2010 Cadillac CTS-V: A Driver’s Car

Posted on June 5, 2010 by

The cabin of the 2010 Cadillac CTS-V spoke to the nature of the car. The gear selector and steering wheel were clad in suede, begging to be held.

The instrument panel shone brightly, with the small boost gauge in particular catching our eye with a promise of some supercharged fun.

Prominent contrasting stitching on the dash looked classy and bold. The Recaro seats, though totally adjustable, will hold you firmly in a position of attention, the bolsters prodding us into alertness. The V-badged Caddy will remind you a bit of the Concorde jet—sleek, luxurious, supremely fast, yet odd to behold. There is no question, even before firing up the CTS-V, that this is a driver’s car.

Power delivery in the CTS-V is pretty much what one would expect from a supercharged 6.2-liter V-8 in a Cadillac. It’s strong, smoothly rising, and absolutely wonderful. The same amount of power in other rear-drive sedans would be a lot more hairy, but the CTS handles it well, putting it to the ground evenly, and without too much noise. Regardless of how it sounds, with the pedal down, you’ll be handily aware of the ample power on offer. On loose or wet surfaces, the CTS-V took on a slightly different character. When driven hard, it still really wanted to give the appearance of great power being handled with ease. Without the advantage of all-wheel grip, however, the rear end floated from side to side behind us, within the limits of the electronic nannies. Despite losing traction, the car was determined to deliver the power to the ground, and took on a feeling of hovering down the road at the very brink of peril.

On the back of the wheel, rather than actual paddles available to shift gears, are two small buttons, similar in feel to those in other General Motors products we have tested, such as the Chevrolet Camaro (in whose case at least an attempt was made to simulate the shape of a paddle). In those other instances, while we would have preferred proper paddles, we didn’t think much of the buttons. In the Cadillac CTS-V, however, they felt truly out-of-place, and not just in the sense of an expected level of brand quality—the buttons were literally placed nearly out-of-reach for even our comically large hands. With hands at a relaxed ten-and-two, reaching for the button with the pinky required loosing grip of the steering wheel. With our usual east-west grip, buttons were just within reach of our longest digits.

Folks with normal- to smaller-sized hands may need to either lift to shift, or have hands placed awkwardly below the spokes of the steering wheel to easily reach the buttons (not a position we recommend). Alternately, full-time use of the gear lever is an option for drivers fed up with the buttons. But, that’s a small quibble in the grand scheme of things, particularly when the grand scheme happens to be a 556-horsepower luxury sports sedan with good looks and a great ride. Small only until one begins to explore the capabilities of the transmission. After managing to hit the button to upshift, the driver can expect to wait to the count of “one Mississippi” for the gears to swap. By that time, thanks in no small part to the curtness with which the engine revs through the low gears, one may often find the tach needle bouncing off the 6200-rpm limit.

After some time, we found ourselves getting used to the predictable nature of the power delivery, and were able to click to shift in advance of actually wanting to shift, allowing us to minimize such frustrations. Still, the lag is more than one should expect to get used to in an otherwise outstanding performer like the CTS-V. Advice: put the lever into sport mode, then leave the shifting up to the machine, particularly if trying to reproduce Cadillac’s claimed 3.9-second 0-60 time. Or, simply opt for the six-speed manual.

2010 Cadillac CTS-V Specifications —

Engine: Supercharged V-8, 6.2 liters, 16v
Output: 556 hp/551 lb-ft
0-60 MPH: 3.9 sec
Weight: 4300 lb (est.)
Fuel Economy, City/Hwy: 12/18 mpg
Base Price: $62,020
Price As Tested: $68,445

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Honda 2011 Shadow RS

Posted on June 2, 2010 by

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2011 Saab 9-5: The New Aerodynamic vehicle

Posted on May 28, 2010 by

Saab sales in North America dropped 35 percent between 2007 and 2008, with total ’08 sales hitting just barely over 20,000. Then 2009 hit together with GM’s overly excited announcement that Saab was history, and Saab’s North American sales plunged a further 59 percent to just 8,680 vehicles. Not good for a market that should be buying at least 50,000 of your cars per annum.  It is to be noticed that this 9-5 is a fully loaded Aero trim with the 296-horsepower, Holden-supplied, 2.8-liter V-6 as pumped up by a Borg Warner turbocharger, and fitted with the company’s outstanding XWD that combines an electric limited slip rear differential, together with the Haldex all-wheel traction. Nice package. The 9-5 Aero interior is an honestly solid execution in taking the recent Opel/Buick/Cadillac high quality and making it Saab’s own.

The dominant color, apart from the soothing grays in the leather and dash of this tester on this cloudy Dutch day, is a vibrant, antifreeze green.

All instrument needles, some touch-screen sat-nav buttons, and several ambient lighting trim bits around the cabin shine with this traditional Saab hue.

There is no longer a standard key insert for the ignition by the driver’s inboard thigh–let’s just call it “that heritage anchor.” It has been suitably updated to a push-button StartStop with tiny light slots that glow green, too. The old-time, space-hogging handbrake lever is gone as well, all 9-5s now being fitted with a discreet electro-hydraulic handbrake. Looking straight through the three-spoke Aero-design steering wheel, inspired by recent show cars like 2006’s Aero X, you see a digital onboard data dial. Among other things, this little disc can show an airplane altimeter-style speedometer readout, which struck us as sufficiently cool. As we’ve always felt in Saabs, the full leather and its stitching can still be made to be more upmarket.

Not long after the midsummer North American launch of the 9-5, in fact, there will be a premium-level personalization program offered in part to help solve the puckered-leatherette feeling of the current material. The Aero sport seats could be more sporting as well, as regards their overall support especially at the sides. Any improvements to the outgoing 9-5’s exterior looks are going to be better than what Saab’s larger car was forced to live with in recent years. This 9-5 at least starts to rediscover formerly shunned airplane fuselage-style sleekness and angles. The shape of the car is very clean, and looks good in this lighter silvery gray. All of the lighting elements deliberately take on a chilly feeling, particularly up front where the term “ice block” is being used by Saab to describe the slight blue tint.

In back, a new look that will be part of all future Saabs is the bar of light running the width of the trunk—it’s a distinctive touch we like. Particular to the Aero look are the much meaner and larger front air intakes, nineteen-inch “turbine” wheels dressed in aggressive Goodyear Eagle F1 tires, adaptive cornering LED headlights, and the dual rectangular exhaust tips visible through the fascia. This exact car we got to drive, in fact, is the only model of the 9-5 initially arriving in North America. The 217-horsepower, turbocharged, 2.0T four-cylinder will arrive later in 2010, and the XWD and eLSD will be available as options for that motor, too. In a really evolved move, the new 9-5 Saabs for North America will all come available only with the 6-speed Tiptronic automatic. The manual shift linkage we’ve tried on European 9-5s and 9-3s is the worst we have ever had to live with in this century.

Get this worthy head of steam going, introduce long overdue improvements, and then the price can start creeping up to Audi territory.

2011 Saab 9-5 Aero Turbo6 XWD Specifications:
Engine: Turbocharged V-6, 2.8 liters, 24v
Output: 296 hp / 295 lb-ft
Top Speed: 150 mph
Weight: 4630 lb
0-60 MPH (est.): 6.7 sec
Base Price (est.): $49,000
Price as Tested (est.): $55,000

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2010 World Car of the Year: Winners

Posted on May 28, 2010 by

The sixth annual World Car Awards were handed out at the New York International Auto Show last month, and the Volkswagen Group made out handsomely. First to be given was the World Green Car award and the final three candidates were the Honda Insight, Toyota Prius, and Volkswagen’s range of BlueMotion cars. In a touch of a surprise—and perhaps a truer reflection of global preference, according to many present—the Volkswagen BlueMotion diesels brought home the victory with a point total of 203, with the Prius close on VW’s heels at 201. The Honda Insight earned just 151 points. After Green came World Car Design 2010 and, as there was no VW family design that made the cut when the votes of the 59-member international jury were counted, the victory went to the first American car ever to win a WCA, the Chevrolet Camaro with 229 points.

The Detroit muscle car was followed by the Citroën C3 Picasso at 205 points and Kia Soul with 197 points. Probably the most interesting trio of the day. World Performance Car this year saw the Audi R8 V-10 get the nod with a whopping 173 points versus the distant second place Porsche 911 GT3 at 107 points, and the Ferrari California ranking third best with 88 points. The Lotus Evora didn’t get on the final three for this. Last but certainly not least, for the overall and all-powerful World Car Of The Year, the trio of finalists included the Mercedes-Benz E-Class, Toyota Prius (also Japan’s car of the year 2010), and 2010 European Car Of The Year, the VW Polo. In another slight upset, the wee Polo conquers all with 761.1 points, beating out the Mercedes E-Class which got 747.1. The third place Prius rounded out the illustrious trio with a tally of 715.4 points.

Congratulations to all the winners.

 

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A Vampire’s Tragedy

Posted on May 19, 2010 by

Alone I sit on the top of a hill
thinking of how my un-life has been
Of the pain and the sorrow I’ve seen
In the eyes of my victims before they lay still.

Though a hunter in darkness I must be
the feelings of guilt always come back
when I sink my teeth in another man’s neck
My conscience is the only light left in me.

All I want is to leave the shadows behind
And truly this time I will
For I no longer desire to kill
Thoughts of light are now on my mind.

I’m waiting for the sunrise today
On the lonely hill where I sit
And maybe, I’ll catch a glimpse of it
Before the wind blows my ashes away.

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Honda Element EX: The Dog-Friendly Car

Posted on May 7, 2010 by

Do you love dogs? I do. And, although the Honda Element isn’t necessarily an enthusiasts’ vehicle, I was enthusiastic about getting a chance to ride the Dog Friendly edition (only available on the Element EX). Before introducing the Element to the test pups, let’s take note of the car’s features. On the outside, it gets a couple unique badges—the words “Dog Friendly” on the back of the car, and a small, understated paw emblem on each side. Nothing flashy here. Opening the door there’s a thick, black, rubber floor mat that extended throughout both rows of seating. They were covered in an obvious dog bone pattern. Cute enough. Custom fitted seat covers made of a thick, spandex-like material protected the rear seats. Taking up most of the cargo area was a large zip-open dog kennel with an integrated water dish.

There was also a small fan in the rear, to help keep dogs cool during the ride. When the test dogs were brought to the car, they eagerly hopped in the back seat. They seemed at home on the seat covers, and it made us think of all the times in our own vehicles when it would have been nice to have seat covers like these. After taking the dogs to a wooded park, it would be nice to simply remove the seat covers, along with any dirt or slobber, and wash them. No need to lay down blankets or steam clean the upholstery. The rubber floor mats were also a good addition. The trouble came when you try to get the dogs in the kennel. First, the ramp is a bit awkward to remove and set up. With some fuss, it slides out from under the kennel, slides to nearly double in length, then rests precariously on the tailgate.

A stubborn dog won’t like the look of the ramp, itself sturdy, but unattached to the vehicle. And the height of the ramp would intimidate a smaller dog. After a bit of testing, we dropped the somewhat annoyed dogs back at home, and later took the four-wheel-drive Element for another spin. We were blessed with another Michigan winter snow dump, making the roads quite treacherous. The Honda Element handled wonderfully, communicating (in the way Hondas are known to do) the road conditions through steering wheel and seat.

Despite the rattling of the ramp in the back, we could feel the road beneath us, and the amount of grip it provided, inspiring some much-needed confidence on the sloppy highway surface. This, we thought, should be the selling point of a Honda Element—not some rather gimmicky option package. For someone who takes their dogs everywhere, some aspects of the dog friendly package could be hard to live without after trying them—particularly the additions meant to keep the vehicle clean. Many vehicles could benefit from optional well-fitting all-season floor mats and dog- (or child-) proof seat covers, though one could provide this oneself with little effort and money.

The ramp, while an excellent concept, is executed poorly. It needs to be easier to use, and more secure, both when stowed or in use. The dog friendly package would benefit greatly by simply better integrating the ramp into the cargo space. In general, though, I thought the Honda Element is already a dog friendly vehicle compared to most, even without the option package. For someone who absolutely must have everything for their dog, though, the Dog-Friendly package adds a bit of canine charm to the car, despite only modest improvements in functionality. For everyone else, we say buy the Element if you like it, but save the $995, and do the dog friendly upgrades yourself.

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Electric Cars of the future

Posted on April 17, 2010 by

Manufacturers have been toying about the technology and presenting undrivable concept Electronic vehicles (EVs) for years now, and the chickens are starting to come home to roost.

The high-profile Tesla Roadster has got many people on-board with the idea that these electric rides can be something much more than the proverbial golf cart. Companies like BMW, Volvo, Nissan, Mitsubishi, etc are so far down the EV path now, that the series production of these cars is very close. The three out-of-this-world cars that are highlighted in this article, are all impressive for their levels of serious engineering, their abilities to operate in the real world, and for the potential that they hold:

1. BMW Concept ActiveE

As part of something called the Project I, the BMW ActiveE follows the Mini E into the world of creating all-electric versions of the current BMW Group Production models. Essentially, the ActiveE is an electric 1-series coupe. Present in this concept vehicle are the amenities, a BMW customer would want – leather seats, infotainment, and an LCD Display – as well as some new goodies specific to the ActiveE, e.g, Ambient Blue lighting, exterior graphics, enhanced instrument panel, and special light-alloy wheels. Energy is stored in a temperature-regulated lithium-ion battery pack, which takes the place of the fuel tank and the drivetrain on a 1-series. The synchronous electric motor, integrated into the rear axle, provides 170 hp. 184 lb-ft of torque is available right from 0 rev/min. The ActiveE has a range of about 100 miles.

It can be charged from a high-current residential wall box in just 4.5 hours. It could also be charged at a charging station, if one was available.

Although the ActiveE isn’t as quick as its fossil fuel-powered 1-series siblings, it has the drivability of a BMW designed-in. As for the changes that have been made to keep it emissions free, BMW went to great lengths to ensure that there was no compromise on the overall driving experience. The weight is kept at a minimum (3900 pounds), weight is distributed very low in the car (good for driving dynamics).

Can it be bought now? NO. As of right now, the ActiveE’s older Project I sibling, the MiniE, is undergoing field tests by private customers in California, with a fleet of about 600 units. Expect a similar program for the BMW ActiveE sometime in the near future, perhaps on a larger scale.

2. Volvo Electric C30

The Volvo Electric C30 is pretty much the same thing that it sounds like – a C30 with an EV powertrain. Those of you who find the C30’s unique looks attractive, won’t have anything to complain about the EV translation. A set of unique wheels and a large acreage of decals are the only major changes to the exterior. Volvo designers seem to have done their typical class-leading work on the interior, with a blue gear selector, signature materials, and a minimalist feel throughout. The C30 EV uses Li-ion batteries, housed in the propshaft tunnel and in the cavity, normally occupied by the fuel tank, in conjunction with a front-mounted electric motor. Range is stated maximum of 94 miles with full charge, which takes around eight hours to achieve, from a standard electrical outlet.

A specially designed instrument cluster will give the driver speed and energy consumption as standard, with state of charge information, and further technical data, available through various symbols and Menus. The focus is on safety, above everything else. The batteries are packaged well away from the crash deformation zones, and further encased in reinforced structures. Volvo quoted the EV a 0-60 sprint of under 11 secs, upto a max top speed of 81mph. That pace won’t blow my doors off, still, it can be counted as a large step up from the “golf cart” model that seems to have many drivers so wary of EVs. From a handling perspective, borderline soft driving dynamics as the gasoline-powered C30, this has always impressed as being fun to drive, without seeming overly sharp. Less power and more weight won’t help matters here either.

Can it be bought now? NO. But you might be able to drive one for a while. Volvo has plans to build a fleet of more than 50 electric C30s this year.

3. Commuter Cars’ Tango T600

The Tango is a start-up-company-sized take on an all-electric solution for urban warriors. The car’s super-narrow profile can allow for in-traffic maneuvers, otherwise only possible for a motorcycle, with seating for two (front to back), and at least as much cargo space as is required for a briefcase, a six-pack of beer, and probably your longest extension cord. The T600 uses two powerful electric motors to good effect, when it comes to acceleration, powered by the owner’s choice of either Pb-acid or Li-ion battery packs.

Those who opt for the Pb-acid set up will have to make do with a range of only 40 miles, while the Li-ion setup has a maximum range of a much heartier 200 miles. Massive, monstrous torque. Offering nearly 1000 lb-ft instantly, breaking loose the rear rubber would never be a problem. And, YES! This one can be bought as of now. The folks at the Commuter Cars home office in Spokane, Washington will be more than happy to take your order today. Your new Tango T600 will reach 0-60 in a mere 4 seconds. However, it won’t be driven off the lot, so much as shipped off it, as the car is delivered to consumers in the form of a kit. The kit can be assembled in a matter of hours, but u’ll still have to put some work in. There’s also the small matter of the cost, which, to me, is borderline insane at $108k.

The Tango is a fascinating, and compelling sports EV, to be sure, but the marketing folks are going to either have knock one of the zeros off the MSRP, or start dressing this thing up like a Tesla Roadster.

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