45 ZR- 20

151
245/30 ZR- 22
X
195
285/25 ZR- 22
XL
195
285/25 ZR- 22
XL
244
255/30 ZR- 24

184
Ecsta ASX
205/55 ZR- 16

$146
205/50 ZR- 17

176
245/40 ZR- 17

209
245/45 ZR- 17

178
255/40 ZR- 17

220
225/40 ZR- 18

208
225/45 ZR- 18

216
245/45 ZR- 18
XL
233
255/40 ZR- 18

261
265/35 ZR- 18

270
275/40 ZR- 18

275
285/30 ZR- 18

349
245/35 ZR- 19
XL
280
275/30 ZR- 19
XL
313
275/35 ZR- 19
XL
308
245/35 ZR- 20
XL
307
255/35 ZR- 20
XL
303
275/30 ZR- 20
XL
325
Potenza RE050A
Pole Position
225/40 ZR- 18

$208
Potenza RE050
225/40 ZR- 19

$278
245/40 R- 19

301
Potenza RE050A
245/45 ZR- 18

$317
285/40 ZR- 18

398
Potenza RE050
RFT
195/65 R- 15

$109
205/65 R- 15

118
205/55 R- 16

123
205/60 R- 16

125
P 205/60 R- 16

115
215/55 R- 16

130
P 215/60 R- 16

140
225/55 R- 16

118
225/55 R- 16

157
225/60 R- 16

135
235/60 R- 16

143
215/50 R- 17

157
215/55 R- 17

158
215/65 R- 17

132
225/45 ZR- 17

219
225/50 ZR- 17

165
225/55 R- 17

157
235/45 ZR- 17

245
235/50 R- 17

173
235/55 R- 17

144
245/45 R- 17

246
245/50 R- 17

186
P 225/60 R- 18

155
235/40 R- 18
XL
259
235/50 R- 18

223
245/40 R- 18

260
245/45 R- 18

251
255/45 ZR- 18
XL
276
245/45 ZR- 19

340
255/40 R- 19

326
275/40 ZR- 19
XL
367
Turanza with
Serenity Techn.
P 225/55 ZR- 17

$121
Potenza RE92A
195/65 R- 15

$82
205/40 ZR- 17
XL
139
215/45 ZR- 17
XL
146
215/50 ZR- 17
XL
158
235/50 ZR- 17

173
235/35 ZR- 19
XL
218
245/35 ZR- 20
XL
248
255/35 ZR- 20

263
285/30 ZR- 20
XL
279
Potenza RE960AS
Pole Position
P 185/65 R- 15

$71
P 195/60 R- 15

72
P 195/65 R- 15

75
P 205/60 R- 15

74
P 205/65 R- 15

77
P 215/60 R- 15

76
195/55 R- 16

92
205/55 R- 16

96
205/55 VR- 16

103
P 205/60 R- 16

92
P 205/60 VR- 16

85
215/55 R- 16

100
P 215/60 R- 16

95
P 225/60 R- 16

88
205/40 R- 17
XL
116
205/45 R- 17

102
205/50 R- 17

113
215/45 R- 17
XL
113
215/50 R- 17
XL
154
215/55 R- 17

129
225/50 R- 17

156
235/50 R- 17

161
245/45 R- 17

129
P 225/60 R- 18

134
Potenza G 019
Grid
205/45 ZR- 16

$103
205/50 ZR- 16

101
205/55 ZR- 16

106
225/50 ZR- 16

113
225/55 ZR- 16

111
205/45 ZR- 17
XL
104
215/45 ZR- 17
XL
124
225/45 ZR- 17
XL
130
235/45 ZR- 17

138
245/40 ZR- 17

146
245/45 ZR- 17

139
255/40 ZR- 17

151
275/40 ZR- 17

159
225/40 ZR- 18
XL
146
215/35 ZR- 18
XL
143
225/45 ZR- 18

155
235/40 ZR- 18
XL
152
245/35 ZR- 18

172
245/40 ZR- 18
XL
159
245/45 ZR- 18
XL
165
255/35 ZR- 18

175
255/40 ZR- 18

167
255/45 ZR- 18

169
265/35 ZR- 18

184
275/35 ZR- 18

189
235/35 ZR- 19
XL
197
245/35 ZR- 19
XL
204
275/30 ZR- 19
XL
229
245/35 ZR- 20
XL
205
255/30 ZR- 20
XL
215
255/35 ZR- 20
XL
215
275/30 ZR- 20
XL
216
285/30 ZR- 20
XL
250
Potenza RE760
Sport
195/50 R- 15

$59
195/55 R- 15

64
205/50 R- 15

68
205/55 R- 15

69
195/50 ZR- 16

69
205/40 ZR- 16

79
205/45 ZR- 16

73
205/55 R- 16

74
215/55 R- 16 76
225/50 ZR- 16 81
225/55 R- 16 82
205/40 ZR- 17
XL
70
205/45 ZR- 17 90
205/50 ZR- 17
XL
96
215/40 ZR- 17
XL
83
215/45 ZR- 17

86
215/50 R- 17
XL
97
225/45 ZR- 17

90
225/50 ZR- 17

97
235/45 ZR- 17

97
235/50 ZR- 17

112
245/40 ZR- 17

106
245/45 ZR- 17

98
245/50 ZR- 17

113
275/40 ZR- 17

121
215/35 ZR- 18
XL
94
225/40 ZR- 18
XL
95
225/45 ZR- 18

111
235/40 ZR- 18

120
235/55 R- 18

123
245/40 ZR- 18

133
245/45 ZR- 18

134
275/35 ZR- 18

168
275/40 ZR- 18

154
215/35 ZR- 19
XL
115
225/35 ZR- 19
XL
131
235/35 ZR- 19
XL
142
245/35 ZR- 19
XL
150
265/30 ZR- 19
XL
162
275/30 ZR- 19
XL
177
225/30 ZR- 20
XL
145
245/35 ZR- 20
XL
120
245/40 ZR- 20
XL
133
255/35 ZR- 20
XL
113
275/35 R- 20
XL
208
285/30 ZR- 20
XL
197
295/25 ZR- 22
XL
293
Exclaim UHP
185/65 R- 15

$69
195/65 R- 15

72
205/60 R- 15

77
205/65 R- 15

76
215/60 R- 15

79
205/60 R- 16

82
205/60 R- 16

96
215/60 R- 16

92
215/60 R- 16

94
225/60 R- 16

87
225/60 R- 16

88
235/60 R- 16

104
215/55 R- 17

118
225/55 R- 17

119
225/55 R- 17

126
235/55 R- 17

108
225/60 R- 18

115
Advantage T/A
185/65 R- 14

$55
195/60 R- 14

58
P 195/65 R- 14

49
P 195/70 R- 14

68
205/60 R- 14

75
195/60 R- 15

68
205/55 R- 16

93
215/55 R- 16

90
225/55 R- 16

107
P 235/45 R- 17

122
P 245/45 R- 17

133
Traction T/A H
P 185/65 R- 14

$59
P 185/70 R- 14 55
P 195/70 R- 14 65
P 185/60 R- 15

69
185/65 R- 15

65
P 195/60 R- 15

59
P 195/65 R- 15 62
P 205/60 R- 15 65
P 205/65 R- 15 71
P 205/70 R- 15

70
P 215/60 R- 15

63
P 215/65 R- 15 69
P 205/55 R- 16 76
P 205/60 R- 16

74
P 205/65 R- 16

72
P 215/55 R- 16 89
P 215/60 R- 16

85
215/65 R- 16

85
P 225/60 R- 16

83
P 235/55 R- 16

97
P 225/55 R- 17

93
Traction T/A T
P 195/55 R- 15

$87
205/55 R- 15

91
205/65 R- 15

89
205/50 R- 16

106
205/55 R- 16

97
P 215/50 R- 16

118
225/50 R- 16

114
225/55 R- 16

114
215/50 R- 17

113
225/50 R- 17

117
245/45 R- 18

159
Traction T/A V
205/50 ZR- 15
XL
$91
205/45 ZR- 16
XL
102
205/50 ZR- 16

105
205/55 ZR- 16

102
225/50 ZR- 16

114
225/55 ZR- 16

125
245/50 ZR- 16

120
225/40 ZR- 17
XL
116
205/50 ZR- 17

132
205/50 R- 17
XL
126
215/45 ZR- 17
XL
114
215/50 ZR- 17

128
225/45 ZR- 17
XL
123
225/50 ZR- 17

138
235/45 ZR- 17

127
245/40 ZR- 17

147
245/45 ZR- 17

138
255/40 ZR- 17

146
255/45 ZR- 17

163
275/40 ZR- 17

141
215/35 ZR- 18
XL
147
225/40 ZR- 18
XL
129
235/40 ZR- 18

147
245/40 ZR- 18

151
245/45 ZR- 18

168
255/45 ZR- 18

174
275/35 ZR- 18
XL
198
275/40 ZR- 18

176
245/35 ZR- 20
XL
168
255/35 ZR- 20
XL
199
g-Force Super
Sport A/S 195/50 R- 15

$77
195/55 R- 15

83
205/50 R- 15

84
205/55 R- 15 85
205/60 R- 15

74
215/50 R- 15

96
225/50 R- 15

99
225/60 R- 15

96
205/40 ZR- 16

77
205/45 ZR- 16

79
205/50 ZR- 16

84
205/55 ZR- 16

85
215/40 ZR- 16
XL
98
215/55 ZR- 16

80
225/50 ZR- 16

87
225/55 ZR- 16

94
245/50 ZR- 16

109
255/50 ZR- 16

118
205/40 ZR- 17

86
205/45 ZR- 17

118
205/50 ZR- 17

111
215/40 ZR- 17

99
215/45 ZR- 17

107
225/45 ZR- 17

114
225/50 ZR- 17

102
225/55 ZR- 17

102
235/45 ZR- 17

105
245/40 ZR- 17

134
245/45 ZR- 17

118
255/40 ZR- 17

121
255/45 ZR- 17

126
275/40 ZR- 17

142
225/35 ZR- 18

137
225/40 ZR- 18

137
225/45 ZR- 18
XL
148
235/40 ZR- 18

142
245/40 ZR- 18

158
255/35 ZR- 18

168
265/35 ZR- 18

182
275/35 ZR- 18

187
275/40 ZR- 18

169
g-Force Sport
P 215/60 R- 17

$101
P 215/65 R- 16

84
P 235/60 R- 16

113
P 235/65 R- 17

112
Traction T/A Spec
245/55 ZR- 18

$169
g-Force
T/A KDWS
205/50 ZR- 17
XL
$79
215/45 ZR- 17

86
215/50 ZR- 17

81
225/45 ZR- 17
XL
92
225/50 ZR- 17

116
235/45 ZR- 17

94
235/50 ZR- 17

123
235/55 ZR- 17

107
245/40 ZR- 17
XL
101
245/45 ZR- 17

102
255/40 ZR- 17

99
275/40 ZR- 17

111
215/40 ZR- 18

106
225/40 ZR- 18
XL
111
225/45 ZR- 18
XL
136
235/40 ZR- 18
XL
112
235/50 ZR- 18

142
245/40 ZR- 18
XL
119
245/45 ZR- 18
XL
145
255/35 ZR- 18
XL
165
255/40 ZR- 18
XL
155
255/45 ZR- 18
XL
162
265/35 ZR- 18
XL
163
265/40 ZR- 18

164
275/35 ZR- 18

179
275/40 ZR- 18

139
285/30 ZR- 18
XL
179
285/35 ZR- 18

189
295/30 ZR- 18

185
235/35 ZR- 19
XL
159
245/35 ZR- 19
XL
188
245/40 ZR- 19
XL
183
245/45 ZR- 19

172
255/35 ZR- 19

197
255/40 ZR- 19

192
275/30 ZR- 19
XL
224
275/40 ZR- 19

214
225/35 ZR- 20

159
245/35 ZR- 20

141
245/40 ZR- 20

177
255/35 ZR- 20
XL
148
275/30 ZR- 20
XL
215
275/35 ZR- 20

198
285/30 ZR- 20
XL
219
265/30 ZR- 22

235
295/25 ZR- 22
XL
273
HTR Z III
195/55 R- 15

$68
205/40 R- 16

57
205/55 R- 16

73
205/60 R- 16

79
215/40 R- 16

62
215/60 R- 16

85
225/50 ZR- 16

75
225/60 R- 16

68
245/50 ZR- 16

82
205/40 ZR- 17

65
215/40 ZR- 17

80
215/45 ZR- 17

83
215/50 ZR- 17

83
225/45 ZR- 17

86
225/50 ZR- 17

113
235/40 ZR- 17

86
235/45 ZR- 17

91
235/50 ZR- 17
XL
118
245/40 ZR- 17

93
245/45 ZR- 17

98
255/45 ZR- 17

101
275/40 ZR- 17

105
215/35 ZR- 18

99
225/35 ZR- 18

105
225/40 ZR- 18

98
235/40 ZR- 18

103
245/40 ZR- 18

109
HTR+
P 175/65 R- 14

$56
P 185/60 R- 14

49
P 185/65 R- 14

52
P 195/60 R- 14

49
P 195/65 R- 14

56
P 195/70 R- 14

56
P 205/60 R- 14

55
P 185/65 R- 15

55
P 195/60 R- 15

56
P 195/65 R- 15

57
P 205/60 R- 15

57
P 205/65 R- 15

57
P 215/60 R- 15

60
P 215/65 R- 15

61
P 205/55 R- 16

81
P 215/55 R- 16

82
P 215/60 R- 16

66
P 225/50 R- 16

85
P 225/55 R- 16

84
P 225/60 R- 16

69
P 235/55 R- 16

87
P 245/50 R- 16

91
P 225/55 R- 17

91
HTR H4
P 165/70 R- 13

$45
P 175/70 R- 13

47
P 185/70 R- 13

49
P 175/65 R- 14

49
P 175/70 R- 14

49
P 185/60 R- 14

55
P 185/65 R- 14

54
P 185/70 R- 14

49
P 195/60 R- 14

58
P 195/70 R- 14

54
P 205/70 R- 14

57
P 215/70 R- 14

58
P 195/60 R- 15

61
P 195/65 R- 15

56
P 205/60 R- 15

67
P 205/65 R- 15

61
P 205/70 R- 15

58
P 215/60 R- 15

67
P 215/65 R- 15

62
P 215/70 R- 15

61
P 205/55 R- 16

73
P 215/60 R- 16

68
P 225/60 R- 16

74
HTR T4
175/50 R- 13

$51
175/70 R- 13

45
185/60 R- 13

46
195/60 R- 13

49
205/60 R- 13

54
215/50 R- 13

53
175/65 R- 14

52
175/70 R- 14

49
185/60 R- 14

49
185/65 R- 14

57
185/70 R- 14

52
195/60 R- 14

53
195/70 R- 14

55
205/60 R- 14

56
205/70 R- 14

58
195/50 R- 15

72
195/60 R- 15

56
195/65 R- 15

66
205/50 R- 15

74
205/60 R- 15

57
205/65 R- 15

66
215/60 R- 15

62
225/50 R- 15

82
HTR 200
205/50 ZR- 17

$65
245/45 ZR- 17

71
P 275/40 ZR- 17

94
P 315/35 ZR- 17

115
HTR Z
SPECIALS
©2009 Tire Rack 1-800-981-3782 www.tirerack.com Hours: EST M-F 8am-8pm SAT 9am-4pm
Pricing Effective July 1-31, 2009
Prices Subject to Change
P 175/70 R- 13

$70
P 175/65 R- 14

83
P 175/70 R- 14

79
P 185/65 R- 14

85
P 185/70 R- 14

86
P 195/65 R- 14

97
P 195/70 R- 14

86
P 205/70 R- 14

93
P 205/75 R- 14

86
P 215/70 R- 14

98
P 185/60 R- 15

101
P 195/60 R- 15

99
P 195/65 R- 15

85
P 205/60 R- 15

99
P 205/65 R- 15

102
P 205/70 R- 15

99
P 215/65 R- 15

111
P 215/70 R- 15

97
205/55 R- 16

113
P 205/60 R- 16

111
215/65 R- 16

104
P 225/60 R- 16

115
Harmony
185/65 R- 15

$103
195/60 R- 15

108
195/60 R- 15

145
195/65 R- 15

111
205/60 R- 15

106
205/65 R- 15

105
205/65 VR- 15

131
215/60 R- 15

85
225/60 R- 15

133
205/55 R- 16

125
205/55 R- 16

149
205/60 R- 16

120
205/60 R- 16

171
205/65 R- 16

124
215/55 HR- 16

125
215/55 R- 16

151
P 215/60 R- 16

131
225/60 R- 16

131
225/60 R- 16

140
225/65 R- 16

132
235/60 R- 16

137
215/50 R- 17
XL
155
215/50 R- 17
XL
169
215/55 R- 17

139
225/45 R- 17
XL
175
225/55 R- 17
XL
167
225/55 R- 17
XL
178
235/55 R- 17
XL
162
225/55 R- 18

179
225/60 R- 18

151
245/45 R- 18
XL
217
Primacy MXV4
225/55 R- 16

$130
205/50 R- 17

194
235/45 R- 17

168
Pilot Exalto A/S
205/55 ZR- 16
N
$141
225/50 ZR- 16
N0
159
Pilot Exalto PE2
205/55 ZR- 16

$131
215/55 ZR- 16

145
225/50 ZR- 16

168
225/55 ZR- 16

181
225/60 ZR- 16

140
245/50 ZR- 16

165
205/45 ZR- 17

182
205/50 ZR- 17

161
225/45 ZR- 17

169
225/50 ZR- 17

159
225/55 ZR- 17

189
235/45 ZR- 17

181
235/50 ZR- 17

189
235/55 ZR- 17

205
245/40 ZR- 17

193
245/45 ZR- 17

178
245/50 ZR- 17

222
255/40 ZR- 17

184
255/45 ZR- 17

217
275/40 ZR- 17

225
285/40 ZR- 17

269
225/40 ZR- 18
XL
205
225/45 ZR- 18
XL
202
235/40 ZR- 18

205
235/45 ZR- 18
XL
204
235/50 ZR- 18

196
245/40 ZR- 18

233
245/45 ZR- 18
XL
234
255/35 ZR- 18
XL
251
255/40 ZR- 18

221
255/45 ZR- 18

212
265/35 ZR- 18
XL
234
275/35 ZR- 18

248
275/40 ZR- 18

235
285/30 ZR- 18
XL
308
285/35 ZR- 18

288
225/40 ZR- 19
XL
245
235/35 ZR- 19
XL
269
245/35 ZR- 19
XL
269
245/40 ZR- 19

288
245/45 ZR- 19

272
255/35 ZR- 19
XL
269
255/40 ZR- 19

299
275/30 ZR- 19
XL
289
275/35 ZR- 19

328
275/40 ZR- 19

323
285/30 ZR- 19
XL
353
245/30 ZR- 20
XL
275
245/35 ZR- 20
XL
248
245/40 ZR- 20

368
Pilot Sport
A/S Plus
245/45 ZR- 17
R
$205
275/40 ZR- 18
RFT
260
Pilot Sport A/S
Plus ZP
205/50 ZR- 17

$187
205/55 ZR- 17

177
225/45 ZR- 17

191
235/40 ZR- 17

212
235/45 ZR- 17

195
235/50 ZR- 17
N0
212
245/40 ZR- 17

236
245/45 ZR- 17

219
255/40 ZR- 17

242
265/40 ZR- 17

262
275/40 ZR- 17

285
335/35 ZR- 17
XL
457
225/40 ZR- 18

259
225/40 ZR- 18
XL
239
225/45 ZR- 18
XL
225
235/40 ZR- 18

288
235/40 ZR- 18
XL
267
245/40 ZR- 18
XL
286
255/35 ZR- 18
XL
304
255/40 ZR- 18

298
265/35 ZR- 18
XL
316
275/35 ZR- 18

340
295/30 ZR- 18
N2
416
295/35 ZR- 18

385
335/30 ZR- 18

436
235/35 ZR- 19

332
245/35 ZR- 19
XL
341
245/35 ZR- 19
XL
341
245/40 ZR- 19

266
245/40 ZR- 19
XL
318
255/35 ZR- 19
XL
368
255/40 ZR- 19

362
265/35 ZR- 19

365
265/35 ZR- 19
XL
384
275/30 ZR- 19
XL
391
275/35 ZR- 19
XL
368
285/30 ZR- 19
XL
427
285/35 ZR- 19

448
295/30 ZR- 19
XL
497
305/30 ZR- 19
XL
530
345/30 ZR- 19

480
255/35 ZR- 20
XL
397
275/35 ZR- 20
XL
376
285/30 ZR- 20
XL
418
Pilot Sport PS2
255/30 ZR- 20
X
$330
255/35 ZR- 20
XL
305
275/30 ZR- 20
XL
308
275/35 ZR- 20
XL
355
285/30 ZR- 20
XL
287
295/25 ZR- 20
XL
338
Pilot Sport A/S
Plus continued
205/55 ZR- 16

$143
225/55 ZR- 16

167
245/50 ZR- 16

173
215/45 ZR- 17
XL
160
225/45 ZR- 17
XL
159
225/45 ZR- 17

158
225/50 ZR- 17

168
225/55 ZR- 17
XL
185
245/45 ZR- 17

208
255/40 ZR- 17

207
255/45 ZR- 17

229
275/40 ZR- 17

234
285/40 ZR- 17

245
315/35 ZR- 17

323
225/40 ZR- 18
XL
192
235/40 ZR- 18

227
235/50 ZR- 18
XL
196
245/35 ZR- 18

213
245/45 ZR- 18
XL
231
255/40 ZR- 18

265
255/45 ZR- 18
XL
234
255/55 ZR- 18

217
275/40 ZR- 18

294
285/35 ZR- 18

290
295/35 ZR- 18

307
245/40 ZR- 19
XL
330
245/45 ZR- 19

243
255/35 ZR- 19
XL
272
255/40 ZR- 19

298
265/30 ZR- 19

287
265/50 ZR- 19
XL
208
275/40 ZR- 19

272
305/35 ZR- 20

429
245/35 ZR- 21
XL
427
Eagle F1 GS-D3
P 185/70 R- 14

$76
P 195/70 R- 14

87
P 195/60 R- 15

94
P 195/65 R- 15

97
P 205/60 R- 15

108
P 205/65 R- 15

102
P 205/70 R- 15

94
P 215/65 R- 15

101
P 215/70 R- 15

99
P 205/55 R- 16

116
P 205/60 R- 16

113
P 215/55 R- 16

117
P 215/60 R- 16

119
215/65 R- 16

112
P 225/50 R- 16

127
225/55 R- 16

126
Assurance
TripleTred
P 235/45 ZR- 18

$289
P 255/45 ZR- 18 128
Eagle F1
Supercar
195/55 R- 16

$220
195/55 R- 16 207
Excellence ROF
P 185/60 R- 15

$80
P 185/65 R- 15

74
P 195/60 R- 15

81
P 195/65 R- 15

79
P 205/60 R- 15

84
P 205/65 R- 15

79
P 205/70 R- 15

73
P 215/60 R- 15

85
215/70 R- 15

79
P 205/50 R- 16

106
P 205/55 R- 16

99
P 205/60 R- 16

93
P 205/65 R- 16

90
P 215/55 R- 16

103
P 215/60 R- 16

90
215/65 R- 16

87
P 225/60 R- 16

94
235/60 R- 16

108
235/65 R- 16

92
P 215/55 R- 17

121
P 215/60 R- 17

114
P 215/65 R- 17

92
P 225/55 R- 17

123
P 225/60 R- 17

119
225/65 R- 17

100
P 235/55 R- 17

127
P 235/65 R- 17

105
Assurance
Fuel Max
215/45 R- 17
X
$144
225/45 ZR- 17
XL
138
235/40 ZR- 17

159
235/45 ZR- 17
XL
150
245/40 ZR- 17
XL
174
215/35 R- 18
XL
144
225/35 ZR- 18
XL
198
225/40 R- 18
XL
176
235/40 ZR- 18
XL
209
235/50 ZR- 18
XL
189
245/35 ZR- 18
XL
218
245/40 ZR- 18
XL
193
245/45 ZR- 18
XL
230
255/35 ZR- 18
XL
229
255/45 ZR- 18
XL
223
265/35 ZR- 18
XL
252
265/40 ZR- 18
XL
218
275/35 ZR- 18
XL
229
225/35 ZR- 19
XL
198
235/35 ZR- 19
XL
223
245/35 ZR- 19
XL
263
245/40 R- 19
XL
311
255/30 ZR- 19
XL
285
255/35 ZR- 19
XL
252
265/30 ZR- 19
XL
252
275/30 ZR- 19
XL
303
245/30 ZR- 20
XL
299
255/30 ZR- 20
XL
276
255/35 ZR- 20
XL
247
285/25 ZR- 20
XL
323
295/30 ZR- 20
XL
379
Eagle F1
Asymmetric
195/55 R- 15

$72
195/60 R- 15

64
195/65 R- 15

64
205/60 R- 15

67
205/65 R- 15

72
215/60 R- 15

68
205/50 R- 16

87
205/55 R- 16

89
205/60 R- 16

79
215/55 R- 16

90
215/60 R- 16

87
225/50 R- 16

95
225/55 R- 16

99
225/60 R- 16

85
205/50 R- 17
XL
110
215/45 ZR- 17
XL
98
215/50 R- 17

110
215/55 R- 17

120
225/45 ZR- 17
XL
102
225/50 ZR- 17

113
225/55 R- 17

114
235/45 ZR- 17

113
235/50 ZR- 17

125
235/55 ZR- 17

121
245/40 ZR- 17

130
245/45 ZR- 17

113
255/40 ZR- 17

124
215/45 ZR- 18
XL
125
225/40 ZR- 18
XL
116
225/45 ZR- 18
XL
129
235/40 ZR- 18
XL
134
235/50 ZR- 18

153
245/40 ZR- 18

135
245/45 ZR- 18

143
255/40 ZR- 18
XL
159
245/40 ZR- 19
XL
190
245/35 ZR- 20
XL
149
255/35 ZR- 20
XL
147
265/35 ZR- 22
XL
132
Eagle GT
P 225/60 R- 16

$116
235/65 R- 16

119
P 215/50 R- 17

142
P 215/55 R- 17

141
P 215/60 R- 17

133
P 215/65 R- 17

115
P 225/55 R- 17

144
235/55 R- 17

140
235/65 R- 17

135
P 225/50 R- 18

152
Assurance
TripleTred
continued
Sumitomo HTR Z III
1E\4IVJSVQERGI7YQQIV
The HTR Z III (High Technology Radials-3rd generation) tire was
developed for sports cars, sporty coupes and high performance
sedans and is designed to showcase Sumitomo’s technical resources
by providing high-speed handling stability along with traction on
dry and wet roads. Like all summer tires, it is not intended to be
driven in near-freezing temperatures, through snow or on ice.
205/50 ZR- 17
XL
215/45 ZR- 17
215/50 ZR- 17
225/45 ZR- 17
XL
225/50 ZR- 17
235/45 ZR- 17
235/50 ZR- 17
235/55 ZR- 17
245/40 ZR- 17
XL
245/45 ZR- 17
255/40 ZR- 17
275/40 ZR- 17
215/40 ZR- 18
225/40 ZR- 18
XL
225/45 ZR- 18
XL
235/40 ZR- 18
XL
235/50 ZR- 18
245/40 ZR- 18
XL
245/45 ZR- 18
XL
255/35 ZR- 18
XL
255/40 ZR- 18
XL
255/45 ZR- 18
XL
265/35 ZR- 18
XL
265/40 ZR- 18
275/35 ZR- 18
275/40 ZR- 18
285/30 ZR- 18
XL
285/35 ZR- 18
295/30 ZR- 18
235/35 ZR- 19
XL
245/35 ZR- 19
XL
245/40 ZR- 19
XL
245/45 ZR- 19
255/35 ZR- 19
255/40 ZR- 19
275/30 ZR- 19
XL
275/40 ZR- 19
225/35 ZR- 20
245/35 ZR- 20
XL
245/40 ZR- 20
255/35 ZR- 20
XL
275/30 ZR- 20
XL
275/35 ZR- 20
285/30 ZR- 20
XL
265/30 ZR- 22
295/25 ZR- 22
XL
195/55 R- 15
205/40 R- 16
205/55 R- 16
205/60 R- 16
215/40 R- 16
215/60 R- 16
225/50 ZR- 16
225/60 R- 16
245/50 ZR- 16
205/40 ZR- 17
215/40 ZR- 17
215/45 ZR- 17
215/50 ZR- 17
225/45 ZR- 17
225/50 ZR- 17
235/40 ZR- 17
235/45 ZR- 17
235/50 ZR- 17
XL
245/40 ZR- 17
245/45 ZR- 17
255/45 ZR- 17
275/40 ZR- 17
215/35 ZR- 18
225/35 ZR- 18
225/40 ZR- 18
235/40 ZR- 18
245/40 ZR- 18
For a complete list of sizes and prices visit www.tirerack.com
Five Rib Tread Pattern

Independent shoulder and intermediate tread blocks and
a continuous center rib enhance dry cornering and stability.
Sumitomo’s Reverse Pattern Siping

adds strategically located biting edges in the tread
pattern to increase light snow and slush traction.
Circumferential and Curvilinear Grooves
evacuate water from the footprint to enhance wet
traction and reduce the risk of hydroplaning.
Ask about our Tire Road
Hazard Service Program
©2009 Tire Rack 1-800-981-3782 www.tirerack.com Hours: EST M-F 8am-8pm SAT 9am-4pm
NOTE: Like all summer tires, the HTR Z III is not
intended to be driven in near-freezing temperatures,
through snow or on ice.
Five Rib Asymmetric Tread Pattern
Large outboard tread blocks promote responsive
handling, high-speed stability and dry road traction.
Wide Circumferential
and Long Lateral Grooves
provide drainage that helps evacuate water to
increase wet traction and hydroplaning resistance.
Continuous Inboard Ribs
improve tire longevity by resisting irregular wear
associated with independent rear suspensions.
Sumitomo HTR+
9PXVE,MKL4IVJSVQERGI%PP7IEWSR
The HTR+ (High Technology Radials-Plus All-Season traction)
was developed to meet the year-round driving needs of sports
car, coupe and sedan drivers by blending dry and wet road
performance with light snow traction. HTR+ radials combine
Sumitomo’s high-tech, ultra high-performance materials with
their All-Season technology. PLUS
HIGHTECHRADIAL HIGHTECHRADIAL
PLUS
©2009 Tire Rack 1-800-981-3782 www.tirerack.com Hours: EST M-F 8am-8pm SAT 9am-4pm
Pricing Effective July 1-31, 2009
Prices Subject to Change
Ask about our Tire Road
Hazard Service Program
L I G H T T R U C K & S U V T I R E S L I G H T T R U C K & S U V T I R E S L I G H T T R U C K & S U V T I R E S
SPECIALS
P 225/70 R- 16 $86
P 235/70 R- 16 89
P 245/70 R- 16 94
P 255/70 R- 16 98
P 265/70 R- 16 106
LT 265/75 R- 16
C
116
P 235/65 R- 17 109
P 245/65 R- 17 114
P 265/65 R- 17 121
P 265/70 R- 17 109
P 275/65 R- 18 153
P 285/60 R- 18 145
P 275/55 R- 20 155
P 275/60 R- 20 154
XTi
185/60 R- 14

$45
195/60 R- 14

49
185/65 R- 15

52
195/60 R- 15

48
195/65 R- 15

52
205/60 R- 15

51
205/65 R- 15

54
215/60 R- 15

54
215/65 R- 15

55
225/60 R- 15

56
205/50 R- 16

69
205/55 R- 16

72
205/60 R- 16

59
215/55 R- 16

78
215/60 R- 16

60
225/50 R- 16

81
225/55 R- 16

85
225/60 R- 16

64
205/40 R- 17
XL
63
215/45 R- 17

74
215/50 R- 17

89
225/45 R- 17

79
235/45 R- 17

88
245/45 R- 17

89
HRi
195/55 R- 15

$70
205/50 R- 16

75
205/55 R- 16

73
215/60 R- 16

71
225/50 R- 16

88
215/50 R- 17
XL
92
215/55 R- 17

92
P 225/55 R- 17

96
VRi
205/55 ZR- 16

$81
225/50 ZR- 16

91
225/55 ZR- 16

92
245/45 ZR- 16

102
245/50 ZR- 16

98
205/40 ZR- 17
XL
76
215/40 ZR- 17

83
215/45 ZR- 17

86
215/50 ZR- 17
XL
104
225/45 ZR- 17

91
235/40 ZR- 17

98
235/45 ZR- 17

102
245/40 ZR- 17

103
245/45 ZR- 17

103
255/40 ZR- 17

105
P 255/45 ZR- 17

110
255/50 ZR- 17

125
275/40 ZR- 17

121
215/35 ZR- 18
ZRF
109
225/40 ZR- 18

95
235/40 ZR- 18

117
245/40 ZR- 18

135
265/35 ZR- 18

154
285/60 R- 18

119
225/35 ZR- 19
XL
140
235/35 ZR- 19
ZRF
148
245/35 ZR- 19
ZRF
157
275/30 ZR- 19
ZRF
176
255/35 ZR- 20

135
265/50 R- 20

139
275/45 R- 20

125
275/55 R- 20

128
ZRi
P 225/70 R- 14
OWL
$90
P 215/70 R- 15 76
P 215/75 R- 15
OWL
87
P 225/70 R- 15
OWL
89
P 225/75 R- 15
OWL
89
P 235/70 R- 15
OWL
95
P 235/75 R- 15
OWL
93
LT 235/75 R- 15
C OWL
98
P 255/70 R- 15
OWL
95
P 265/75 R- 15
OWL
100
LT 31X10.5 R- 15
C OWL
109
P 215/70 R- 16 88
P 225/70 R- 16
OWL
94
P 225/75 R- 16
XL
94
P 235/65 R- 16 102
P 235/70 R- 16
XL OWL
99
P 235/75 R- 16
XL OWL
98
P 245/70 R- 16
OWL
104
P 245/75 R- 16
OWL
99
P 255/65 R- 16
OWL
116
P 255/70 R- 16
OWL
109
P 265/70 R- 16
OWL
114
P 265/75 R- 16
OWL
125
LT 265/75 R- 16
C OWL
125
225/65 R- 17 109
P 235/60 R- 17 112
P 235/65 R- 17 114
P 235/70 R- 17
XL OWL
115
P 245/65 R- 17
OWL
125
P 245/70 R- 17
OWL
119
P 255/65 R- 17
OWL
127
P 265/65 R- 17 131
P 265/70 R- 17
OWL
123
P 265/75 R- 16
OWL
108
P 275/60 R- 17 132
P 235/65 R- 18
OWL
125
P 245/60 R- 18 129
P 265/60 R- 18
OWL
144
P 265/65 R- 18 125
P 265/65 R- 18
OWL
133
P 265/70 R- 18
OWL
139
P 265/50 R- 20 169
P 275/55 R- 20 158
P 275/60 R- 20
OWL
155
Destination LE
255/55 ZR- 18
XL
$276
275/45 ZR- 19
XL
280
275/45 ZR- 20
XL
347
295/35 ZR- 21
XL
428
Latitude Sport
31X10.5 R- 15
C OWL
$167
33X12.5 R- 15
C OWL
203
35X12.5 R- 15
C OWL
228
LT 265/75 R- 16
E OWL
220
LT 285/75 R- 16
D OWL
216
LT 305/70 R- 16
D OWL
246
LT 315/75 R- 16
E OWL
255
LT 265/70 R- 17
E OWL
228
LT 285/70 R- 17
D OWL
280
LT 305/65 R- 17
E
253
LT 315/70 R- 17
D OWL
282
Crusher
295/40 R- 22
XL
$382
Latitude Tour HP
31X10.5 R- 15
C OWL
$158
33X12.5 R- 15
C OWL
195
35X12.5 R- 15
C OWL
222
LT 265/75 R- 16
E OWL
205
LT 285/75 R- 16
D OWL
204
LT 305/70 R- 16
D OWL
234
LT 315/75 R- 16
D OWL
243
LT 265/70 R- 17
E OWL
209
LT 285/70 R- 17
D OWL
261
33X12.5 R- 17
D OWL
235
35X12.5 R- 17
D OWL
291
LT 305/60 R- 18
E
296
LT 305/70 R- 18
E
309
LT 325/60 R- 18
E
293
LT 325/65 R- 18
E
338
LT 305/55 R- 20
E
317
LT 325/50 R- 20
E
348
35X12.5 R- 20
E
350
35X13.5 R- 20
E
381

Radial F-C II
P 235/75 R- 15
OWL
$123
P 265/70 R- 15 139
P 215/75 R- 16
OWL
127
P 225/70 R- 16
OWL
161
P 225/75 R- 16
OWL
117
P 235/70 R- 16 149
P 235/70 R- 16
OWL
139
P 245/70 R- 16 142
P 245/70 R- 16
OWL
135
P 245/75 R- 16
OWL
147
P 255/65 R- 16 159
P 255/70 R- 16
OWL
148
P 265/70 R- 16
OWL
167
225/65 R- 17 169
P 245/65 R- 17 169
P 245/65 R- 17
OWL
172
P 255/60 R- 17 179
P 255/75 R- 17 182
P 265/65 R- 17
OWL
194
P 265/70 R- 17 186
P 265/70 R- 17
OWL
187
P 245/60 R- 18 142
P 265/70 R- 18 203
P 275/55 R- 18 183
P 255/60 R- 19 108
Latitude Tour
P 225/70 R- 14
OWL
$91
P 205/75 R- 15
OWL
84
P 215/75 R- 15
OWL
92
P 225/70 R- 15
OWL
98
P 225/75 R- 15
OWL
94
P 235/70 R- 15
OWL
104
LT 235/75 R- 15
OWL
105
P 235/75 R- 15
XL
101
P 235/75 R- 15
XL OWL
102
LT 30X9.5 R- 15
OWL
108
LT 31X10.5 R- 15
OWL
117
LT 33X12.5 R- 15
OWL
139
P 235/70 R- 16
OWL
109
P 235/75 R- 16 102
P 235/75 R- 16
OWL
105
P 245/70 R- 16
OWL
109
LT 245/75 R- 16
OWL C
133
P 245/75 R- 16
OWL
110
P 255/70 R- 16
OWL
119
P 265/70 R- 16
OWL
119
LT 265/70 R- 16
D OWL
146
P 265/75 R- 16
OWL
122
LT 265/75 R- 16
OWL C
139
LT 285/75 R- 16
OWL E
166
LT 305/70 R- 16
OWL
175
LT 315/75 R- 16
D
192
P 235/65 R- 17 132
P 235/70 R- 17
OWL XL
123
P 235/75 R- 17
OWL
122
P 245/65 R- 17
OWL
135
P 245/70 R- 17
OWL
122
P 245/75 R- 17
OWL
126
P 255/65 R- 17
OWL
132
P 255/70 R- 17
OWL
129
P 255/75 R- 17 133
P 265/65 R- 17
OWL
151
P 265/70 R- 17
OWL
134
LT 265/70 R- 17
C OWL
155
LT 275/70 R- 17
C OWL
167
LT 285/70 R- 17
D OWL
183
P 285/70 R- 17
OWL
144
LT 315/70 R- 17
D OWL
195
P 255/70 R- 18
OWL
142
P 265/60 R- 18
OWL
161
P 265/70 R- 18
OWL
150
P 275/65 R- 18
OWL
159
LT 325/65 R- 18
E
270
P 275/55 R- 20
OWL
145
P 275/60 R- 20
OWL
167
Destination A/T
LT 235/75 R- 15
C
$104
LT 215/85 R- 16
E
123
LT 225/75 R- 16
E
125
LT 235/85 R- 16
E
114
LT 245/75 R- 16
E
129
LT 265/75 R- 16
E
134
LT 265/75 R- 16
E OWL
134
LT 8.75 R- 16.5
E
125
LT 9.50 R- 16.5
E
136
LT 235/80 R- 17
E
138
LT 245/70 R- 17
E
135
LT 245/75 R- 17
E OWL
149
LT 265/70 R- 17
E OWL
149
LT 275/65 R- 18
E OWL
178
LT 275/70 R- 18
E OWL
169
Transforce HT
P 205/70 R- 15
OWL
$111
P 215/75 R- 15
OWL
116
P 225/70 R- 15
OWL
113
P 225/75 R- 15
OWL
120
P 235/70 R- 15
OWL
116
P 235/75 R- 15
OWL
123
P 265/70 R- 15 150
P 215/70 R- 16
OWL
139
P 225/70 R- 16
OWL
142
P 225/75 R- 16
OWL
126
P 235/70 R- 16 117
P 235/75 R- 16
OWL
133
P 245/70 R- 16 144
P 245/75 R- 16
OWL
143
255/65 R- 16 159
P 265/70 R- 16
OWL
159
P 265/75 R- 16 152
P 275/70 R- 16 173
225/65 R- 17 139
235/65 R- 17 133
P 245/65 R- 17 165
P 255/75 R- 17 155
275/55 R- 17 165
P 275/60 R- 17 158
255/55 R- 18
XL
185
P 285/60 R- 18 199
275/40 R- 20
XL
234
P 275/55 R- 20 183
P 285/45 R- 22 210
Dueler H/L Alenza
P 225/75 R- 15
OWL
$121
P 235/70 R- 15
OWL
132
P 235/75 R- 15
OWL
126
LT 235/75 R- 15
6P OWL
140
LT 30x9.5 R- 15
OWL
145
LT 31x10.5 R- 15
OWL
163
P 265/70 R- 15
OWL
147
LT 215/85 R- 16
E OWL
169
LT 225/75 R- 16
E OWL
174
P 235/70 R- 16
OWL
142
LT 235/85 R- 16
OWL
178
P 245/70 R- 16
OWL
148
LT 245/75 R- 16
10P/OW
179
LT 245/75 R- 16
OWL
166
P 245/75 R- 16
OWL
137
P 255/70 R- 16
OWL
153
LT 265/75 R- 16
10P/OW
200
LT 265/75 R- 16
6P/OWL
181
P 265/75 R- 16
OWL
146
P 275/70 R- 16
OWL
172
LT 285/75 R- 16
OWL
198
P 235/65 R- 17
OWL
147
P 235/75 R- 17
OWL
150
P 245/70 R- 17
OWL
154
P 265/65 R- 17
OWL
187
LT 265/70 R- 17
OWL E
202
Dueler A/T Revo
P 235/75 R- 15
XL OWL
$109
P 265/70 R- 15 116
P 225/70 R- 16
OWL
120
P 265/70 R- 16
OWL
137
P 245/65 R- 17 155
P 265/70 R- 18
OWL
162
Scorpion STR A
P 245/70 R- 16 $133
LT 245/75 R- 16
E
148
P 265/70 R- 16 147
LT 265/75 R- 16
E
149
P 245/65 R- 17 136
LT 325/60 R- 20
D
266
LT 325/45 R- 24
E
423
Scorpion ATR
P 205/70 R- 15 $97
215/65 R- 16 121
P 215/70 R- 16 119
P 235/70 R- 16 118
P 255/65 R- 16 153
235/50 R- 18 180
P 275/45 R- 20 265
P 305/50 R- 20 213
Scorpion STR
325/35 R- 28
XL
$812
Ecsta STX KL12
205/70 R- 15 $69
265/70 R- 15 100
215/65 R- 16 86
215/70 R- 16 87
225/70 R- 16 91
235/60 R- 16 87
235/70 R- 16 95
245/70 R- 16 98
255/55 R- 16 94
255/65 R- 16 96
265/70 R- 16 99
275/70 R- 16 102
235/65 R- 17
XL
115
255/60 R- 17 124
275/55 R- 17 136
255/55 ZR- 18
XL
119
255/50 ZR- 19
XL
156
285/45 ZR- 19 189
275/55 R- 20
XL
124
285/50 R- 20 134
295/45 R- 20
XL
125
295/50 R- 20
XL
128
305/40 R- 22
XL
154
305/45 R- 22
XL
154
305/40 R- 23
XL
156
305/40 R- 24
XL
264
315/35 R- 24
XL
230
Grabber UHP
P 255/70 R- 15 $90
P 225/70 R- 16 91
235/75 R- 16 91
P 235/75 R- 16 95
245/70 R- 16 97
P 245/70 R- 16

94
P 245/75 R- 16 95
P 255/65 R- 16 112
P 255/70 R- 16 103
P 265/70 R- 16 104
P 275/70 R- 16 122
P 275/70 R- 16
BW
118
P 255/65 R- 17 123
LT 265/70 R- 17 112
P 265/70 R- 17 116
P 275/60 R- 17 128
255/55 R- 18
XL
139
L T 275/65 R- 18
E
170
L T 275/70 R- 18
E
165
275/55 R- 20
XL
137
Grabber HTS
205/75 R- 15
OWL
$76
Grabber AT2
255/55 R- 18 $108
285/60 R- 18 114
275/45 R- 20 117
275/55 R- 20
XL
126
285/50 R- 20 129
P 295/45 R- 20 133
305/50 R- 20 126
265/35 R- 22
XL
153
285/35 R- 22 195
305/40 R- 22 158
P 305/45 R- 22 159
HTR Sport H/P
205/70 R- 15 $75
215/70 R- 15 77
LT 215/75 R- 15
OWL
92
P 225/70 R- 15
OWL
83
P 235/70 R- 15
OWL
96
LT 235/75 R- 15
C OWL
89
P 235/75 R- 15
OWL
95
30X9.5 R- 15
C OWL
99
265/70 R- 15 107
31X10.5 R- 15
OWL
107
32X11.5 R- 15
C OWL
126
33X12.5 R- 15
OWL
133
215/60 R- 16 98
215/65 R- 16 92
215/70 R- 16 89
LT 215/85 R- 16
D OWL
106
225/70 R- 16 98
LT 225/75 R- 16
D OWL
104
235/60 R- 16 108
P 235/70 R- 16
OWL
94
LT 235/85 R- 16
E OWL
108
P 245/70 R- 16
OWL
100
LT 245/75 R- 16
E OWL
117
255/65 R- 16 113
P 255/70 R- 16
OWL
108
P 265/70 R- 16
OWL
109
LT 265/75 R- 16
E
127
LT 265/75 R- 16
D OWL
122
275/70 R- 16 111
LT 285/75 R- 16
D
136
LT 315/75 R- 16
D
169
225/60 R- 17 119
225/65 R- 17 116
225/70 R- 17 101
235/65 R- 17
XL
119
P 235/70 R- 17
OWL
107
245/65 R- 17 125
LT 245/70 R- 17
E
138
255/65 R- 17 130
P 255/70 R- 17
OWL
114
265/65 R- 17 137
LT 265/70 R- 17
E
151
P 265/70 R- 17
OWL
123
P 275/60 R- 17
OWL
167
275/65 R- 17 155
LT 315/70 R- 17
D
182
37X12.5 R- 17
D
275
225/55 R- 18 140
265/60 R- 18 176
P 265/70 R- 18 157
275/60 R- 18 183
LT 275/65 R- 18
C OWL
167
305/45 R- 20 185
Geolandar A/T-S
265/60 R- 18 $140
Geolandar H/T-S G052
225/65 R- 17 $107
225/60 R- 18 142
235/55 R- 18 148
235/60 R- 18 142
245/60 R- 18 151
235/55 R- 19 162
245/45 R- 20 142
245/50 R- 20 160
255/45 R- 20
XL
141
255/50 R- 20
XL
155
265/50 R- 20
XL
141
255/40 R- 20 145
275/40 R- 20
XL
141
275/45 R- 20
XL
131
275/55 R- 20
XL
141
Parada Spec-X
285/50 R- 20
XL
$135
295/45 R- 20
XL
139
305/50 R- 20
XL
142
255/30 R- 22
XL
192
265/30 R- 22
XL
206
265/35 R- 22
XL
165
265/40 R- 22
XL
186
285/35 R- 22
XL
198
285/40 R- 22
XL
224
285/45 R- 22
XL
164
305/40 R- 22
XL
154
305/45 R- 22
XL
157
285/35 R- 23
XL
179
285/40 R- 23
XL
218
305/40 R- 23
XL
204
285/40 R- 24
XL
316
295/35 R- 24
XL
339
305/35 R- 24
XL
339
315/35 R- 24
XL
379
315/40 R- 25
XL
716
315/40 R- 26
XL
482
325/35 R- 28
XL
1050
315/35 R- 30 1978
Parada Spec-X
continued
215/75 R- 15
OWL
$91
235/75 R- 15
OWL
94
255/70 R- 15
OWL
102
215/70 R- 16 96
225/75 R- 16 99
235/65 R- 16 112
235/70 R- 16 107
P 235/70 R- 16
OWL
106
245/70 R- 16 105
245/75 R- 16
OWL
108
255/65 R- 16 121
255/70 R- 16
OWL
111
P 265/70 R- 16 119
265/70 R- 16 121
265/75 R- 16
OWL
117
235/65 R- 17 128
235/65 R- 17
OWL
122
245/65 R- 17 129
245/65 R- 17
OWL
131
255/60 R- 17 133
265/65 HR- 17 131
265/65 R- 17 131
275/55 R- 17 156
275/60 R- 17
OWL
133
P 245/60 R- 18 105
255/55 R- 18
XL
154
275/60 R- 18 158
255/70 R- 18 149
265/70 R- 18
OWL
153
CrossContact LX
C 195/70 R- 15
D
$88
Vanco 2
C 195/70 R- 15
D
$108
C 215/85 R- 16
E
92
LT 245/75 R- 16
E
110
Vanco 4 Season
P 215/75 R- 15
OWL
$79
P 225/70 R- 15
OWL
91
P 225/75 R- 15
OWL
87
P 235/70 R- 15
OWL
97
P 235/75 R- 15
XL OWL
95
P 265/70 R- 15
OWL
121
P 265/75 R- 15
OWL
110
P 215/70 R- 16
OWL
98
P 215/75 R- 16
OWL
100
P 225/70 R- 16
OWL
104
P 225/75 R- 16
XL OWL
98
P 235/65 R- 16 120
P 235/70 R- 16
OWL
113
P 235/75 R- 16
XL OWL
100
P 245/70 R- 16
OWL
116
P 245/75 R- 16
OWL
100
P 255/65 R- 16 117
P 255/70 R- 16
OWL
115
P 265/75 R- 16
OWL
118
P 225/65 R- 17
OWL
144
P 235/60 R- 17 122
P 235/65 R- 17
OWL
123
P 235/70 R- 17
XL
131
P 235/75 R- 17 125
P 245/65 R- 17
OWL
137
P 245/70 R- 17
OWL
127
P 255/65 R- 17
OWL
129
P 255/70 R- 17
OWL
132
P 265/65 R- 17 141
P 265/70 R- 17
OWL
133
P 275/60 R- 17
OWL
120
P 235/65 R- 18 134
P 265/70 R- 18
OWL
144
P 275/55 R- 20 156
P 275/60 R- 20 156
Long Trail T/A Tour
LT 225/75 R- 16
E
$141
All-Terrain T/A KO
195/55 R- 16

$141
205/55 R- 16

137
205/45 R- 17

202
225/45 R- 17

172
ContiPro
Contact SSR
285/30 ZR- 18

$288
ContiSport
Contact 2
175/65 R- 15

$79
P 185/65 R- 15

74
195/55 R- 15
XL
97
195/60 R- 15

66
P 195/65 R- 15

56
195/65 R- 15

64
205/60 R- 15

79
205/70 R- 15

67
205/65 R- 15

69
215/60 R- 15

79
215/60 HR- 15

77
215/65 R- 15

71
215/70 R- 15 69
225/70 R- 15
OWL
73
235/70 R- 15
OWL
79
205/50 R- 16

115
205/55 R- 16

102
P 205/55 R- 16

91
205/60 R- 16

109
P 205/60 R- 16

92
205/65 R- 16

79
215/55 R- 16

102
215/55 R- 16
XL
104
215/55 R- 16

111
P 215/60 R- 16

77
225/50 R- 16

122
225/60 R- 16

81
235/60 R- 16

113
205/50 R- 17

140
215/50 R- 17

131
215/65 R- 17

96
225/45 R- 17

132
225/45 R- 17
MO
132
225/55 R- 17

129
235/45 R- 17

131
235/55 ZR- 17

136
235/50 R- 18

139
245/40 HR- 18

159
245/40 HR- 18

204
255/45 R- 18

198
245/40 R- 19

228
ContiProContact
31X10.5 R- 15
C
$174
32X11.5 R- 15
C
188
LT 33X12.5 R- 15
C
195
35X12.5 R- 15
C
197
LT 235/85 R- 16
E
170
LT 245/75 R- 16
E
174
LT 265/75 R- 16
E
201
LT 285/75 R- 16
E OWL
232
LT 305/70 R- 16
E
247
LT 315/75 R- 16
D
259
LT 245/70 R- 17
C
194
LT 245/70 R- 17
E
202
LT 245/75 R- 17
E OWL
219
LT 255/75 R- 17
C OWL
222
LT 265/70 R- 17
C
234
LT 265/70 R- 17
E
249
LT 275/70 R- 17
E
258
LT 285/70 R- 17
D
263
LT 305/70 R- 17
D
279
LT 315/70 R- 17
D
304
35X12.5 R- 17
C
269
37X12.5 R- 17
D
314
LT 38X14.5 R- 17
D
407
LT 275/65 R- 18
C
265
LT 275/70 R- 18
E
289
LT 285/75 R- 18
E
328
LT 275/65 R- 20
E
343
LT 285/65 R- 20
E
362
Wrangler MT/R
with Kevlar
225/45 ZR- 17

$133
235/45 ZR- 17
XL
154
245/40 ZR- 17 221
255/40 ZR- 17
N3
229
235/40 ZR- 18
XL
255
245/40 ZR- 18 251
255/35 ZR- 18 295
255/40 ZR- 18 269
255/40 ZR- 18
XL
282
255/45 ZR- 18 259
265/35 ZR- 18
XL
277
285/40 ZR- 18 418
235/35 ZR- 19
XL
320
235/45 ZR- 19 310
245/45 ZR- 19
BM
269
255/40 ZR- 19
XL
325
255/50 ZR- 19 176
285/35 ZR- 19 423
295/30 ZR- 19
N1
433
315/35 ZR- 20 431
295/35 ZR- 21
XL
249
PZero Rosso
Asimmetrico 225/45 ZR- 17
X
$185
235/45 ZR- 17
XL
224
245/45 ZR- 17
XL
275
225/40 ZR- 18
XL
225
235/40 ZR- 18
XL
283
245/40 ZR- 18
XL
289
245/45 ZR- 18
XL
284
265/40 ZR- 18
XL
362
235/35 ZR- 19
XL
332
245/35 ZR- 19
XL
367
245/40 ZR- 19

379
255/40 ZR- 19
XL
396
265/30 ZR- 19
XL
399
275/40 ZR- 19
XL
409
285/30 ZR- 19
XL
466
295/30 ZR- 19
XL
465
245/35 ZR- 20
XL
407
255/35 ZR- 20
XL
409
265/35 ZR- 20
XL
476
275/35 ZR- 20
XL
387
PZero
205/50 WR- 17

$244
205/50 R- 17 233
225/45 R- 17 198
225/50 R- 17 274
245/45 R- 17 309
255/40 R- 17 283
205/40 R- 18 260
225/40 R- 18 262
245/40 R- 18 333
255/35 R- 18 359
245/45 R- 19 433
275/40 R- 19 454
245/35 R- 21
XL
509
275/30 R- 21
XL
576
PZero RFT
245/40 YR- 19
X
$370
PZero Rosso
Direzionale
205/45 ZR- 17

$206
225/45 ZR- 17

173
245/50 ZR- 17

313
225/40 ZR- 18
N3
214
265/35 ZR- 18
N3
305
275/40 ZR- 18

375
295/30 ZR- 18
N3
392
PZero System
Asimmetrico
225/45 WR- 17
BM
199
255/40 ZR- 18

248
225/40 ZR- 19

290
255/35 ZR- 19

285
ContiSport
Contact
195/60 R- 14

$75
195/50 ZR- 15

77
205/50 ZR- 15

94
225/45 ZR- 15

99
225/50 ZR- 15

99
205/45 ZR- 16

96
205/50 ZR- 16

95
205/55 ZR- 16

97
215/45 ZR- 16

102
225/45 ZR- 16

106
225/50 ZR- 16

98
245/45 ZR- 16

113
215/40 ZR- 17
XL
114
215/45 ZR- 17
XL
114
225/45 ZR- 17
XL
114
235/40 ZR- 17
XL
122
245/40 ZR- 17
XL
126
245/45 ZR- 17
XL
125
215/35 ZR- 18
XL
145
225/40 ZR- 18
XL
157
235/40 ZR- 18
XL
161
265/35 ZR- 18
XL
206
315/30 ZR- 18

268
Ventus R-S2
225/45 ZR- 15

$124
225/50 ZR- 16

123
225/45 ZR- 17
XL
142
255/40 ZR- 17
XL
152
245/40 ZR- 18
XL
211
265/35 ZR- 18
XL
264
285/35 ZR- 18
XL
300
Ventus R-S3
205/55 R- 16

$107
235/45 R- 17

138
235/50 R- 17

159
245/45 R- 17

145
275/40 R- 17

171
225/45 R- 18

161
235/35 R- 18

199
235/40 R- 18

181
235/45 R- 18
XL
186
235/50 R- 18

189
245/45 R- 18

199
255/40 R- 18
XL
227
275/35 R- 18

245
275/40 R- 18

237
255/40 R- 19
XL
239
275/40 R- 19

245
245/30 R- 20
XL
224
245/40 R- 20
XL
255
255/35 R- 20
XL
212
275/35 R- 20
XL
295
Extreme
Contact DW
205/55 R- 16

$97
225/55 R- 16

104
225/45 R- 17

122
235/45 R- 17

127
235/50 R- 17

149
245/45 R- 17

129
275/40 R- 17

149
225/45 R- 18

143
235/40 R- 18

149
235/40 R- 18
XL
181
235/45 R- 18
XL
179
235/50 R- 18

175
245/40 R- 18

159
245/45 R- 18

169
255/35 R- 18

211
255/40 R- 18
XL
202
255/45 R- 18
XL
189
265/35 R- 18
XL
225
275/40 R- 18

211
235/35 R- 19
XL
181
275/40 R- 19

231
245/30 R- 20
XL
211
245/35 R- 20
XL
199
245/40 R- 20
XL
253
255/35 R- 20
XL
159
275/35 R- 20
XL
242
275/40 R- 20
XL
231
265/30 R- 22
XL
291
285/30 R- 22
XL
305
255/30 R- 24
XL
349
Extreme
Contact DWS
P 215/70 R- 14

$74
P 225/70 R- 14

78
P 215/65 R- 15

80
P 215/70 R- 15

75
P 225/70 R- 15

79
P 235/60 R- 15

86
P 235/70 R- 15

82
P 255/60 R- 15

92
P 255/70 R- 15

89
P 275/60 R- 15

95
P 295/50 R- 15

119
Firehawk Indy
500
205/50 ZR- 16

$104
P 205/55 R- 16

109
P 225/50 ZR- 16

118
P 225/55 ZR- 16

116
P 225/60 ZR- 16

114
P 245/50 ZR- 16

125
215/45 ZR- 17

125
235/50 ZR- 17

152
245/45 ZR- 17

143
P 255/45 ZR- 17

175
265/40 ZR- 17

159
P 275/40 ZR- 17

160
P 285/40 ZR- 17

176
225/40 ZR- 18

145
295/35 ZR- 18

235
P 255/45 R- 19

219
245/40 ZR- 20
XL
235
275/35 ZR- 20

242
P 295/40 R- 20

246
Firehawk
Wide Oval
P 245/40 ZR- 18
L
$212
P 285/35 ZR- 19

295
Firehawk Wide
Oval RFT
285/50 ZR- 18

$178
SP Sport 9000
195/55 R- 15

$86
205/50 R- 16

102
205/55 R- 16

101
225/50 R- 16

119
215/40 ZR- 17

118
215/45 ZR- 17

125
225/45 ZR- 17

129
235/40 ZR- 17

141
235/45 ZR- 17

135
245/40 ZR- 17

156
245/45 ZR- 17

146
255/40 ZR- 17

161
225/40 ZR- 18

166
225/45 ZR- 18

173
235/40 ZR- 18

182
245/40 ZR- 18

187
245/45 ZR- 18

189
255/35 ZR- 18

225
265/35 ZR- 18

241
275/35 ZR- 18

246
Direzza Sport
Z1 Star Spec 195/50 R- 15

$61
195/55 R- 15

69
205/50 R- 15

61
205/55 R- 15

74
195/50 R- 16

71
205/40 ZR- 16
XL
77
205/45 ZR- 16

78
205/50 R- 16

83
205/55 R- 16

77
215/45 ZR- 16

123
215/50 R- 16

87
215/55 R- 16

84
225/50 R- 16

83
225/55 R- 16

90
205/45 ZR- 17

112
215/40 ZR- 17
XL
89
215/45 ZR- 17

90
215/50 R- 17

90
225/45 ZR- 17
XL
97
235/45 ZR- 17

99
245/40 ZR- 17

110
245/45 ZR- 17

99
255/40 ZR- 17

109
265/40 ZR- 17

127
215/35 ZR- 18
XL
105
225/40 ZR- 18

115
225/45 ZR- 18

137
235/40 ZR- 18

120
245/40 ZR- 18

131
245/45 ZR- 18

156
Direzza DZ101
205/65 R- 15

$76
205/55 R- 16

89
P 205/60 R- 16

81
215/55 R- 16

89
225/50 R- 16

95
225/55 R- 16

96
205/50 R- 17
XL
104
215/45 R- 17
XL
97
215/50 R- 17
XL
109
P 215/55 R- 17

111
225/45 ZR- 17
XL
101
225/50 ZR- 17

112
235/45 R- 17
XL
110
235/50 R- 17

122
235/55 R- 17

118
245/40 ZR- 17

121
245/45 ZR- 17
XL
117
225/40 ZR- 18
XL
108
225/45 R- 18
XL
127
P 225/60 R- 18

121
235/40 R- 18
XL
126
235/50 R- 18

144
245/45 ZR- 18
XL
141
245/35 ZR- 20
XL
96
255/35 R- 20
XL
136
SP Sport
Signature
255/35 ZR- 18

$158
265/35 ZR- 18

153
275/35 ZR- 18

155
215/35 ZR- 19
XL
120
225/35 ZR- 19
XL
131
245/35 ZR- 19

155
275/30 ZR- 19

209
255/35 ZR- 20
XL
124
Direzza DZ101
continued
Grand Touring All-Season
Developed to meet the needs of sporty coupe and luxury performance
sedan drivers by blending touring tire characteristics with perfor-
mance tire competence, the Ecsta LX Platinum is designed to provide
responsive handling, long wear and a quiet, comfortable ride along
with traction in dry, wet and wintry conditions, even in light snow.
185/60 R- 14
195/60 R- 14
185/65 R- 15
195/55 R- 15
195/60 R- 15
195/65 R- 15
205/60 R- 15
205/65 R- 15
215/60 R- 15
225/60 R- 15
205/55 ZR- 16
205/60 R- 16
XL
205/65 R- 16
215/55 ZR- 16
XL
215/60 R- 16
225/55 ZR- 16
225/60 ZR- 16
235/60 ZR- 16
205/50 ZR- 17
XL
215/50 ZR- 17
215/55 ZR- 17
225/45 ZR- 17
225/50 ZR- 17
XL
225/55 ZR- 17
XL
235/45 ZR- 17
235/50 ZR- 17
235/55 ZR- 17
XL
225/40 ZR- 18
XL
225/45 ZR- 18
XL
225/50 ZR- 18
235/40 ZR- 18
XL
235/50 ZR- 18
245/40 ZR- 18
245/45 ZR- 18
XL
255/45 ZR- 18
245/40 ZR- 19
XS
Extreme Performance Summer
The Ecsta XS (eXtreme Street) was developed
for passionate driving enthusiasts looking to
make the most of their vehicle’s capabilities
in competition, at the track or on the street.
The Ecsta XS offers Kumho’s ultimate level of
dry road performance.
205/50 R- 15
215/45 R- 16
225/50 R- 16
265/45 R- 16
215/45 R- 17
225/45 R- 17
235/45 R- 17
245/40 R- 17
245/45 R- 17
255/40 R- 17
275/40 R- 17
285/40 R- 17
295/35 R- 17
315/35 R- 17
335/35 R- 17
225/40 R- 18
XL
225/45 R- 18
XL
235/40 R- 18
XL
245/35 R- 18
XL
245/40 R- 18
265/35 R- 18
XL
275/35 R- 18
XL
315/30 R- 18
285/35 R- 19
345/30 R- 19
NOTE: Like all summer tires, the Ecsta XS is not intended to be driven in
near-freezing temperatures, through snow or on ice.
ASX
Ultra High Performance All-Season
Developed for sports cars, coupes and sedans. The
Ecsta ASX (ASX for All-Season Xtreme) is designed to
blend responsive handling with dry, wet and year-round
traction, even in light snow.
195/55 R- 15
195/60 R- 15
195/65 R- 15
205/50 ZR- 15
205/55 R- 15
205/60 R- 15
205/65 R- 15
225/60 R- 15
195/50 ZR- 16
205/40 ZR- 16
205/45 ZR- 16
XL
205/50 ZR- 16
205/55 ZR- 16
215/50 ZR- 16
215/55 ZR- 16
225/50 ZR- 16
225/55 ZR- 16
225/60 R- 16
235/60 R- 16
245/50 ZR- 16
205/40 ZR- 17
XL
205/50 ZR- 17
215/40 ZR- 17
215/45 ZR- 17
215/50 ZR- 17
215/55 R- 17
225/45 ZR- 17
225/50 ZR- 17
225/55 ZR- 17
235/40 ZR- 17
235/45 ZR- 17
235/50 ZR- 17
235/55 ZR- 17
245/40 ZR- 17
245/45 ZR- 17
255/40 ZR- 17
255/45 ZR- 17
255/50 ZR- 17
275/40 ZR- 17
285/40 ZR- 17
215/35 ZR- 18
XL
215/45 ZR- 18
XL
225/40 R- 18
RF
225/45 ZR- 18
235/40 ZR- 18
XL
235/45 ZR- 18
235/50 ZR- 18
245/40 ZR- 18
245/45 ZR- 18
255/35 ZR- 18
255/45 ZR- 18
265/35 ZR- 18
275/35 ZR- 18
275/40 ZR- 18
245/40 ZR- 20
245/45 ZR- 20
255/45 ZR- 20
245/30 ZR- 22
XL
255/30 ZR- 22
XL
285/25 ZR- 22
XL
295/25 ZR- 22
255/30 ZR- 24
XL
275/30 ZR- 24
XL
275/25 ZR- 24
Ask about our Tire Road
Hazard Service Program
©2009 Tire Rack 1-800-981-3782 www.tirerack.com Hours: EST M-F 8am-8pm SAT 9am-4pm
AUG
2009 90
ROAD TEST
THE BULL
REDUX
THE TAURUS MOVES UPSCALE,
IF NOT COMPLETELY BACK
INTO OUR HEARTS.
BY TONY SWAN
PHOTOGRAPHY BY AARON KILEY
AUG
2009 91
THE VERDICT
Pleasant to behold,
easy to respect,
but hard to love.
2010 FORD TAURUS LIMITED
THE HIGHS
Subdued good looks, solid
chassis, roomy interior,
quiet comfort at all speeds.
THE LOWS
Rubbery steering, tepid
responses, lamentable braking
distances, hefty curb weight.
Ilμs no seciel llal lle aulomolIve
woild las clanued sInce 1985. Tlalμs
wlen lle oiIuInal Tauius iolled onlo cen
lei slaue, µiovokInu obseivalIons sucl as
llese liom $%μs lesl slall:
¨TlIs Is easIlv lle mosl auIle and
caµable sedan DelioIl las evei µioduced¨
[Oclobei 1985J.
¨Eoi lle µeison wlo enjovs diIvInu,
AmeiIcan sedans donμl come anv bellei¨
[AµiIl 1980J.
A quaileicenluiv lalei, leieμs lle new
esl Tauius, a lloiouullv ielIned laiue lam
Ilv sedan embodvInu lle lalesl In conlem
µoiaiv salelv leclnolouv. AlliaclIve InsIde
and oul. Roomv. SolId. OuIel. Exemµlaiv lIl
and lInIsl. A bellei cai llan lle oiIuInal In
almosl anv caleuoiv vou caie lo cIle.
So wlv donμl we love Il as mucl as we
loved Ils mIdEIullIes ancesloi°
Back lo llal In a mInule. EIisl, lelμs
ievIew wlalμs new aboul llIs newesl Tau
ius. TlIs Is moie llan a sImµle ieskIn
ol lle µievIous name beaiei, wlIcl In
lacl beuan lIle In 2004 as lle Eoid EIve
Hundied. Tle 112.9Incl wleelbase Is
unclanued, bul lenull (202.9 Incles, uµ
1.1), wIdll (70.2 Incles, uµ 1.7), and leIull
(00.7 Incles, down 0.8) lave all been alleied.
Tleieμs moie claiaclei In lle bodv sIdes,
an alliaclIve evolulIon ol Eoidμs coiµoiale
llieebai uiIlle uµ lionl, and a uiacelul
swooµ lo lle ioollIne.
Il lle uieenlouse seems a lIllle
iesliIcledlle ialIo ol sIde ulass lo lle
leIull ol lle dooi µanels vIelds a uunslIl
lookwell, llalμs lle wav maInslieam buv
eis seem lo lIke Il. Il makes llem leel moie
secuie. In anv case, loiwaid sIulllInes aie
uood (llanks lo lle lallawav desIun ol lle
daslboaid), and ieaiquailei vIews aie
auumenled bv lle iadaibased ¨blIndsµol
InloimalIon svslem¨ (BLIS), wlIcl llasles
a lIull In lle sIde mIiioi wlen anollei cai
luiks In voui blInd zone. Tlouul nol lecl
nIcallv newVolvo was lIisl wIll IlBLIS
Is a welcome and lelµlul salelv loucl.
Bv lodavμs slandaids, llIs Is a bIu caia
membei ol lle EFAμs lullsIze lialeinIlv. Ilμs
smallei llan lle Meicuiv Giand MaiquIs
(as well as lle lleelsalesonlv Ciown VIc),
Eoidμs ieaidiIve old uuaid. Bul Ilμs bIu
uei llan lle Honda Accoid sedan, wlIcl
edued Inlo lle lullsIze caleuoiv In Ils lalesl
makeovei. As belIls a bIu sedan, lleieμs
µlenlv ol ioom InsIde, lionl and ieai,
llouul llanks lo a loweied HµoInl and
small comµiomIses In knee and leuioom,
lle new cai leels a lIllle lIullei In back.
Neveilleless, lle uµdaled Tauius Is one
ol llose iaie cais In wlIcl lle cenlei ieai
seal Is acluallv adulllabIlable loi moie
llan lIve blocks. And lle liunk Is vasl:
moie llan 20 cubIc leel, wlIcl can be auu
menled bv loldInu lle ieai sealbacks.
InevIlablv, bIu adds uµ al lle scales. Tle
basIc lionldiIve Tauius weIuls In al moie
llan lwo lons4097 loi llIs uµscale LIm
Iled modeland, ol couise, allwleeldiIve
veisIons aie leavIei slIll. Mass Is nevei an
assel In lle 0lo00mµl uame, bul Eoidμs
coiµoiale 3.5lIlei, DOHC 24valve V0 (203
loiseµowei, 249 µoundleel ol loique) and
sIxsµeed aulomalIc consµIie lo uel lle
Tauius movInu iesµeclablv: lo 00 mµl In
7.0 seconds and lliouul lle quaileimIle
In 15.4 seconds al 92 mµl. Tleie aie lollei
iIdes In llIs maikel seumenlan Accoid
V0, loi examµle, Is sIunIlIcanllv quIckei.
Bul llIs Tauius doesnμl seem lo us lo lave
been conceIved as a lliIll iIde: vIewed as a
2010 FORD TAURUS LIMITED ROAD TEST
MARK GILLIES
No matter how beautifully styled
and luxurious this new Taurus is, I
still can’t get my head past the fact
that it’s based on Volvo architecture
that’s seemingly as old as the ark.
The Taurus rides nicely on the
highway and is very refined, but
it’s a plodder on any winding road.
More significantly for the target
audience, which isn’t comprised
of mental-nutter-bastards like me,
there’s no headroom for anyone
over 5 feet 10 inches tall, and that’s
a travesty in such a big car.
TONY QUIROGA
A confession: I’m a fan of the
previous Five Hundred/Taurus.
Why? It was a big, solid sedan
that blended quiet refinement
with unobtrusiveness. Sounds
backhanded? Don’t underestimate
unobtrusiveness. Not being irritated
and actually being soothed by your
car is how Lexus built its brand.
For 2010, the Taurus truly enters
the 21st century (finally), with a
new design and its manners intact.
Gripes? Headroom is fine, but the
headrests will poke your occiput;
maybe that’s what Gillies thought
was the ceiling.
COUNTERPOINT
92
AUG
2009
93
AUG
2009
buIllloilamIlvcomloilandnolloiliolIc
sedan, lle comµanv need nol aµolouIze.
In vIew ol Ils claiaclei, we lound lle
µaddle slIlleis In oui Tauius lesl cai lo
be somellInu ol an anomalv. EunclIon
Is uood: selecled ueais lold lo lle 0700
iµm iedlIne (nol IndIcaled on lle lacl),
and lle slIlls aie ieasonablv µiomµl. Bul
llIs lealuie leels oul ol µlace In a cai llal
olleiwIse keeµs anv sµoilv µielensIons
well concealed.
Tle lalesl Tauius occuµIes a dIllei
enl µosIlIon In lle Eoid µioducl µanoµlv
llan lle oiIuInal. Ilμs bIuuei and moie
luxuiIous, even In base liIm: lle EusIon
Is lle coiµoiale mIdsIze slandaidbeaiei
lodav. And wIll a µiIce laddei llal slails
al 825,995 (oui LImIled lesl cai oµens al
831,995), vouμd exµecl a laIi amounl ol µam
µeiInu, In llIs oi anv cai, as well as a solId
Invenloiv ol slandaid salelv lealuies: liac
lIon and slabIlIlv conliol, anlIlock biakes,
aIibaus ualoie.
Seveial Tauius uoodIes meiIl menlIon
leie. Tleieμs a caµless luel lIllei (slan
daid), lIisl Inlioduced on lle μ05 Eoid GT.
No moie losl uas caµs oi caµs llaµµInu In
lle wInd. Tlen lleieμs Svnc, lle voIceaclI
valed communIcalIonsandenleilaInmenl
svslem (also slandaid), wlIcl debuled wIll
lle cuiienl Eocus. A bieallless %FUSPJU 'SFF
1SFTT wiIlei llouull Svnc was as sIunIlI
canl In lle advance ol lle aulomobIle as lle
Eoid Model T, wlIcl Is lvµeibole, llouul
lle svslem Is excellenl. Weμve alieadv
menlIoned lle BLIS oµlIon. Eoid las also
added adaµlIve ciuIse conliol, an oµlIonal
uµuiade on lle basIc ciuIse llal Includes
collIsIon wainInu and µieloads lle biake
svslem loi quIckei iesµonse. Wlen lle svs
BLACK IS BEAUTIFUL
Touch pad, now flush (at right), unlocks and
locks. In back, enough space for three adults.
ROAD TEST
94
lem decIdes collIsIon µolenlIal Is lIul, Il
beeµs and llasles a iow ol ied lIulls aloµ
lle dasl. Eoi anvone uIven lo dIsseclInu
lle bovIne µloddInu ol commule liallIc,
llIs can be IiiIlalInu.
Tle new kev lob no lonuei Includes a
kev. Il jusl needs lo be In lle cai: llen lle
diIvei µusles a bullon lo µiovoke combus
lIon. NollInu new lleie, bul mIciomanau
Inu owneis can µiouiam lle cai lo iesliIcl
maxImum audIo volume and loµ sµeed and
also lo sound sµeedaleil clImes (wlen a
sµecIlIed kev lob Is µiesenl)uselul lunc
lIons In a cai llal mav be slaied bv Imµel
uous vounu diIveis and senIle old ones.
Al, ves, lle diIveis. We donμl ieuaid
ouiselves as Imµeluousand some ol us
aie no lonuei vounubul wIll anv uIven
sel ol cais, weμie uoInu lo lavoi lle ones
llal delIvei diIvei uialIlIcalIon: alllelIc
iesµonses, laclIle sleeiInu, µoweilul biak
Inu. Tle oiIuInal Tauius lad lle auIlIlv
and sleeiInu µails ol lle clecklIsl coveied
and led us lo equale Il wIll an AudI 5000S
and a BMW 528eµiellv leadv comµanv
loi a maInslieam AmeiIcan sedan.
Tle lalesl Tauius doesnμl InsµIie com
µaiIsons wIll anv Euiosedans. Ils iack
andµInIon µoweisleeiInu svslem Is numb
oncenlei and iubbeiv as lle diIvei cianks
In moie lock: lleieμs no ieal ceilaInlv
aboul wleie lle lionl wleels aie µoInled.
SImIlailv, lle liadeolls loi exceµlIonallv
smooll iIde qualIlv aie wlalμsvouiluiiv
iesµonses and µiouiessIve undeisleei. And
llouul lle biakInu µeiloimance191 leel
liom 70 mµlIs an Imµiovemenl on oui
μ80 Tauius lesl, Ilμs nol bv mucl (lliee leel),
noi Is Il iesµeclable.
Mosl ol wlal Eoid las aclIeved leie
Is laudable, µailIculailv In leims ol male
iIals, qualIlv, and slvlInu. Eoi llose wlo
donμl caie aboul diIvei Involvemenl, Il mav
jusl be lle Ideal lullsIze lamIlv sedan.
Weμie on iecoid aboul wleie we sland
ieuaidInu llIs liaIl. So lelμs jusl sav llal
wlen assessed as a cai loi lle dIsceinInu
diIvei, lle lalesl Tauius doesnμl InvIle
comµaiIsons wIll BImmeis, AudIs, oi
even lle Honda Accoid. L
AUG
2009
CARANDDRIVER.COM 95
AUG
2009
Price
(AS TESTED)
Vehicle type: front-engine, front-wheel-drive, 5-passenger,
4-door sedan
Options: navigation system, $1995; Rapid Spec package 302A
(includes power-adjustable pedals, auto high-beams, rain-
sensing wipers, blind-spot detection, and premium audio),
$1500; adaptive cruise control, $1195; power sunroof, $895
$37,580
BASE: $31,995
Chassis type: unit construction with
2 rubber-isolated body crossmembers
Body material: welded steel stampings
SUSPENSION
Front: ind, strut located by a control
arm, coil springs, anti-roll bar
Rear: ind; 1 control arm, 1 trailing link,
1 lateral link, and 1 toe-control link per
side; coil springs; anti-roll bar
WHEELS +TIRES
Wheel size/type: 8.0 x 19 in/
cast aluminum
Tires: Goodyear Eagle RS-A,
P255/45R-19 100V M+S
Spare: high-pressure compact
BRAKES
Hydraulic with vacuum power assist,
anti-lock control, and electronic
panic assist
Front: 12.8 x 1.2-in vented disc
Rear: 13.0 x 0.4-in disc
SAE
VOLUME
Front
55 cu ft
Rear
47 cu ft
STEERING
Rack-and-pinion with variable
hydraulic power assist
Ratio: 17.0:1 Turns lock-to-lock: 3.1
Turning circle curb-to-curb: 39.5 ft
MEASUREMENTS (in)
FRONT
REAR
Leg
41.9
38.1
Shoulder
57.9
56.9
Head
39.0
37.8
RESTRAINT SYSTEMS
Front: 3-point belts; driver and passenger
front, side, and curtain airbags
Rear: 3-point belts, curtain airbags
SEAT ADJUSTMENTS
Front: fore-and-aft, seatback angle, front
height, rear height, lumbar support
Stability control: partially defeatable competition mode launch mode
CITY
Fuel Capacity
MPG
HWY
C/D
OBSERVED
EPA
18
19.0 gal
REQUIRED FUEL: 87 OCTANE
Transmission: 6-speed automatic with
manumatic shifting
GEAR: Ratios/mph per 1000 rpm
1st: 4.48/5.7 4th: 1.41/18.0
2nd: 2.87/8.9 5th: 1.00/25.5
3rd: 1.84/13.8 6th: 0.74/34.3
Final-drive ratio: 3.16:1
ACCELERATION SECONDS
Zero to 30 mph . . . . . . . . . . . 2.5
40 mph . . . . . . . . . . . 3.7
50 mph . . . . . . . . . . . 5.1
60 mph . . . . . . . . . .
7.0
70 mph . . . . . . . . . . . 9.2
80 mph . . . . . . . . . . 11.6
90 mph . . . . . . . . . . 14.7
100 mph . . . . . . . . . . 18.5
110 mph . . . . . . . . . . 23.5
BRAKING
70 to 0 mph . . . . . . . 191 ft
ROADHOLDING
HANDLING
0.82 g
300-ft-dia skidpad
UNDERSTEER
MINIMAL
MODERATE
EXCESSIVE
NOTES
Absolutely pathetic braking performance—not a lot of
fade but a mushy pedal and consistently long distances.
Quickest acceleration is achieved by brake torquing.
Chrysler 300 Touring $27,665
The visage is now familiar, but Chrysler’s
big kahuna is still among the roomiest,
still stands out in a crowd, and despite
substantial mass, is still quick on its feet.
Honda Accord V-6 $27,275
The Accord is new to this size class. But
even so, it hasn’t forgotten the nimble
responses that make it a perennial
winner, and its V-6 is great..
Toyota Avalon $28,595
Smooth, quiet, powerful, roomy, and
attractive within, the Avalon still suffers
from visual anonymity, but there’s no
shortage of acceleration—or quality.
Wheelbase: 112.9 in Length: 202.9 in
Height: 60.7 in Width: 76.2 in
Front track: 65.3 in Rear track: 65.5 in
Drag area:
Cd (0.32) x frontal area (28.9 sq ft) = 9.2 sq ft
Ground clearance: 6.1 in
WEIGHT
Curb: 4097 lb Per horsepower: 15.6 lb
DISTRIBUTION
Front: 60.7% Rear: 39.3%
TOWING CAPACITY: 1000 lb
GVWR: 5260 lb
TEST RESULTS
INTERIOR SOUND (dBA)
WEATHER
Temperature: 68˚F
Humidity: 29%
Barometric pressure: 29.15 in Hg
41
73
68 70-MPH CRUISING
FULL THROTTLE
IDLE
V-6, aluminum block and heads
Bore x stroke: 3.64 x 3.41 in,
92.5 x 86.7mm
Displacement: 213 cu in, 3496cc
Compression ratio: 10.3:1
Fuel-delivery system: port injection
Valve gear: chain-driven double
overhead cams, 4 valves per cylinder,
variable intake-valve timing
Power (SAE net): 263 bhp @ 6250 rpm
Torque (SAE net): 249 lb-ft @ 4500 rpm
Redline: 6700 rpm
CHASSIS
ODOMETER
Test-vehicle mileage: 1660
TIRE INFLATION
Test
pressures:
Front:
32 psi
Rear:
32 psi
COMPETITORS
Top gear, 50–70: 5. 2 sec Top gear, 30–50: 3. 8 sec 5–60 st reet st ar t: 7.4 sec
¼-MILE:

15.4 sec @ 92 mph
TOP SPEED:

111 mph (GOV LTD)
MAX SPEED IN GEAR
60 mph
6700 rpm
38 mph
6700 rpm
92 mph
6700 rpm
111 mph
4350 rpm
111 mph
6200 rpm
111 mph
3250 rpm
1 3 5 7
2 4 6 8
28 23
ENGINE DIMENSIONS
YES NO
REAR SEATS
Folding Split Pass-Through
YES NO YES NO
Trunk
20 cu ft
INTERIOR DRIVETRAIN
Standard: power windows, seats, and locks;
remote locking; cruise control; tilting and
telescoping steering wheel
Audio system: Sony; AM, FM, Sirius radio;
CD/DVD player; 10-GB media storage; minijack,
USB, and Bluetooth-audio inputs; 12 speakers
(STABILITY-CONTROL-INHIBITED)
2010 FORD TAURUS LIMITED
SKIPBARBER
.
com
866
.
736
.
4370
Skip Barber Racing School
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in three days
What started in with one man, a pair of rented
Formula Fords and a make-shift road course
in Connecticut is now the world’s biggest
racing school and the starting point for many
a racing career: the Skip Barber Three Day
Racing School. Learn the art and science of
road racing from our staff of race and
championship winning instructors. Then
apply your newly acquired skills on the track.
Call or click for more information.
The Skip Barber Racing School: Get 30+ years experience in three days.
Skip Barber Racing School
What started in with one man, a pair of rented
Formula Fords and a make-shift road course
in Connecticut is now the world’s biggest
racing school and the starting point for many
a racing career: the Skip Barber Three Day
Racing School. Learn the art and science of
road racing from our staff of race and
championship winning instructors. Then
apply your newly acquired skills on the track.
Call or click for more information.
The Skip Barber Racing School: Get 30+ years experience in three days.
CARANDDRIVER.COM
AUG
2009
CLASS.
REF.
SEXY
ALIASES TYPE OF TIRES FINGERPRINTED
REASON FINGERPRINTED
SERIOUSLY?
SUSPECTS’ GRASP OF SITUATION
1.
6.
2.
7.
3.
8.
4.
9.
5.
10.
WHO CAME UP WITH THIS IDEA?
ALIBI
TEMPERAMENT AND ATTITUDE
PREVIOUS CRIMES
DATE
BOXERS? BRIEFS?
RAMPABILITY
KNOWN GANG AFFILIATE?.
TYPE OR PRINT ALL INFORMATION IN BLACK
O
R
I
RACE DIAM
FBI
IDENTIFYING MARKS
PLACE OF TEST AVG WGT EYES HAIR
LEAVE BLANK
LEAVE BLANK LEAVE BLANK
TIRE TEST
too hot or too cold
Ventus, Ecsta, Invo,
Mickey, Minnie, Goofy,
Grumpy ol’ Shel, Csaba
budget high performance
C/D tech department
yes, plus we get to wring out a BMW 3-series for
three days. greatest car ever
cogent to unconscious
8/2009
various autocross crimes, jaywalking, donuts,
loitering in parking lots
YES often blk BLK South Bend, IND
wear bars,
sipes,“Live Long” tattoo
OK
17” XX.X
aggressive to sloppy
felony understeer
them boys gotta breathe
you got some Fix-a-Flat?
member, WRX STI
BFGOODRICH G-FORCE
T/A KDW
BRIDGESTONE POTENZA
RE760 SPORT
DUNLOP DIREZZA
SPORT Z1 STAR SPEC
FALKEN AZENIS RT-615 HANKOOK VENTUS
V12 EVO
KUMHO ECSTA XS LING LONG L688 MICHELIN PILOT
SPORT PS2
NITTO INVO YOKOHAMA S.DRIVE
COULD ANY OF THESE NINE AFFORDABLE SUMMER TIRES HAVE
POSSIBLY KNOCKED OFF THE EXPENSIVE MICHELIN PS2?
BY DAVE VANDERWERP
PHOTOGRAPHY BY RICH CHENET
THE UNUSUAL
SUSPECTS
97
AUG
2009 CARANDDRIVER.COM
QUID PRO QUO
We’d like to reward Spencer
Geswein’s expert assistance
with an unqualified plug. Aside
from providing independent
testing, training, and coaching
services (www.full-lock.com),
Geswein and business partner
Brian Smith are also involved in
the operation and development
of Carolina Motorsports Park
(CMP) in Kershaw, South
Carolina. With 2.28 miles of
asphalt, 14 turns, three track
configurations, and a wet/dry
skidpad, plus a dedicated
karting track in the works, CMP
has much to ofer. The recent
addition of Palmetto Motorsports
Club allows enthusiasts to enjoy
plentiful track time and first-
rate facilities at an afordable
price. CMP even has trackside
condos available (www.
carolinamotorsportspark.com).
ence. Sleadv uiowll seems lIkelv, lowevei,
consIdeiInu lle culiale µiIces: Tle LInu
Lonu L088s cosl jusl 857 eacl.
Some makeis ollei moie llan one lIie
model below oui µiIce caµ, and In llal
case, we close lle one In lle lIuleiµei
loimInu caleuoiv. And lo see low llIs
µoµulai, loweiµiIced conlInuenl µeiloims
comµaied wIll moie exµensIve lIies, we
biouull alonu one ol oui blueclIµ lavoi
Iles: lle MIclelIn FIlol Sµoil FS2, wlIcl
sells loi 8192 aµIece.
As wIll oui mosl iecenl lIie lesl [Decem
bei 2005J, we µailneied wIll lle TIie Rack
loi Ils exµeilIse as well as oui desIie lo
use a nonµailIsan lacIlIlv. Cleailv sland
Inu oul liom lle comµelIlIon, lle comµanv
oµeiales an ImµiessIve lleel ol 3seiIes
BMWs and Foiscle Cavennes loi Ils own
lIie leslInu and educalIon ol Ils sales loice
and ueneiouslv allowed us lo use a couµle
ol lle balanced, µiedIclable, and µleasInu
BEST IN TEST
T
Y
P
I
C
A
L

S
E
L
L
I
N
G

P
R
I
C
E
S
E
R
V
I
C
E


D
E
S
C
R
I
P
T
I
O
N
U
T
Q
G

T
R
E
A
D
-
W
E
A
R

R
A
T
I
N
G
W
E
I
G
H
T
,

l
b
T
R
E
A
D

D
E
P
T
H
,

1
/
3
2

i
n
D
I
R
E
C
T
I
O
N
A
L
TIRE BRANDS, BY PRICE
LING LONG L688
$57 94W 280 23.1 9 yes
HANKOOK VENTUS V12 EVO
$106 94Y 280 22.9 10 yes
YOKOHAMA S.DRIVE
$115 91Y 300 22.6 10 yes
NITTO INVO
$117 91W 260 24.6 10 no
KUMHO ECSTA XS
$120 91W 180 23.1 7 no
FALKEN AZENIS RT-615
$121 94W 200 24.2 7 no
BFGOODRICH G-FORCE
T/A KDW
$126 90Y 300 23.9 10 yes
BRIDGESTONE POTENZA
RE760 SPORT
$132 94W 340 25.9 10 no
DUNLOP DIREZZA SPORT
Z1 STAR SPEC
$137 90W 200 25.7 10 yes
MICHELIN PILOT SPORT PS2
BENCHMARK
$192 91Y 220 22.9 10 no
NOTES
Service description: The two-digit number (90 to 94, in this case) specifies the load rating; the higher this number is,
the more weight the tire can carry. The letter is the speed rating: W means 168 mph; Y is for 186 mph.
UTOG tread-wear rating: This rating compares a tire’s wear with that of a reference tire. For example, a 340 rating estimates
tire life at 3.4 times that of the reference tire, which scores 100.
Directional: Tires with a directional tread pattern can be mounted in only one direction, which limits their ability to be rotated.
Wlen In doubl, Il seems, add adjec
lIves. Jusl as lle EFA lacked on
¨ullia¨ and llen ¨suµei¨ In ciealInu evei
moiesliInuenlsoundInu caleuoiIes loi
Ils lowemIssIons velIcle ialInus, lle lIie
busIness Is conlInuouslv InvenlInu vaiIa
lIons ol Ils lIulµeiloimance seumenl.
Tleie aie now GJWF caleuoiIes ol slieel lIies
desIunaled exclusIvelv loi summei diIv
Inuuiand louiInu: and lIul, ullialIul,
maxImum, and exlieme µeiloimance. TlIs
caleuoiv lIsl Is aiianued In IncieasInu div
ioad caµabIlIlv, and llose caµabIlIlIes lend
lo µioduce liadeolls on lIie weai, noIse,
wel µeiloimance, oi all ol lle above. Il
makes oui nouuIns acle livInu lo uiasµ
low Il Is µossIble loi a caleuoiv lo bellei
¨maxImum,¨ and donμl sav we dIdnμl wain
vou Il lleie soon aµµeais a ¨colossal¨ oi,
even bellei, an ¨exlieme suµei colossal¨
µeiloimance caleuoiv.
Summei lIies aie one ol lle easIesl
and mosl elleclIve wavs lo Inciease a caiμs
µeiloimance. Wlen sloµµInu loi llem, we
usuallv consIdei llose In lle loµ lliee
µeiloimance caleuoiIes, so llalμs wlal
we dId loi llIs lesl, wIll one calclwe
sel a µiIce lImIl ol 8140 eacl In a 225!45R17
sIze. Naluiallv, lle uoal was lo see wlIcl ol
lle nIne lIie models ualleied leie Is besl
al clomµInu lle µavemenl and ueneialInu
quIck laµ lImes.
Al lle lIme ol llIs lesl, MIclelIn, Good
veai, and Tovo dIdnμl lave anv lIies llal
qualIlIed loi oui ciIleiIa, so we luined lo
lleIi subsIdIaiIesBEGoodiIcl, Dunloµ,
and NIllo, iesµeclIvelvas well as low
µiIce sµecIalIsls sucl as Hankook, Kumlo,
and Ealken. TlIs also maiks lle debul ol
a ClInese biand In a $% lIie lesl. WlIle
moie llan 10 µeicenl ol lIies sold In lle
U.S. aie now manulacluied In ClIna bv
wellknown comµanIes, ClInese biands
llemselves aie jusl slailInu lo lave a µies
TIRE TEST
98
CARANDDRIVER.COM
AUG
2009
enl lImes lliouuloul lle dav, we could be
conlIdenl In lle consIslencv ol lle dala and
llal clanues In lle liack suilace due lo
lemµeialuie oi anv numbei ol ollei lac
lois weienμl alleclInu laµ lImes. Bul Il lle
lImes weie slIllInu, we could use llal dala
lo adjusl lle iesulls accoidInulv.
We also Included a louimIle slieel looµ
lo measuie InleiIoi noIse and nole sub
jeclIve belavIois sucl as sound qualIlv,
Imµacl laislness, and sleeiInu leel.
Tle lwo diIveis weie lle aulloi and,
once auaIn, Sµencei GesweInenuIneei
and loimei iacei and MIclelIn lIie leslei.
HIs lInelv calIbialed backsIde and exµeil
diIvInu skIlls µiovIded anollei oµInIon
on lle subjeclIve nuances amonu lle lIies,
and le ialed eacl candIdale In lliee aieas:
uiIµ, µiecIsIon, and µiouiessIveness.
Summei lIies aie nol desIuned lo be
diIven In lemµeialuies below aboul 50
deuiees and ceilaInlv nol In snow oi Ice. To
us, llev aie aboul maxImum divweallei
µeiloimance, wIll enouul caµabIlIlv In
lle wel lo uel lliouul a sudden down
µoui. So we skewed lle iesulls lo lavoi
lle divµavemenl clamµs, uIvInu double
lle weIull lo llose lesls, even llouul sum
mei lIies ueneiallv oulµeiloim allseason
iubbei In wel caµabIlIlv as well.
Allei lliee davs ol leslInu, we weie lell
wIll a bundle ol laµ lImes and even moie
noles, clolles llal ieeked ol iubbei, and
lellknee biuIses liom biacInu laid auaInsl
lle dooi duiInu lle lIulu diIvInu. And we
weie suiµiIsed bv low vasl and nolIceable
lle dIlleiences weie amonu lle lIies, even
lo ielalIvelv InexµeiIenced lIie lesleis sucl
as ouiselves. DesµIle wlal some onlookeis
llouull, we slIll call llIs woik.
328I couµes loi oui lesllle ied one loi
div diIvInu, lle sIlvei loi lle wel.
Weμve alwavs been Imµiessed wIll
lle TIie Rackμs slall, manv ol wlom aie
Involved In iacInu and aie uenuIne cai nuls.
ConsIdei lle velIculai aisenal µaiked In
lionl ol lle comµanvμs 530,000squaielool
waielouse In Soull Bend, IndIana, wlIle
we weie lleie: an E39 BMW M5, an AudI
S0, a Coivelle Z00, a BMW AlµIna B7, and
a µassel ol ollei cais weμie lond ol.
A luillei benelIl ol llIs aiianuemenl Is
llal lle TIie Rack sells mosl ol lle biands
In lle lesl: llus we could use lIies liom
lle comµanvμs Invenloiv and cIicumvenl
lle µossIbIlIlv ol lIiemakeis clealInu bv
sendInu us a cuslomIzed veisIon ol lle
iequesled lIie.
Allei eacl sel ol lIies was bioken In
accoidInu lo lle TIie Rackμs ciIleiIa, lliee
dIlleienl maneuveis weie conducled, eacl
In wel and div condIlIons: biakInu liom 50
mµl lo a slandslIll, laµs aiound a 0.3mIle
aulocioss couise, and iuns aiound a 200
looldIamelei skIdµad. Tle lIsled biakInu
iesulls aie an aveiaue ol sIx sloµs (allei
lwo sloµs lo uel lle lIies waim). On lle
aulocioss couise, lwo diIveis look lliee
laµs eacl, and lle besl lIme loi eacl diIvei
was added louellei. One diIvei µeiloimed
lwo laµs In eacl dIieclIon on lle skIdµad,
and lle besl iun In eacl dIieclIon weie
aveiaued, wlIcl Is oui noimal µioceduie.
To elImInale anv µolenlIal bIas, neIllei
lesl diIvei knew wlIcl µailIculai lIie was
beInu evalualed.
Hankook olleied lliee IdenlIcal sels ol
¨conliol¨ lIies lo be Inleisµeised amonu
lle lesl lIies. Il IdenlIcal iesulls could be
aclIeved wIll lle conliol lIies al dIllei
MICHELIN PILOT SPORT PS2
BMW M3; Porsche 911,
Boxster, and Cayman;
Chevrolet Corvette ZR1; Cadillac
CTS-V. A list of some of our
favorite cars? Yes. And they all
wear Michelin PS2s, which is
probably one of the reasons many
C/D staffers consider the PS2
their favorite summer tire and a
good enough reason to use it as
our benchmark in this test.
After which, we were
understandably surprised that the
pricey PS2s didn’t dominate the
dry portion of the test, finishing
only midpack in both autocross
time and braking. Geswein
thought excessive understeer
held back the lap times. Still, the
PS2s pulled an above-average
0.92 g on the skidpad and
exhibited a very sure-footed,
predictable demeanor. Unlike
most of the other tires, the PS2s
were responsive to steering
inputs at the limit and would tuck
back in nicely after their grip was
exceeded. Another positive is
pleasant ride quality, noted in the
street-driving portion.
In the wet, the benchmark
PS2s showed their mettle, feeling
the most connected to the road
and reeling in the quickest lap
time—beating the Ling Longs’ dry
time—and generating a heady
0.88 g on the skidpad, which was
as high as two of the competitors’
best efforts in the dry. The PS2s’
wet performance was certainly
impressive, but we’d like more
dry capability from an expensive
summer tire. —DV
99
AUG
2009 CARANDDRIVER.COM
9 L|N6 L0N6 LUBB
TlIs LInu Lonu µioves llal a comµlele
lIie desIun Involves moie llan jusl a liead
µallein, because lle L088μs Vslaµed lav
oul Is essenlIallv a coµv ol Yokolamaμs AVS
Sµoil lIie.
ConsIslenllv lInIslInu lasl In all ol lle
µeiloimance caleuoiIes, lle LInu Lonusμ
div aulocioss µeiloimance was so lai
belInd lle ollei lIiesμ llal we lad lo iound
Ils scoie uµ lo zeio lo keeµ Il liom beInu
neualIve. GesweIn used lle woids ¨laid¨
and ¨skalev¨ lo desciIbe lle LInu Lonusμ
leel. TleIi besl slowInu was on lle skId
µad, wleie an 0.88u elloil lIed lle Yoko
lamasμ loi lasl.
TlInus uol woise In lle wel, wleie slIµ
andslIde belavIoi iequIied a conseivalIve
elloil lo slav belween lle cones. Tle LInu
Lonus weie a lull lIve seconds oll lle aulo
cioss µace and needed 22 moie leel1.5
3seiIes cailenullslo sloµ liom 50 mµl
llan dId lle besl Hankooks.
On lle slieel looµ, we weie IiiIlaled
bv a lowsµeed dione, and llese weie lle
onlv lIies lo squeal undei semIauuiessIve
coineiInu.
AsIde liom lIies, lle µaienl comµanv,
Slandonu LInu Lonu, In Zlaovuan, ClIna,
also sµecIalIzes In cemenl. Is llIs a slia
leuIc advanlaue° Weμie nol suie, bul lle
LInu Lonus slowed lle leasl weai allei
leslInuwe nIcknamed llem lle ¨LIve
Lonus¨so lleie mav be a conneclIon.
Bul even llouul llev cosl lall lle µiIce
ol manv comµelInu lIies, llev scoied less
llan lall lle µoInls ol even lle eIulll
µlace lIie. To us, llal doesnμl qualIlv as a
value, even al 857.
8 N|II0 |NV0
Il we ialed lIies on liead desIun, lle
NIllo Invos would scoie lIul. Tle slasles
llal ciIsscioss InliIuuInulv lliouul lle
liead lad us envIsIonInu a vIcIous 4UBS
8BST lIullsabei slowdown lakInu µlace
iIull lleie on lle edue ol lle lIie.
Unloilunalelv, lle NIllosμ µeiloimance
was less InsµIiInu. Tlev weie second liom
lle bollom In boll div laµ lIme and biak
Inu, wIll boll diIveis ieµoilInu a soll leel
Inu al lle lImIl and llal llev weie dIllIcull
lo diIve µiecIselv because lle uiIµ would
laµei oll In a nonlIneai laslIon. TlIs led
lo moie oveisleei llan mosl ol lle ollei
lIies exlIbIled, and even llouul llev lad
an aveiaue skIdµad iun (0.91 u), lle Invos
lell boll diIveis wIslInu loi moie uiIµ.
TlInus weie bellei In lle wel, wleie
GesweIn ianked lle Invos loµs loi µiecIse
iesµonses, lIed wIll lle Dunloµs and lle
benclmaik MIclelIns. Tle lIiesμ µiedIcl
abIlIlv InsµIied conlIdence, alllouul lleIi
laµ lIme was slIll exacllv In lle mIddle.
EaIilv quIel on lle slieel looµ, lle Invos
weie below aveiaue In lle div and aveiaue
In lle wel, wlIcl µul llem In eIulll µlace.
NIllo does ollei a lIuleiµeiloimance lIie,
lle NT05, wlIcl conceIvablv could lave
laied bellei bul Is nol avaIlable In lle sIze
sµecIlIed loi oui lesl.
7 |ALKLN A/LN|S HI·UIb
DesµIle sulleiInu liom nolIceable undei
sleei, lle Ealken AzenIs slIll aclIeved an
aboveaveiaue div aulocioss lIme, lvInu
lle Hankooks and jusl belleiInu lle bencl
maik MIclelIns. Bul lleIi div biakInu and
skIdµad lIuuies weienμl as comµellInu.
HavInu lle leasl amounl ol liead deµll
In lle lesl lIkelv dIdnμl lelµ lle Ealkensμ
wel µeiloimance, and lle iesulls weie con
sIdeiablv below aveiaue. Il was dIllIcull lo
make use ol lle lIiesμ µeakv uiIµ and, as
In lle div, µiomInenl undeisleei. WlIle
lialeinIzInu In lle µeiloimance deµlls
wIll lle uieasv Kumlos and LInu Lonus,
lle Ealkens weie lai moie ieassuiInu lo
exµloIl.
Alllouul ieasonablv lusled accoidInu
lo lle soundlevel melei, lle AzenIs seemed
veiv slIll, makInu llem noIsv ovei exµan
sIon joInls and µioducInu audIble lIie lum.
KUHh0 bU.U
d10R055
1IME seconds
UUNL0P bU.J
BH|U6LSI0NL bU.U
|ALKLN bU.B
hANK00K bU.B
BH|U6LSI0NL UU.I
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TIRE TEST
100
CARANDDRIVER.COM
AUG
2009
Bul llIs also allows loi a µiecIse, connecled
leel In lle div llal makes llese lIies TFFN
exliemelv sµoilv, wlIcl could µiovIde an
euoboosl benelIl loi slow diIveis wlo lave
an elevaled sense ol lleIi abIlIlIes.
6 Y0K0hAHA S.UH|VL
AsIde liom beInu lle onlv lIie lo conlaIn
a µeiIod wIllIn Ils name, lle Yokolamas
slood oul In jusl one caleuoiv: weIull. Al
22.0 µounds, eacl S.diIve lIie Is 3.3 µounds
lIullei llan lle leavIesl leie, lle BiIdue
slones, a nol InsIunIlIcanl savInus ol 13.2
µounds µei sel.
In lle div, lle Yokolamas lad a iela
lIvelv auieeable leelGesweIn called
llem ¨above aveiaue wIlloul anv sIunIlI
canl lIullIulls oi laulls¨bul lle iesulls
dIdnμl coiioboiale. TleIi aulocioss lIme
was llIid liom lle bollom, and llev lIed
lle LInu Lonus loi lle leasl uiIµ aiound
lle skIdµad.
Tle S.diIves weie µiedIclable and µio
uiessIve In lle wel, bul lleIi iesullInu
smooll belavIoi wasnμl as comµellInu as
lle besl. WIll a louillµlace lInIsl In lle
aulocioss and on lle skIdµad, and lIlll
µlace In biakInu, lle Yokolamas weie
maiuInallv above aveiaue.
WlIle lle S.diIves aie veiv quIel, lleIi
lack ol µeiloimance and lle iubbeiv on
cenlei sleeiInu belavIoi llev caused on
lle slieel looµ seem lo be al odds wIll lle
µiIoiIlIes ol enllusIasls.
5 B|600UH|Uh 6·|0HUL I|A KUw
Eun lacl: Tle BEGoodiIcl uEoice
T!A KDW was lle lIisl lIie lo be made In
a 24Incl sIze, wlIcl, In 2004, ielaIled loi
8720. Eacl.
Tle KDWμs exlioveiled liead desIun,
consIslInu ol laiue ovoId slaµes, made Il
a µeilecl malcl loi lle sImIlailv biasl
Dodue SRT4 Neon, on wlIcl Il was an
OE lIlmenl. Bul llIs dIlleienlIaloi seems
lo wieak lavoc on comloil, as llIs lIie
was lle loudesl In oui lesl and lad a
belowaveiaue iIde.
AsIde liom naIlInu lle biakInu lesl, lle
KDWs weie aveiaue In div µeiloimance.
And desµIle lvInu lle benclmaik FS2s
In laµ lIme, lle KDWs lell sollei, lIke lle
Hankooks, bul wIll slIulllv moie µiecI
sIon. GesweIn saId lle BEGs ¨need moie
laleial lIimness.¨ Tlev weie slowei llan
aveiaue lo iecovei once lleIi lImIl lad
been exceeded and sloµµIei In liansIlIons
llan lle besl.
Tle KDWs weie llIid oveiall In lle wel,
and alllouul lleIi laIllaµµv belavIoi
made µuslInu lle lImIls slIulllv liIckIei,
llev weie boll iewaidInu and lun lo diIve,
wIll aboveaveiaue uiIµ and laµ lIme.
Eoi a lIie launcled In 2002lle KDW
was lle oldesl lIie model In oui leslan
oveiall lInIsl exacllv In lle mIddle seems
iesµeclable.
4 BH|U6LSI0NL
P0ILN/A HLìUU SP0HI
RIull belInd lle lwo divliack anI
malslle Kumlos and lle Dunloµs
weie lle BiIdueslone Folenza RE700
Sµoils, snauuInu lle llIidbesl laµ lIme
on lle aulocioss couise. GesweIn ialed
llem above aveiaue In µiecIsIon, wlIcl
le desciIbed as a ¨ciIsµ and dIiecl¨ leel,
alllouul boll lesleis nolIced llal lle
RE700s lell lIke llev weie down on uiIµ
duiInu oui laµs. Indeed llev weie, uiInd
Inu aiound lle skIdµad al jusl 0.90 u, sec
ond liom lle bollom. And ¨uiIndInu¨ Is lle
aµµioµiIale leim because lle BiIdueslones
sulleied liom moie undeisleei llan mosl.
Tlev weie also down on biakInu uiIµ, lIn
IslInu lIlll.
In lle wel, lle RE700s weie ueneiallv
below aveiaue, bul lleIi laµ lIme was well
above llose ol lle lliee woislµeiloimInu
lIies, sliIkInu us as lavInu sullIcIenl cloµs
In lle wel loi a summei lIie. Tlev weie
nolIceablv less lIneai llan lle Hankooks
oi lle benclmaik MIclelIns bul slIll exlIb
Iled ieasonable balance and µoIse.
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AUG
2009 CARANDDRIVER.COM
Tle RE700sμ slIulllv woise µeiloimance
seemed lo be a liadeoll sµenl on Imµiov
Inu comloil. (Tleie aie, µeilaµs, diIveis
moie dIsµassIonale llan us wlo mav nol
µiIoiIlIze laµ lImes.) TlIs soollInu lIul
µeiloimance lIie was loµs In lle subjec
lIve diIve looµ, lanuIblv calmei llan anv ol
lle olleis, and lIed lle Hankooks and lle
Yokolamas loi leasl InleiIoi noIse.
3 KUHh0 LUSIA XS
Tle Kumlo Ecsla XS Is a veiv con
llIcled lIie. Allei lle div leslInu, we weie
sµewInu comµlImenls: µiedIclable, well

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BH|U6LSI0NL UI
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MFh d
hANK00K UI
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balanced, loiuIvInu, easv lo diIve lasl. Il
was obvIous lo lle diIveis llal lleie weie
µlaces on lle aulocioss couise wleie llev
could µusl laidei because lle Kumlos
sImµlv could lake moie abuse. Tle Ecslas
llwacked lle skIdµad loi 0.94 u and sInued
lle liack wIll a 59.0second laµ lImeboll
besl ol lle dav. Even lle level ol ioad noIse
was bellei llan aveiaue. We weie slailInu
lo smell oui wInnei.
In lle wel, lowevei, lle Kumlos weie
nollInu sloil ol dIabolIcal, wlIcl keµl
llem liom vIcloiv. Tlev lad slIulllv
moie uiIµ llan lle laslµlace LInu Lonus
bul weie, In lacl, moie dIllIcull lo diIve
because once llev lel uo, lleie was a lonu,
laIiv slIde beloie iecoveiv, and lle µoInl al
wlIcl llev would uIve uµ was ImµossIble lo
µiedIcl. Aiound lle conslanliadIus luin,
llev keµl us uuessInu, wIll a lendencv lo
llIµlloµ belween undeisleei and oveisleei
loi no aµµaienl ieason. Tle lIisl woid In
oui noles summed Il uµ: ¨Wow.¨
Wanl lo uo lasl al a liack° Tle Ecsla
XS Is voui lIie. Jusl be WFSZ caulIous Il
Il iaIns.
2 hANK00K VLNIUS VI2 LV0
¨DeceµlIvelv quIck¨ Is a uood sum
malIon ol lle Hankook Venlus V12 Evos
because llev ollen dIdnμl GFFM as slionu as
llev acluallv weie, µailIculailv In lle
We carefully sifted through the
available choices to present
the most compelling roundup
possible. But space and time
constraints, along with fluctuating
prices, meant that some tires were
left out, including the Goodyear
Eagle F1 Asymmetric, Sumitomo
HTR Z III, General Exclaim UHP,
and Fuzion ZRi. The Tire Rack has
test results as well as 145,000
user reviews on these and more at
www.tirerack.com.
102
CARANDDRIVER.COM
AUG
2009
KUMHO ECSTA XS HANKOOK VENTUS V12 EVO DUNLOP STAR SPEC
div. TleIi louillµlace aulocioss lIme
wasnμl sµeclaculai, bul llev dId oullaµ
lle benclmaik MIclelIn FS2s. GesweIn
saId lle Hankooks lell ¨somewlal soll¨
and ¨ImµiecIse,¨ alllouul llev weie
loiuIvInu, vIeldInu consIslenl laµs wIll
no suiµiIses. DesµIle llal leelInu ol soll
ness, lle V12 Evos somelow manaued a
secondµlace skIdµad iun ol 0.93 u and
weie above aveiaue In biakInu. Hankook
jusl launcled a new exliemeµeiloimance
Venlus RS3 model, wlIcl wasnμl avaIlable
In lIme loi llIs lesl bul lIkelv las slaiµei
div iesµonses.
In lle wel, lowevei, lle V12s weie as
sµoilv and connecled as llev come, wIll
uiIµ second onlv lo lle FS2sμ and lle besl
biakInu. Tle Hankooks weie exliemelv
consIslenl, lIkelv because llev weie so
wellbelaved, wlIcl made llem easv lo
diIve quIcklv. SubjeclIvelv, llev lell lle
besl aiound lle liack, even llouul lleIi
lIme liaIled slIulllv belInd lle Dunloµsμ.
WIll aboveaveiaue wel and div µei
loimances, and lvInu loi quIelesl on lle
slieel looµ, lle V12 Evo Is an ImµiessIve
and welliounded summei lIie. And, al
8100, Ilμs a baiuaIn, loo.
1 DUNLOP DIREZZA
SPORT Z1 STAR SPEC
Il look onlv a mallei ol seconds on lle
div aulocioss lo iealIze lle Dunloµ Slai
Sµecs weie slionu lIies. Boll lle Dunloµs
and lle Kumlos lell lead and slouldeis
above lle ollei lIies, IncludInu lle bencl
maik MIclelIn FS2s. We weie Imµiessed
wIll low lle Slai Sµecs lave luue uiIµ llal
Is avaIlable ImmedIalelv, even beloie llev
waim uµ, wlIcl lends ciedence lo Dunloµ
maikelInu llem as aulocioss lIies.
Alllouul 0.3 second belInd lle Kumlos
on lle div aulocioss, lle Slai Sµecs cieale
a ieassuiInu conneclIon belween lle lIies
and lle sleeiInu wleel. GesweIn summed
uµ lleIi µiedIclable and µlanled leel bv sav
Inu llev weie ¨iewaidInu lo diIve laid,¨
and lle Slai Sµecs also excelled wlIle
liansIlIonInu liom biakInu lo coineiInu
lo acceleialInu, wlIcl lell us wIll salIslv
Inulv smooll laµs.
Allei lle slauueiInu div µeiloimance,
we weie slocked llal lle Slai Sµecs dIdnμl
saciIlIce mucl In lle wel, knucklInu down
lo µioduce lle besl laµ lImejusl a 10ll oll
lle FS2sμdesµIle beInu a loucl µeakv.
Tle onlv llaws we could lInd wIll lle
Dunloµs weie slIull: aboveaveiaue noIse
and a slIull iIde µenallv, llInus we aie ieu
ulailv wIllInu lo saciIlIce loi µeiloimance
wlen Il comes lo cais. Tle slai uiaµlIc
on lle sIdewall evIdenllv desIunales moie
llan jusl Ils name. L
BEST IN TEST DRY PERFORMANCE WET PERFORMANCE
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FINAL RESULTS
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RANK MAXIMUM POINTS AVAILABLE
40 20 20 80 20 10 10 40 10 5 5 20 140
1
DUNLOP STAR SPEC 34 16 19 69 20 9 10 39 2 3 3 8
116
2
HANKOOK VENTUS V12 EVO 24 18 18 60 19 10 10 39 5 5 4 14
113
3
KUMHO ECSTA XS
40 20 19 79 1 5 6 12 4 4 4 12
103
4
BRIDGESTONE POTENZA RE760
28 12 17
57
13 6 9
28
3 5 5
13
98
5
BFGOODRICH G-FORCE KDW
18 14 20
52
18 9 9
36
3 2 1
6
94
6
YOKOHAMA S.DRIVE 13 8 15 36 17 8 9 34 4 5 4 13
83
7
FALKEN AZENIS RT-615 24 14 12 50 6 6 5 17 4 4 3 11
78
8
NITTO INVO
10 14 9 33 16 8 8 32 4 4 3 11
76
9
LING LONG L688
0 8 7
15
0 2 1
3
10 3 2
15
33
TIRE TEST
103
A brand-new standard-issue Chevrolet Corvette remains
an incredible performance-car bargain. For less than two-
thirds of the price of a Porsche 911, the latest C6 thunders to 60
mph in 4.0 seconds flat, corners at 0.99 g, and tops out at 190
mph. And for a two-seat rocket, a Vette is also very practical, with
57 percent more luggage capacity than a Honda Accord and tall
gearing that, during relaxed highway cruising, squeezes more
than 25 miles from each gallon of premium fuel.
Even so, the Corvette’s current base price of $49,515 might be
more than some people can or want to spend. If you fall into this
group, you’ll be happy to discover the many used Vettes on the
market, given that today’s C6 generation was born in the 2005
model year. When you peruse secondhand Corvettes, you’ll also
find that many of them have very low mileage, having been driven
mostly on summer weekends in cold states. Three- and four-year-
old cars with less than 10,000 miles are not unusual.
To reduce the risks of used-car buying, GM offers a certi-
fied used-vehicle (CUV) program. Similar to all such programs,
GM’s starts with a detailed, 117-item checklist to make sure
that everything is operating as it did when new. The car gets a
thorough cleaning and detailing, brakes and tires that are more
than half-worn are replaced, and the next scheduled mainte-
nance is performed.
Most important for the buyer’s peace of mind is the addition
VETTE
DREAMS
V-8 POWER FOR THE PRICE OF A HOT
HATCH, WITH THE SECURITY OF GM’S
CERTIFIED USED-VEHICLE PROGRAM.
BY CSABA CSERE
LIGHTLY USED CARS
104
AUG
2009
of a 12-month/12,000-mile bumper-to-bumper warranty that
goes on top of the original 36-month/36,000-mile bumper-to-
bumper warranty. The CUV is also covered by what remains of
the original five-year/100,000-mile powertrain warranty. So if, in
August, you buy an ’05 Vette with 25,000 miles on the odo that
was first sold in March 2005, you still have 12 months/12,000
miles of bumper-to-bumper coverage and powertrain coverage
until March 2010, or to 100,000 miles. On an ’08 model, the
roughly two years remaining on the new-car bumper-to-bumper
coverage gets upped to three years.
A CUV Corvette is easy to locate on www.gmcertified.com,
but the site’s search functions aren’t strong. For one, you can’t
filter by transmission type. Some of the descriptions don’t even
identify the gearbox type or the car’s color. Most options go
unmentioned. In more than 100 listings, we never saw a reference
to the desirable Z51 package, and only through the photos and
the 7.0-liter engine size could we determine whether a car was
a Z06 model. But free online CarFax history reports are available
through GM’s site for each car.
The bottom line is that instead of spending well over $50,000
for an optioned new Corvette—or $75,000 for a Z06—GM’s CUV
program has cars priced in the low 30s, with a warranty to protect
you if anything goes wrong. Suddenly that $30,000 hot hatch
doesn’t look so attractive. L
FIND ADVICE ON CERTIFIED
USED VEHICLES AND A
FULL RUNDOWN OF ALL 36
AUTOMAKER PROGRAMS
FOR MORE
CARANDDRI VER

COM/ CERTI FI EDPREOWNED
105
AUG
2009
INSURANCE FOR SIX MONTHS
Buying used can save a fair amount on premiums, at least with Progressive insurance in
Michigan. It also helps to be older in our home state. In California, however, you basically pay
through the nose no matter what. But the Progressive rates really penalize traffic citations in
the Golden State. The figures below were tabulated with one speeding ticket for a 28-year-old
man and two for a 57-year-old man. But for the 57-year-old driving a 2005 C6, the six-month
rate goes from $2865 with no tickets to $3498 with one, $4506 with two, and $4699 with
three. So once you’ve collected two tickets, you might as well keep your foot down.
ANN ARBOR, MICHIGAN TORRANCE, CALIFORNIA
SINGLE, 28 MARRIED, 57 SINGLE, 28 MARRIED, 57
2005 COUPE $1260 $914 $3946 $4506
2006 COUPE $2095 $1468 $4308 $4892
2006 Z06 — — $4582 $5177
2007 COUPE $2195 $1530 $4408 $4999
2007 Z06 — — $4691 $5298
2008 COUPE $1835 $1267 $4505 $5108
2008 Z06 $2966 $2052 $4748 $5350
2009 COUPE $1966 $1363 $4602 $5215
2009 Z06 $2872 $1987 $4845 $5457
GM WARRANTIES AND PERKS
WARRANTY WHEN NEW CUV WARRANTY
YEARS/MILES YEARS/MILES
POWERTRAIN
WARRANTY 5/100,000 continues
BUMPER-TO-BUMPER
WARRANTY 3/36,000 plus 1/plus 12,000
GM 24/7 ROADSIDE
ASSISTANCE 5/100,000 continues
Note: If the bumper-to-bumper warranty has expired, the CUV warranty provides
that coverage for one year or 12,000 miles from the time of purchase. If the original
warranty is still in efect, the CUV program adds one year and 12,000 miles to the
original coverage. The CUV powertrain warranty is transferrable.
PRICES OF CERTIFIED USED C6s
To provide some idea of CUV Corvette prices, we tabulated, by year and model, the prices of
every CUV C6 within 250 miles of our Ann Arbor headquarters. Convertibles generally bring
about five grand more than coupes, though there is considerable variance. Notice also that
there’s a big jump in price with the 2008 models because the C6 that year got a midcycle
upgrade that included a larger, 6.2-liter engine; refined shifting and steering; and a very nice
optional leather interior package. Keep in mind that these are the asking prices. There is
definitely room for haggling here.
LOW AVERAGE HIGH
2005 COUPE $29,998 $33,554 $36,995
2005 CONVERTIBLE $34,995 $38,616 $40,995
2006 COUPE $31,987 $36,669 $39,995
2006 CONVERTIBLE $36,395 $39,212 $44,995
2006 Z06 $46,995 $48,942 $50,888
2007 COUPE $33,895 $37,226 $40,995
2007 CONVERTIBLE $38,999 $43,632 $47,995
2007 Z06 $52,390 $54,432 $56,995
2008 COUPE $33,969 $46,175 $53,990
2008 CONVERTIBLE $43,999 $45,692 $47,995
2008 Z06 $59,290 $61,345 $63,399
PHOTOGRAPHY BY DON KUREK
GEAR BOX
AFFORDABLE NAVIGATION
AN ALTERNATIVE
If you have a GPS-enabled mobile
phone (excluding the Apple iPhone),
TeleNav can turn it into a portable GPS
device for $9.99 a month. We tried it on
a BlackBerry Storm and liked the user-
friendliness and the constantly updated
traffic info. But maps can take a while to
load, and they don’t load at all without a
wireless signal. Most phone screens are
tiny compared with those of portable nav
units, but the price is attractive.
(888-353-6284; www.telenav.com)
I SPY
The Blackline GPS Snitch
won’t give you directions,
but it will tell you where
your car, or someone
else’s, is with up-to-the-
minute accuracy. The Snitch
also has a motion detector, and
you can be alerted via text message
or e-mail if your car, or something in
it, moves. If cloak-and-dagger isn’t your
thing, you can share your location with friends. The
rechargeable unit lasts up to a week on a full charge,
and the service is $14.99 a month or $169.99 a year.
($299.99; 403-451-0327; www.blacklinegps.com)
MAGELLAN
ROADMATE 1430
THE HIGHS
Easiest and quickest route
programming, comes with
free traffic reports for
three months.
THE LOWS
Planning multiple stops is
a different function than
finding a single destination.
THE VERDICT
Even your grandpa
could figure out how to
use this one.
($229.99; 800-707-9971;
www.magellangps.com)
GARMIN NÜVI 255W
THE HIGHS
Fast rerouting, shows speed
limits on map, fuel-efficient
“ecoRoute” feature.
THE LOWS
Prompts for a street address
before the street name,
often long search time for
points of interest.
THE VERDICT
You’ll be happy, but maybe
not as happy as the guy
with the Magellan.
($219.99; 800-800-1020;
www.garmin.com)
ALPINE PND-K3
THE HIGHS
Works as a Bluetooth
speakerphone, plays audio
files via an SD card.
THE LOWS
Menus aren’t as good as
the best, windshield mount
includes a huge
docking port.
THE VERDICT
A solid pick if you like the
extra features and don’t
need traffic info.
($199.95; 800-257-4631;
www.alpine-usa.com)
TOMTOM XL 330S
THE HIGHS
Compact windshield mount,
can download fuel prices
and locations of red-light
cameras (with a connection
to a computer).
THE LOWS
Faint and muddy-sounding
speaker, programming takes
longer than with other units,
traffic info requires
a $100 antenna.
THE VERDICT
Good for tech-savvy users,
but there are better units
for simple navigation.
($179.95; 866-486-6866;
www.tomtom.com)
Why spend big money on a factory navigation
system when you can get a portable device
for hundreds less? The question is becoming
rhetorical. Portable navs may have smaller
screens than the built-in competition, but
just try moving that built-in from one car to
another. The four nav systems below retail
for less than $230 and have text-to-speech
features that will read street names aloud.
They all work just dandy to get you from
point A to point B; the biggest differences lie
in features, menus, and user-friendliness.
AUG
2009 106
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AUG
2009
The inquisitive owner of a first-gen-
eration Elise we met near Inveraray,
Scotland, calls it cheating. He’s referring to
the fact that this all-new Lotus—the first in 14
years—comes with a stereo, anti-lock brakes,
cruise control, and a stitched-leather interior,
not to mention available navigation and a
backup camera. Had we wished to really
upset him, we could have brought up the
stability control and automatic transmission
that will soon be offered.
Indeed, this is a very different car than
the company’s intense, ultralight Elise and
Exige models that we admire greatly for
their delightful responses but whose lim-
ited appeal we fully understand. After all,
there are dog carriers that may be easier
to crawl into.
That’s why the Evora is so much larger—
21.9 inches longer, with a 10.9-inch stretch
in the wheelbase—putting it on par with more
mainstream sports cars such as Porsche’s
911 and Cayman. Roughly five inches shorter
than a 911, the Evora still houses a similarly
sized (i.e., tiny) back seat, which is optional
and seems adequate for little people and
children up to 10 years old.
In front, even this six-foot-five-inch driver—
Lotus’s claimed design target—had to slide
the seat forward a couple of inches from its
most rearward position, and the amply pad-
ded, leather Recaro seats were comfortable
throughout a 250-mile drive. Easing entry
and exit are narrower doorsills and a seating
position that is 2.6 inches higher than the
Elise’s. But the footwell is still narrow enough
to require a miniature dead pedal.
Back seat or no, the Evora is still very
much a Lotus in the driving-thrills depart-
ment. As with the company’s other mod-
els, the steering is absolutely brilliant even
though the Evora has hydraulic power assist
as opposed to the unassisted racks in the
rest of the lineup. The steering-feel fanatics
at Lotus went so far as to use a magne-
sium wheel in order to reduce its weight so
that less feedback is lost. The weighting is
perfect, and the constant tingling coming
through the thin, flat-bottom wheel is superb
without ever feeling nervous or twitchy.
With a firm but not punishing ride, the
DRIVE LINES
2010 LOTUS EVORA
EXPANDING THE LOTUS LORE.
BY DAVE VANDERWERP
PREVIEW
110
VEHICLE TYPE: mid-engine, rear-wheel-drive,
2- or 2+2-passenger, 2-door coupe
ESTIMATED BASE PRICE: $75,000
ENGINE TYPE: DOHC 24-valve V-6, aluminum
block and heads, port fuel injection
Displacement . . . . . . . . . . . . 211 cu in, 3456cc
Power (SAE net) . . . . . . . 276 bhp @ 6400 rpm
Torque (SAE net) . . . . . . 258 lb-ft @ 4700 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 101.4 in Length: 170.9 in
Width: 72.8 in Height: 48.1 in
Curb weight: 3050 lb
PERFORMANCE (MFR’S EST):
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.9 sec
Zero to 100 mph . . . . . . . . . . . . . . . . . 12.3 sec
Standing ¼-mile . . . . . . . 13.5 sec @ 103 mph
Top speed (drag limited). . . . . . . . . . . 162 mph
PROJECTED FUEL ECONOMY (C/D EST):
EPA city/highway driving . . . 18–19/27–28 mpg
Evora is planted and secure yet runs
through corners with the light and playful
feel endemic to mid-engine cars—think Fer-
rari F430, only with slightly sharper steering.
A reasonable, 3050-pound curb weight—a
couple hundred pounds lighter than a 911—
certainly helps the ride-and-handling cause,
and the Evora’s moves are so natural and
fluid, we got the sense that the car actu-
ally enjoys being pushed. Braking is equally
spectacular, with an immediate bite and a
firm pedal. Lotus says the brakes will easily
hold up to racetrack use.
Almost as impressive as the driving experi-
ence are the hand-built Evora’s gorgeous
forged aluminum control arms and aluminum
extrusions that make up the astoundingly stiff
structure. In the engine bay is a 276-hp Toyota
V-6 that’s been spared a lifetime of bore-
dom in your mom’s Camry. Vehicle engineer-
ing director Roger Becker says completely
reprogramming the engine allows the com-
pany to “suck out the conservatism and add
Lotus DNA.” It’s responsive and linear, with
a pleasant midrange induction growl—Lotus
enhances it by piping the intake noise into
the cabin—and it makes a sophisticated but
subtle roar in the 5000-to-7000-rpm range.
It’s as loud as European regulations allow;
U.S. cars will get slightly more volume.
A Nissan 370Z will keep up with the Evora
in the quarter-mile dash, but straight-line
poke is not what any Lotus is about. Plus,
a benefit of the, shall we say, responsible
horsepower is impressive fuel economy
that, based on European ratings, we esti-
mate to be 19 mpg city and 28 mpg high-
way. Optional, shorter ratios for gears three
through six reduce fuel economy by four
percent, according to Lotus. Unfortunately,
the six-speed’s shift lever has more side-
DRIVE LINES
to-side slop than we like.
Other than a few low-rent interior items—
the low-resolution Alpine navigation system
and the Ford parts-bin turn-signal and wiper
stalks—we think that Lotus, overall, has nailed
it. On sale now in Europe, the Evora won’t
come to the U.S. until early 2010, and pricing
is a critical decision Lotus has yet to make.
Current exchange rates suggest $75,000,
which is practically on top of the Porsche
911 and more than $10,000 pricier than a
Cayman S. That may make it a tough sell for
some, even though the handsome, exotic
looks and supercar-like worldwide sales
volume of 2000 per year ensure exclusiv-
ity. We don’t need convincing: The dazzling
driver feedback easily won over our one-
track mind.
CARANDDRIVER.COM
Maybe it was an Oktoberfest-fueled
decision, or maybe it came after a
particularly trying meeting, but the volks at
BMW seem to have said to themselves, “The
gents at AMC really got it right in the early
’80s. Herr Bangle, make the X5 look more
like a 1983 AMC Spirit, bitte, and we’ll call
it the X6.”
At least when you’re driving the X6, you
don’t have to look at it. And after driving the
X6, it’s likely that the styling will be forgotten
or, at the very least, forgiven.
It’s a prettier picture, mechanically.
Despite its rhino-like 5241-pound weight, the
X6 drives like a much smaller sports sedan.
Steering effort is heavy and requires a delib-
erate hand, but the X6 responds quickly and
without drama. Part of the credit goes to the
xDrive all-wheel drive and a torque-vector-
ing system [see Tech Dept., page 34] that
can vary the power between each of the
rear wheels to stabilize the X6—or engage in
lurid power slides if you turn off the stability
control. Grip from the wide Dunlop SP Sport
Maxx tires registers 0.89 g on the skidpad,
which will send passengers reaching for
overhead grab handles that aren’t there.
That the X6 achieves these numbers with a
supple ride is even more remarkable con-
sidering the stiff and heavy run-flat tires on
20-inch wheels.
Aimed in a straight line, the 400-hp, twin-
turbocharged 4.4-liter V-8 launches the X6 to
60 mph in 5.1 seconds—a tick or two slower
than the Porsche Cayenne Turbo and the
Infiniti FX50. Power is delivered smoothly
and massively throughout the rev range.
Turbo lag is absent, and the V-8 gives no
audible hint that it’s being force-fed air.
Cabin materials and interior design are
lifted directly from the X6’s progenitor, the
X5. The clues giving away that you’re in an
X6 xDrive50i and not an X5 xDrive48i are the
restricted rear view, the two-person accom-
modations in the back seat, the additional
brawn from the turbo V-8, and the extra
$10,450 missing from your bank account.
Thanks to the, um, unique styling, the rest
of the world will have no doubt that you’re
not in an X5. A few might even think AMC is
back from the grave.
VEHICLE TYPE: front-engine, 4-wheel-drive,
4-passenger, 5-door wagon
PRICE AS TESTED: $83,970 (base price:
$67,475)
ENGINE TYPE: twin-turbocharged and
intercooled DOHC 32-valve V-8, aluminum
block and heads, direct fuel injection
Displacement . . . . . . . . . . . . 268 cu in, 4395cc
Power (SAE net) . . . . . . . 400 bhp @ 5500 rpm
Torque (SAE net) . . . . . . 450 lb-ft @ 1800 rpm
TRANSMISSION: 6-speed automatic with
manumatic shifting
DIMENSIONS:
Wheelbase: 115.5 in Length: 192.0 in
Width: 78.1 in Height: 66.5 in
Curb weight: 5241 lb
C/D TEST RESULTS:
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 5.1 sec
Zero to 100 mph . . . . . . . . . . . . . . . . . 13.2 sec
Zero to 140 mph . . . . . . . . . . . . . . . . . 32.5 sec
Street start, 5–60 mph . . . . . . . . . . . . . 6.0 sec
Standing ¼-mile . . . . . . . 13.8 sec @ 102 mph
Top speed (drag limited). . . . . . . . . . . 157 mph
Braking, 70–0 mph . . . . . . . . . . . . . . . . . 163 ft
Roadholding, 300-ft-dia skidpad . . . . . 0.89 g
FUEL ECONOMY:
EPA city/highway driving . . . . . . . . .12/18 mpg
C/D observed . . . . . . . . . . . . . . . . . . . . 15 mpg
SHORT TAKE
BY TONY QUIROGA
THE HIGHS
Sports-sedan athleticism, supple ride,
400-hp thrust, luxurious interior.
THE LOWS
AMC-like styling, restricted rear view,
answers a question nobody asked.
BMW X6 xDRIVE50i
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CARANDDRIVER.COM
Sales charts spawned this baby.
About a third of BMW 3-series sales
are coupes and convertibles, and Lexus
wants a seat at that buffet. Impulsive?
Hardly. Introduced nine years ago and well
into its second generation, the entry-level
IS sedan finally gives birth to a convertible
two-door kitten.
In dealerships now, the IS250C and
IS350C feature an aluminum hardtop roof
that, in 20 seconds, marshals 15 electric
motors and 37 sensors to split it into two
panels, which seamlessly belly-flop into the
waiting trunk. Ultraviolet bliss ensues.
Weary eyes could reasonably mistake
the IS C for a sedan that lost a debate with
a hacksaw, yet every exterior panel and
molding except the hood is unique to the
convertible. The IS C is 2.2 inches longer
than the four-door, and the rear decklid
hunchbacks upward, so there’s room for
four adults, plus space for flat luggage
under the pancaked roof.
The engine choices are identical to the
IS sedan’s: a 204-hp, 2.5-liter V-6 and a
306-hp, 3.5-liter V-6. So are the transmis-
sion choices, which means a six-speed
manual is only available in the IS250C,
and a six-speed automatic is offered in
both models.
Curb weight swells by roughly 400
pounds to about 3850 in the base IS250C
because of structural reinforcements.
Acceleration in the IS350C still feels manly,
though the open-air exhaust note is just a
humdrum hum; figure 5.8 seconds to 60
mph, says Lexus.
Top up, the cabin is quiet; top down,
the body is fairly stiff for an easygoing
ramble on good pavement, but even then,
we could still feel some steering-column
shudder. Softer springs, shocks, and bush-
ings sponge up more bumps than in the
sedan, though this weighty ship rolls and
porpoises a bit more.
The base IS250C starts at $39,365 with
various amenities standard, including leather,
making it about $6000 less than the base
BMW 328i convertible. The IS350C begins
at $44,815. Judging from the tranquilized
dynamics, the IS C wants to chase BMWs
without becoming a BMW. That will likely not
trouble any Lexus loyalists craving a tan.
2010 LEXUS IS250C/IS350C
THE LITTLEST LEXUS TURNS ON THE ULTRAVIOLET.
BY AARON ROBINSON PHOTOGRAPHY BY DAVID DEWHURST
PREVIEW
DRIVE LINES
VEHICLE TYPE: front-engine, rear-wheel-
drive, 4-passenger, 2-door convertible
BASE PRICE: $39,365–$44,815
ENGINES: DOHC 24-valve 2.5-liter V-6, 204
hp, 185 lb-ft; DOHC 24-valve 3.5-liter V-6, 306
hp, 277 lb-ft
TRANSMISSIONS: 6-speed automatic with
manumatic shifting, 6-speed manual
DIMENSIONS:
Wheelbase: 107.5 in Length: 182.5 in
Width: 70.9 in Height: 55.7–55.9 in
Curb weight: 3850–3900 lb
PERFORMANCE (MFR’S EST):
Zero to 60 mph . . . . . . . . . . . . . . . . 5.8–8.4 sec
Standing ¼-mile . . . . . . . . . . . . . 14.1–16.5 sec
Top speed (governor limited) . . . .131–141 mph
FUEL ECONOMY:
EPA city driving . . . . . . . . . . . . . . . 18–21 mpg
EPA highway driving . . . . . . . . . . . 25–29 mpg
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AUG
2009 CARANDDRIVER.COM
Sixteen may be how many ounces
are in a pint, or the number on Joe
Montana’s jersey. But to a Ferrari Formula
1 fan, it’s the number of world constructors’
championships that have been won by the
legendary Italian team.
Now, Ferrari has built a limited-edition
16M Scuderia Spider—499 total—to honor
this achievement. It’s an F430 Spider with
all the go-fast parts of the 430 Scuderia.
Those bits include a higher-compression
version of the F430’s 4.3-liter V-8 that
makes 503 horsepower (20 more than in
the F430) and 347 pound-feet of torque.
It has a retuned suspension, serving-plat-
ter-size carbon-ceramic brakes, Ferrari’s F1
SuperFast2 automated manual transmis-
sion (60 milliseconds for shifts), and quite
possibly the loudest exhaust note of any
VEHICLE TYPE: mid-engine, rear-wheel-drive,
2-passenger, 2-door roadster
BASE PRICE: $313,350
ENGINE TYPE: DOHC 32-valve V-8, aluminum
block and heads, port fuel injection
Displacement . . . . . . . . . . . . 263 cu in, 4308cc
Power (SAE net) . . . . . . . 503 bhp @ 8500 rpm
Torque (SAE net) . . . . . . 347 lb-ft @ 5250 rpm
TRANSMISSION: 6-speed automated manual
DIMENSIONS:
Wheelbase: 102.4 in Length: 177.6 in
Width: 75.7 in Height: 47.9 in
Curb weight: 3300 lb
PERFORMANCE (C/D EST):
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 3.4 sec
Standing ¼-mile . . . . . . . . . . . . . . . . . .11.5 sec
Top speed (redline limited) . . . . . . . . . 196 mph
FUEL ECONOMY:
EPA city/highway driving . . . . . . . . .11/16 mpg
road car we have ever driven (our LeMons
Fiero included).
The 16M weighs about 3300 pounds, or
roughly 200 more than its coupe counter-
part; in both cars, the interior is stripped of all
comfort features. Carbon fiber and aluminum
trim line the cabin. There is no carpeting
or leather. The only nod to sybarites is on
the dash, where a horizontally docked iPod
Touch functions as the stereo, sans radio
tuner.
According to Ferrari, the 16M posts the
fastest time ever around its Fiorano circuit
for one of its open-top road cars.
We drove the Spider in the hills surround-
ing Ferrari’s Maranello factory, where the
16M devoured switchbacks. Even in extreme
transitional states, the chassis never feels
unsettled or spooky. Driving a $313,350
I
f the $326,730 Ferrari
599GTB Fiorano isn’t
exclusive enough for you,
Ferrari now has an option
to suit your increasingly
ridiculous needs: a
$30,095 HGTE (Handling
VEHICLE TYPE: front-engine,
rear-wheel-drive, 2-passenger,
2-door coupe
BASE PRICE: $356,825
ENGINE TYPE: DOHC 48-valve V-12,
aluminum block and heads,
port fuel injection
Displacement . . . . . . . . 366 cu in, 5999cc
Power (SAE net) . . . . 612 bhp @ 7600 rpm
Torque (SAE net) . . . 448 lb-ft @ 5600 rpm
TRANSMISSIONS: 6-speed manual,
6-speed automated manual
DIMENSIONS:
Wheelbase: 108.3 in Length: 183.7 in
Width: 77.2 in Height: 52.2 in
Curb weight: 4000 lb
PERFORMANCE (C/D EST):
Zero to 60 mph . . . . . . . . . . . . . . . . 3.3 sec
Zero to 100 mph . . . . . . . . . . . . . . . 6.8 sec
Standing ¼-mile . . . . . . . . . . . . . . .11.2 sec
Top speed (redline limited) . . . . . . . 206 mph
FUEL ECONOMY:
EPA city/highway driving . . . . . . . 11/15 mpg
exotic—particularly one you don’t own—near
the limit on a country road is a riot, but it can
be a bit on the stressful side. Fortunately, this
car inspires as much confidence as respect
and awe. That’s why the F430, in any form, is
undefeated in C/D comparison tests.
Expect the 16M to reach 60 mph in 3.4
seconds. The all-wheel-drive Lamborghini
Gallardo LP560-4 Spyder will likely win a
drag race (0 to 60 for the Gallardo coupe
is 3.2 seconds; we haven’t yet tested the
Spyder) and perhaps even a beauty contest.
But the 16M dominates the Lambo when it
comes to chassis performance. We’re bet-
ting the Ferrari will remain undefeated when
it goes toe-to-toe in a comparo.
Now, a word of caution: Don’t hang
around thinking you’ll be first in line for a
17M. Through the sixth race of the Grand Prix
season, Ferrari’s hope of a repeat is as good
as Manny’s chances of winning MVP—the
big F is 69 points behind rookie underdog
Brawn-Mercedes.
Gran Turismo Evoluzione)
package. It includes a retuned
suspension consisting of
stiffer and shorter springs,
a larger rear anti-roll bar,
retuned adjustable shocks,
unique three-piece wheels
FERRARI 16M SCUDERIA SPIDER
EARPLUGS NOT INCLUDED.
BY K.C. COLWELL
PREVIEW
that are slightly wider in front,
and a special exhaust tune.
The HGTE package also
includes every interior carbon-
fiber option. Output for the
6.0-liter V-12 is unchanged—
612 horsepower and 448
pound-feet of torque—
therefore, the car will not be
any quicker in a straight line.
We have praised the
4000-pound 599 for driving
smaller than it is, as well
for as its neutral handling,
tactile brakes, and grown-
up manners. The HGTE
retains all of these traits,
but when in race mode,
the stiffer damping relays
road topography with
sledgehammer blows. —KC
2010 FERRARI 599GTB FIORANO HGTE
A.SPEC IS TO HONDA AS HGTE IS TO FERRARI.
DRIVE LINES
114
AUG
2009
Every year, new wannabe Porsches,
Ferraris, and Lamborghinis turn up
at the world’s motor shows, though most
are incomplete and underfunded and never
progress beyond the prototype stage.
The Artega is the exception. The GT was
developed in secret by a respected auto-
industry supplier. It took two years before it
was ready, and there was no advance hype.
The car emerged fully formed in 2007 at the
Geneva show, ready for production.
And in October 2008, production began
at a purpose-built plant in Delbrück, Ger-
many. Clearly, there is a depth of planning
and commitment here. The company behind
the Artega is Paragon AG, an electronics
supplier best known for the stopwatch/lap
timers fitted to Porsches.
Paragon’s CEO is Klaus Dieter Frers, a
prominent historic-car racer with an enviable
collection of Porsches. So perhaps it is not
surprising that Porsche was the inspiration
for his very own sports car. The Artega is a
lightweight, two-seat, mid-engined coupe
with a transverse-mounted VW/Audi V-6
and DSG six-speed, double-clutch, auto-
mated manual transmission. It is short
(157.9 inches), wide (74.0 inches), and low
(46.5 inches). The closest equivalent is the
Porsche Cayman S, although the Artega is
more than a foot shorter.
Designed by Henrik Fisker—whose port-
folio includes the aluminum-bodied BMW
Z8, the Aston Martin V-8 Vantage, and the
upcoming Fisker Karma plug-in hybrid [see
page 58]—the Artega GT is shapely and
well finished. And the company lured Karl-
Heinz Kalbfell, the ex–sales supremo at
BMW who has since headed Rolls-Royce,
Alfa Romeo, and Maserati, to handle sales
and marketing.
Paragon’s small engineering team had
never done a complete car before, but
thanks to the close cooperation of some
blue-chip suppliers—Bosch, Brembo, Bil-
stein, Michelin—it succeeded in producing
a car that drives better than any first-time
model of our experience.
The Artega’s chassis is made largely from
aluminum, with carbon-fiber-reinforced plas-
tic body panels. The suspension is a classic
unequal-length control-arm layout with coil-
over shocks front and rear.
The 3.6-liter engine is the latest direct-
injection V-6 found in the Volkswagen Passat
CC. It produces 295 horsepower, which, in
a car that weighs just 2600 pounds, should
provide better-than-Porsche performance:
60 mph arrives in less than five seconds,
and there’s a claimed top speed of at least
170 mph.
At higher revs, the exhaust sound is ter-
rific—it’s more like an Italian V-8 than a mod-
est German V-6. A less pleasant booming
inside the cabin at about 2500 rpm is one
of the few things that needs fixing.
This is one of the first cars outside the
Volkswagen Group to use VW’s excellent
DSG gearbox, which operates either auto-
matically or manually via paddles behind
the steering wheel. The Artega has its own
software to dictate the shift program.
PREVIEW
PORSCHE LOVER BUILDS PORSCHE BEATER.
ARTEGA GT
BY RAY HUTTON
116
CARANDDRIVER.COM
VEHICLE TYPE: mid-engine, rear-wheel-drive,
2-passenger, 2-door coupe
BASE PRICE (GERMANY): $100,000
ENGINE TYPE: DOHC 24-valve V-6, iron block
and aluminum head, direct fuel injection
Displacement . . . . . . . . . . . . 220 cu in, 3598cc
Power (SAE net) . . . . . . . 295 bhp @ 6600 rpm
Torque (SAE net) . . . . . . 258 lb-ft @ 2400 rpm
TRANSMISSION: 6-speed dual-clutch
automated manual
DIMENSIONS:
Wheelbase: 96.9 in Length: 157.9 in
Width: 74.0 in Height: 46.5 in
Curb weight: 2600 lb
PERFORMANCE (C/D EST):
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.5 sec
Standing ¼-mile . . . . . . . . . . . . . . . . . 12.8 sec
Top speed (drag limited). . . . . . . . . . . 170 mph
FUEL ECONOMY (C/D EST):
EPA city driving . . . . . . . . . . . . . . . . . . 17 mpg
EPA highway driving . . . . . . . . . . . . . . 26 mpg
The smoothness of operation and the
compatibility of all the car’s controls are
impressive. The steering, with electric power
assistance, is direct and accurate yet not
deflected by bumps. Body control is tight
in fast cornering, yet the ride is settled and
unusually comfortable for a sports car. The
Artega has a nearly ideal suspension setup
for normal road driving.
Although the exterior is voluptuous, the
Artega’s interior is almost austere. It is neat,
tidy, and spacious but does not look very
special. Naturally, Paragon wants to show-
case its “cockpit system.” The main analog
instrument has a dual function: The rev
counter is in the top arc, and the speedo is
below it—both needles from the same axis.
Electronic displays, which can be selected
by the driver, emerge from a black panel that
surrounds the center dial.
With a couple of refinement issues
addressed, the Artega would compare
favorably with sports coupes from the
established premium automakers. The
price—75,000 euros, or about $100,000—is
some 25 percent higher than that of a Cay-
man S in Germany, but there is an element
of exclusivity: In full production, only 500
Artegas are expected to be made a year.
The first cars were delivered to customers
in April, and the plan is to bring the car to
the U.S. by 2011.
DRIVE LINES
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FOR THE TOUGHEST JOBS ON PLANET EARTH.
®
1-800-966-3458 gorillatough.com Made in U.S.A
AUG
2009
“A thing of beauty is a joy forever.”
We can be pretty sure John Keats
wasn’t thinking about automotive sheetmetal
when he penned those words in 1818. But
if Keats had been scribbling just 191 years
later, his inspiration could very well have
been this elegant and sexy coupe.
Okay, trying to set one current Mercedes
automobile above the others in terms of
beauty is tough; they all look terrific. Still,
this coupe version of the latest Mercedes
E-class, its sweeping roofline uninterrupted
by a B pillar, is on a look-at-me par with the
big Mercedes CL coupes, minus their mass
and massive price tags.
Do not interpret this to mean bargain. The
basic E350 coupe, with a 268-hp, 3.5-liter
V-6, is $48,925. That soars to $55,525 for the
E550, with its 382-hp, 5.5-liter V-8. Check
all the option groups, and you wind up with
a package like our test car: a cool $66,375.
On the other hand, the most recent previous
E-class coupe—the 1994 E320—started at
$62,075. Wow.
The new coupe shares architectural ele-
ments with the E-class sedan, as well as
its techno-goodies and a bevy of safety
features, many of them standard. But there
are also pieces from the C-class stable, con-
tributing to much tidier dimensions. For the
coupe, the E sedan’s 113.1-inch wheelbase
has been trimmed to 108.7. That two-door
is 6.7 inches shorter and 2.7 inches narrower
than the four-door, and its 54.0-inch roof is
3.2 inches lower.
Aside from the achievement of a pillar-
less design in an age of ever tougher roll-
over standards, Mercedes has done a fine
packaging job: The reduced dimensions
have deleted nearly a third of the rear-seat
space but haven’t made the E coupe a mere
two-plus-two. Rear headroom will be on the
wish lists of individuals over six feet tall, but
there’s plenty of knee, leg, and toe room for
two modestly sized adults. The seats are
supportive, and climbing in or out is eased
by the power front seats, which flip and glide
forward.
Reduced dimensions should equate with
reduced weight, and that seems to be true
here. Our loaded test car weighed 3942
pounds, far from light, but still a couple hun-
dred pounds better than what we anticipate
for the sedan.
In any case, the coupe’s 5.5-liter V-8—
one of the best naturally aspirated eights in
the business—and seven-speed automatic
transmission handle all those pounds very
well indeed: zero to 60 mph in 4.8 seconds,
the quarter-mile in 13.3 at 108 mph. It emits
a refined V-8 rumble when it’s pinning occu-
pants into their seatbacks and is an eager
ally when it’s time to pick off back-road
dawdlers.
We wish the coupe’s other dynamic ele-
ments were as compelling. The steering,
though quick at 2.7 turns lock to lock, is
thin on feedback. The suspension—featuring
Mercedes’ electronically controlled adap-
tive shock absorbers—is a little too compliant
BY TONY SWAN PHOTOGRAPHY BY J. G. RUSSELL
THE HIGHS
Sublime hardtop styling, ample power,
handsome interior, room for four.
THE LOWS
Steering could be more decisive,
ditto dynamic responses.
2010 MERCEDES-BENZ E550 COUPE
SHORT TAKE
118
DRIVE LINES
for really headlong apex clipping, even in
sport mode. We reserve judgment regard-
ing braking performance; our test car, fresh
from abuse at a press preview, had problems
that stretched stopping distances far beyond
expectations—Mercedes’ and ours. And the
responses of the paddle-shifting feature are
relaxed by serious sports-coupe standards.
This is no BMW M3. If real haste is an objec-
tive, a new E63 AMG version is just around
the corner. But alas, Mercedes says the AMG
massage will be limited to the sedan.
On the other hand, we’d be surprised if
anyone acquired this car with track days in
mind. Like us, people are more likely to be
seduced by its blend of power, comfort, and
beauty that will never grow old. L
VEHICLE TYPE: front-engine, rear-wheel-
drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $66,375 (base price:
$55,525)
ENGINE TYPE: DOHC 32-valve V-8, aluminum
block and heads, port fuel injection
Displacement . . . . . . . . . . . . 333 cu in, 5461cc
Power (SAE net) . . . . . . . 382 bhp @ 6000 rpm
Torque (SAE net) . . . . . . 391 lb-ft @ 2800 rpm
TRANSMISSION: 7-speed automatic with
manumatic shifting
DIMENSIONS:
Wheelbase: 108.7 in Length: 185.0 in
Width: 70.3 in Height: 54.0 in
Curb weight: 3942 lb
C/D TEST RESULTS:
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.8 sec
Zero to 100 mph . . . . . . . . . . . . . . . . . .11.5 sec
Zero to 130 mph . . . . . . . . . . . . . . . . . 20.3 sec
Street start, 5–60 mph . . . . . . . . . . . . . 5.1 sec
Standing ¼-mile . . . . . . . 13.3 sec @ 108 mph
Top speed (governor limited) . . . . . . . 131 mph
Roadholding, 300-ft-dia skidpad . . . . . 0.85 g
FUEL ECONOMY (MFR’S EST):
EPA city/highway driving . . . . . . . . 16/23 mpg
C/D observed . . . . . . . . . . . . . . . . . . . . 17 mpg
AUG
2009 CARANDDRIVER.COM
WHAT I’D DO DIFFERENTLY
C/D: You founded Subaru’s American
operation in ’68, but within a few years sold
almost all of it. What would you do differently
if you had to do it over again?
MB: My biggest mistake with Subaru was not
holding onto more of the stock. That stock
went for $3, split 10 times, and ended up at
$300.
C/D: With the money from that Subaru
adventure, you got underwriting from Canada
to build your Bricklin SV-1 but sold fewer than
3000. What happened?
MB: I did too little testing. We had too many
new things—the acrylic body, gullwing doors.
I should have spent another year getting rid
of the leaks and changing the hydraulic doors
to air power. And you need good labor. I went
where they gave me money, not where the
labor was good.
C/D: In 1982, with Fiat leaving the U.S.
market, you decided to import its 2000
roadster, renaming it the
Pininfarina, and the Fiat
X/1-9 as a Bertone. What
happened to that?
MB: I convinced them
I could bring the cars
back and take care of
the problems. We were
successful, sold about 200
a month, very profitable.
Then Cadillac cut a deal
with Pininfarina, who told
me Cadillac did not want a
$14,000 Pininfarina being
sold next to its $55,000
Allanté. But they gave me
six months before they
canceled production, and
that put me on the road to
go get Yugo.
C/D: Indeed, in ’85 you
began to import the Yugo as
the cheapest car ($3990)
available in the U.S.
MB: I sent my people to
find the cheapest car in the
world. They found Zastava,
in Yugoslavia, a 50-year-
old factory building a 30-
year-old car. We took this
piece-of-crap car and within
14 months had set up 400
U.S. dealers and made 528
changes to the car. It was
the only car ever imported
in those numbers that never
had a recall. And it was the
fastest-selling car ever from
Europe, still today. We were
supposed to sell 50,000—we
sold 163,000 in three years.
I was making a couple
million dollars a month and
sold out for $20 million. And
that is considered my big
failure?
But what did I learn?
That you can’t take the
communist mentality and
teach them to maintain
good quality. They did a
fabulous job at first, then
it went straight downhill.
All of a sudden they had
70 countries buying Yugos
from them, and they went
right back to the communist
Car and Driver (ISSN 0008-6002) (USPS 504-790), August 2009, volume 55, issue 2, is published monthly by
Hachette Filipacchi Media U.S., Inc., 1633 Broadway, New York, New York 10019. Periodicals postage paid at
New York, New York 10001, and at additional mailing offices. Authorized periodicals postage by the Post Office
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mentality of: When you have
more demand than supply,
you can sell whatever the
hell you feel like building.
C/D: Apparently, once again
you were ahead of your
time with the EV Warrior, an
electric bicycle, in the early
1990s.
MB: When you drove that
bicycle, it was fast, it was
fun, you could pedal or
not pedal—it was cool-
looking. But I made two
mistakes. One was selling
it through car dealers for a
$50 commission, and two,
when you drove it around a
parking lot, you loved it—but
on the street, with cars all
over the place, it scared the
hell out of you!
C/D: In 2004, you began
work toward importing
Chinese cars from Chery.
MB: We went everywhere in
the world, looking for a car
company. We had a choice
of 120. A Russian friend
sent me to Chery, and I was
absolutely blown away by
the factory and its president.
But what I didn’t know
about China is that their
morality is not exactly up
to international par. When
Chery went from the bastard
child of China to its favored
son—because of what we
were doing—and companies
like Chrysler began to court
them, they decided to see
if they could screw me.
Thought they would see if
they could take it all back,
and they did, and we’re
suing them for $14 billion.
China has the ability, they
have the talent, they had the
opportunity, but they don’t
yet understand you can’t
do business in the rest of
the world the way they do
business in China. Knowing
what I know now, I wouldn’t
have gone anywhere near
them. —Steven Cole Smith L
128
Subaru of America founder (1968)
Maker of the Bricklin SV-1 (1975)
Importer of the Yugo (1985)
Electric-bicycle entrepreneur (1995)
Big dealmaker in China (2004)
Malcolm Bricklin, 70
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