Cadillac unveils supercharged XLR-V and STS-V
WASHINGTON, D.C. — V is for Victory, and it also stands for the newest and most high-performance Cadillacs in the exclusive brandÂ’s history. The CTS-V opened some eyes on race tracks and roadways as a hot-rod Cadillac, and now the “V†designation is coming out attached to a pair of more luxurious models – the XLR-V and the STS-V.
A too-brief opportunity to drive the new Escalade – Cadillac’s overwhelming new version of its luxury-SUV segment leader – along with the XLR-V and STS-V came in waves of media at introductions on both coasts. I attended the East Coast session, which was based in Washington, D.C., and allowed us a lot of spirited driving into the rolling hills and challenging roadways of nearby Virginia. We saw freeways, and then we saw splendid old villages, including some historic wartime settings, such as the cannons still in place on the hilltop at Manassas.
But the Escalade review will have to wait, while we attend to the XLR-V and STS-V. These long-rumored, and long-awaited variations of CadillacÂ’s sports car and midsize sedan are set off by mesh grilles and a few exterior items, but primarily by whatÂ’s within, both in the interior and under the skin mechanically. Both cars were thoroughly redone to house the new power that bristles every time you touch the gas, and the cars themselves house the extra dose of power and never lose their poise and class no matter how hard you hammer the gas.
Cadillac has been the shining light of luxury at General Motors for most of a century now, and while there have never been more luxurious vehicles wearing the Cadillac wreath, Cadillac also is poised to lead the whole corporation into the high-tech future. The XLR-V and STS-V are the strongest indications yet that Cadillac can combine technology, performance and luxury into a single vehicle. Or two single vehicles.
Both cars start with the 4.6-liter Northstar V8 engine, cut back to 4.4 liters, and then reworked internally to handle a supercharger. Now, a supercharger is a device that requires some power, in this case, about 15 horsepower-worth, and it compresses and force-feeds a blast of air into the intake to suck great quantiies of gasoline with it. The result is a huge increase in power.
As a tease, consider this: The larger STS-V sedan has a different, deeper-set version of the supercharged 4.4 with 469 horsepower and 439 foot-pounds of torque, making it the most powerful Cadillac vehicle ever built, and capable of flinging the quite-heavy sedan from 0-60 in 4.8 seconds, and a top speed electronically governed at 155 miles per hour.
The XLR, which is built on the same platform as the new Corvette, and in fact had the platform first, is lighter and smaller, so its version of the engine had to be streamlined, and “only†produces 443 horsepower and 414 foot-pounds of torque. Its size and sizzle makes it a 4.6-second screamer from 0-60, and it also has a limit of 155 mph.
The old adage, promoted most prominently by General Motors, is that “there’s no substitute for cubic inches†when it comes to developing power. Cadillac now proves that there IS a substitute for massive displacement, and it is technology. But it comes at a cost.
The STS-V starts out at $77,090, very Mercedes AMG-like, or BMW M-Class like, but it comes without a single option. The only selection a customer can make is a “sunroof delete†to eliminate the power glass sunroof, but there is no discount that accompanies it.
The XLR is even more exotic, and starts with a more expensive vehicle, so the XLR-V starts at $100,000. A nice, round number, to say the least.
General Motors has earned the status of the No. 1 automaker in the world and stubbornly held fast by depending upon low-investment/high-return products that include making dated technology work in modern times, and building large and larger truck-based vehicles that command large and larger prices. More than a decade ago, Cadillac engineers got the green light to go high-tech, while the rest of the corporation continued to try to squeeze another couple of horsepower out of technology that appeared outdated alongside the rest of the industry.
While even the Corvette stayed with pushrod design and used enormous cylinder displacement to create world-class power at moderate expense, Cadillac came up with the Northstar V8, a dual-overhead-camshaft beauty that, at 4.6 liters, was able to outrev and outrun much larger pushrod engines. Next, Cadillac came up with the 3.6-liter V6, an even more advanced dual-overhead-cam engine with variable valve-timing that is capable of being tweaked to truly stand as a world-class powerplant against the best that Japan or Germany can muster.
When Cadillac redesigned its entire line, building the CTS entry-level sedan, the XLR retractable-roof sports car, the SRX crossover SUV, and changed the name of the Seville to the STS and the DeVille to the new DTS, it inserted the brilliant 3.6 V6 as the base engine in the CTS, STS and SRX, and used its own proprietary Northstar V8 as the only engine in the XLR and DTS, and the upgrade option in the STS and SRX.
The luxury class of cars tends to veer either toward comfort/luxury or performance/luxury, so having proven a hit with the sharply chiseled, edgy design of the whole new line, Cadillac decided to venture further into the performance-luxury market. The CTS, which is a very good car in basic form with the “high-feature†V6, was given the Corvette V8. While extremely powerful, the Corvette engine even in the new Corvette is a high-tech version of the aging pushrod, or fixed cam-in-block design, with 6 or even 7 liters of displacement.
With that powerful engine and a six-speed stick, the CTS-V has attracted a whole new and younger clientele to Cadillac showrooms. Compared to the garden-variety CTS, the CTS-V attracts buyers 9 years younger, 26-percent more college educated, and with $72,000 more in annual earnings.
That inspired the corporation to open some new doors for Cadillac’s engineers. Consider, in the scope of new-look engineering, that Cadillac product director John Howell said he is the most veteran member of Cadillac’s executive staff – and he has been at Cadillac only five and a half years. The youthful approach to luxury and performance/luxury has lifted Cadillac past Lincoln and Mercedes to where it currently resides, in third place behind only Lexus (302,895 vehicles sold) and BMW (266,200), with annual sales of 235,002.
“With success can come conservatism,†said Howell, “but not at Cadillac.Ââ€
Howell described Phase One of the “Cadillac Renaissance†as a five-year plan to renew styling, performance, new products and public perception. Phase Two starts now, and is aimed at established world-standard levels of performance and refinement. With that comes the V-Series, following up the CTS-V with the two newest cars. The CTS-V may have caught the automotive world by surprise, but the XLR-V and STS-V are aimed at taking on “the best from BMW, Mercedes or Audi,†said Howell.
Greg Prior, the chief engineer on the Northstar V8, is an overhead-cam guy who had to win a few internal battles before being allowed to develop the V engines. “We’re aware of our heritage, but we realize it doesn’;t mean a thing if you don’t follow up on it,†he said.
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In the STS-V, 90 percent of the torque plateaus from 2,500-6,100 RPMs, and in the XLR-V, the torque peak remains from 2,200-6,200. Prior gave a quick explanation of the upgrades required for the two new cars, and much of it was in engineer-eze. In summary, he declared the obvious, that these engines are far more than just a supercharger bolted on to an existing engine. New material and refinement were needed to strengthen pistons, heads, water-jacket, everything, to get ready for extreme dosages of revs, power, and heat. Built at a new facility in Wixom, Mich., the engines are built with one engine-builder doing the actual assembly of each engine.
The governed top speed of 155 is, obviously, still excessive, but the more boy-racer CTS-V has an ungoverned limit of 163 – faster, because it is more race track oriented. With considerable pride, however, the engineers admitted that if ungoverned, the STS-V had attained 170 mph, and the XLR-V had hit 173. Score another for technology, and don’t worry about getting to the shopping center before closing.
On the STS-V, the six-speed automatic transmission is a new device with a two-clutch arrangement for the rear-wheel-drive vehicles. Suspension components were all revised as well, with increased cornering and handling firmness, and quicker steering feel. All sorts of exotic parts are included on the STS-V, including antilock brakes, traction control and Stabilitrak. The transmission in the STS-V has a sport mode, which allows you to shift off to the side and tap it up or down to shift manually. It is computer controlled for quicker response, and it automatically matches revs on downshifts, and it inhibits unwanted downshifts when cornering.
Driving the STS-V is a treat, and it handles with a nimbleness and precision that sets it above the normal and competent STS, and up there with the best of the worldÂ’s luxury/performance cars. Right on, Cadillac. And the leather and wood interior is impressive as well.
Now we switch to the XLR-V, and there are a couple of new touches exclusive to that beast. It has nearly perfect 50-50 weight distribution on the front and rear axles, and, like the STS-V, it has been lowered and refined for the extra power. There had been some critics of the XLR steering for being too imprecise, so that has been attended to. The steering is much quicker, and the suspension has the electromagnetic shock absorbers that stiffen five times faster than conventional shocks. The exhaust has computer controls to open up at high revs, giving the car an unrestricted boost in sound as well.
A key feature in the XLR-V is the ability to drive it normally and impressively with the shifter in “D†for drive. But shift it into manual mode, and two amazing changes take place: the shifter responds much more quickly, and the suspension and steering both firm up for more aggressive driving.
My driving partner left it in D and we were both impressed. I switched it to the manual mode and was thoroughly impressed with the carÂ’s precision. As an experiment, I zoomed along in one deserted area, at a fairly high rate of speed, and shifted to the normal D setting. Immediately I noticed a less-precise feel to the steering, and before I really had time to calculate any suspension difference, I quickly switched back to manual.
Later, I told a Cadillac engineer that to fully appreciate the tighter steering and suspension, on that particular stretch of road in the normal D setting 90 mph was far too fast; but in the manual setting, 90 might not have been fast enough.
Toyota’s FJ Cruiser direct hit on active-life segment
GREENVILLE, S.C. — The folks at Toyota who were introducing a couple new 2007 vehicles last month expressed disappointment because the 2006 RAV4, Toyota Avalon, and Lexus GS and IS models weren’t finalists in either the 2006 Truck or Car of the Year voting.
I suggested that maybe they only need to be patient, because Toyota could be in prime position to sweep both 2007 awards, with the latest generation Camry, and the introduction of the entirely new FJ Cruiser.
The redesigned Camry is a given, and the FJ Cruiser is a lead-pipe cinch to be successful. It is the latest example of a concept vehicle the springs to life and becomes a major hit. The first utility vehicle Toyota ever built was a primitive Jeep-like vehicle in the early 1950s, first called the AK10, and the second being the BJ, which acquired the nickname Land Cruiser in 1954.That was a rugged off-road vehicle, and it led into the series of Land Cruisers that evolved to what now exists as the basic large and fully appointed SUV.
Two years ago, Toyota unveiled a wild-looking, bright blue auto show concept vehicle that looked like an artsy combination of a Jeep Wrangler and a compact Hummer, with retro leanings toward the old FJ Land Cruiser. The concept vehicle met with such wild acclaim that this weekend, at the Detroit Auto Show, the FJ Cruiser will debut as a production vehicle
Styled after the 1967 FJ40, the new FJ Cruiser is a strange conglomeration of seemingly unrelated parts that somehow come together to make an entirely pleasing and impressive looking vehicle. From the side, the shape is uneven, with large doors and then smaller, thinner rear-hinged “suicide†doors allowing easier access to the rear seat. Trust me on this, but the FJ with the optional roof rack looks twice as good as the FJ without it. Without it, the FJ looks…almost bald, and not just because they all come with a bright white roof panel.
Toyota, which hasnÂ’t missed on many opportunities to gobble up market segments on its way to inevitably pass General Motors as the worldÂ’s largest auto manufacturer, has filled the FJ with every necessary option to impress off-road types, and to appeal to off-road-wannabes who need a vehicle for all seasons but donÂ’t mind creating the image that they are free-wheeling, devil-may-care adventurers.
It doesn’t matter to Toyota if you go mountain climbing, whitewater rafting, sky-diving, mountain biking, or never do anything more adventurous than driving to the mall, you are still “qualified†to buy an FJ Cruiser. The price is expected to be “mid-$20,000†and they will conquer rugged terrain, because of a tough, fully-boxed frame, two different four-wheel-drive systems with high and low ranges and a center differential lock, and with short overhangs for good enter and exit climbing angles.
The truck-based platform gives the FJ a 180-inch length and 106-inch wheelbase, and it is powered by a 4.0-liter V6 with variable valve timing, extracting 239 horsepower at 5,200 RPMs and 278 foot-pounds of torque at 3,700 RPMs. That engine, shared with the Tacoma, 4Runner, and Tundra, and either a six-speed stick or a five-speed automatic. Its tow capacity is 5,000 pounds, and its tongue weight is 500 pounds.
The stick-shift models have full-time all-wheel drive that can be switched into high for everyday, on-road driving, high-range/low-gear for off-roading, or low-range/low-gear for ultra-slow rock climbing, up or down. For the heaviest off-road duty, you also can start the stick version without pushing in the clutch, to avoid rolling on a steep grade. A Torsen limited-slip center differential sends 40 percent of torque to the front and 60 percent to the rear in normal driving, but any slippage of the rear can shift up to 53 percent of power to the front, and slippage up front can shift up to 70 percent to the rear.
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The automatic has uphill and downhill shift logic to prevent gear hunting on uphill climbs, and will downshift to help control slow speeds when going down steep embankments. A gated shifter allows drivers to manually shift as well. The shift-on-the-fly part-time four-wheel drive system means you can set it for just rear-drive, or shift into four-wheel drive when you encounter a slippery stretch.
The ruggedness of being based on the modern Land Cruiser frame parts adds to the impressive stance and off-road performance. But the FJ also is extraordinarily appealing to normal, on-road customers, with its wild color schemes, which are repeated on the center dashboard. An optional gauge package can be mounted up on top of the dashboard, as well.
The side doors must be opened to allow opening the suicide doors, and the second row can be folded down on a 60-40 split basis to create a flat cargo floor. Seat materials are water-repellant, covered with a breathable resin for easy cleaning. Floor surfaces are covered with rubbery stuff, and an enormous subwoofer can be installed on the rear compartment wall to enhance the audio system. Rear household plug-in sockets are also available.
All of ToyotaÂ’s latest safety elements are in place, from child seats to airbags to four-wheel disc brakes with antilock and electronic brake distribution, as well as a traction control system and a systemn for detecting and offsetting slides and skids.
Toyota says the FJ will compete with the Jeep Rubicon, Nissan Xterra and the softer but similarly aimed Honda Element. Toyota expects to build 46,000 of them for 2006 calendar year sales, with 93 percent of them 4x4s.
When Toyota recently brought out the RAV4, I remarked that by making it 14 inches longer than its predecessor, mounting a V6, and adding a third row of seats, Toyota might gain new customers, but it was abandoning the “cute ute†consumers who made it a giant success.
Now, I have a new suspicion: Toyota abandoned the cute-ute segment only for a few months, and now it is refilling it with a “cuter-uter” that slots in smaller than the new RAV4, and should be a sellout.
Honda rides innovative Ridgeline into pickup battle
LA JOLLA, CALIF. — After truck sales zoomed into the stratosphere, it seemed that every possible configuration of pickup trucks had been created — from small to medium to humungous, from long-bed to short-bed to covered-bed, and from regular-cab to extended-cab to crew-cab. Not so fast, there, pardner. ThereÂ’s still room for one more, and Honda, of all people, is the one filling that slot.
The Honda Ridgeline pickup will hit showrooms in about a month, and Honda aims to sell about 50,000 of them this year year, while hoping to double that in future years. Honda officials readily admit that after insisting for a decade that they’d never build an actual pickup truck, now they are saying, “Here’s our truck.†The shifting marketplace and the increasing profits from trucks are more than enough motivation for a corporate mind-change. But Honda hasn’t missed on many of its ideas so far, always creating clever vehicles with the highest technology, build quality and clean efficiency, and the Ridgeline seems to be another direct hit.
Honda gave itself quite a task, aiming for a pickup truck that can do it all, with full-size interior and all sorts of appointments, yet a compact exterior, for maneuverability and convenience, and the ability of competing – if not beating – the more powerful and larger trucks on the market. The Ridgeline is a full-four-door pickup, with styling that is daring and bold enough to defy the conservative look of Accords and Civics, as well as the aerodynamically astute look of Acura RSX, TSX, TL, RL and MD-X models.
For power, Honda always has taken on the argument of enlarging displacement by using superior technology, but tweaking the 3.5-liter V6 to be able to run with the numerous V8 and larger V6 engines of competitors and still be clean for emissions, was a big task.
Meanwhile, recognizing that virtually all trucks are compromises, with some being better off-road, others better on-road, some with suspensions designed for full loads, and others for light-load comfort, the Ridgeline aims to combine all those assets. It is designed with both a fully cross-membered frame and a unibody, fused cleverly into a tight package that is both superbly comfortable loaded and unloaded, while hauling a half-ton of cargo or towing a 5,000-pound trailer. The bed is all-composite, and itÂ’s ingeniously designed with a trunk under the bedÂ’s floor.
The people buying trucks will be the ultimate jury, but the gathered automotive media were pretty unanimous in being impressed at the introduction of the vehicle at a resort and ranch in the La Jolla, California, area near San Diego. (Those of us who are hardy Midwesterners might wonder where this place, pronounced “La Hoya,†is located, and hopefully we all figured out that it’s the Spanish pronunciation of La Jolla.)
Anyhow, cynics asked how Honda could possibly compete with full-size pickups with huge V8s, using that slick little V6 that has variations powering the Acura MD-X luxury SUV and RL luxury sedan. Honda officials didn’t make any outrageous boasts, and they insisted their intention is not to replace the F150 – Ford’s benchmark full-size pickup – but that we should wait until the demonstration drives to see for ourselves.
Honda had a Ford F150 available, with a 5.4-liter Triton V8, and hooked it up to a 5,000-pound trailer next to a Ridgeline with an identical trailer. Nobody was surprised that the F150 out-drag-raced the Ridgeline, but everyone was surprised at how slight the margin was. And the last remaining critics were silenced when the same two vehicles were run through a slalom course, where, typically, the trailer felt like it was wagging the dog a bit with the big pickup, yet the Ridgeline performed with sports sedan stability and agility.
Earlier, we visited Vessels Ranch, where thoroughbreds and quarterhorses are bred and raised, and where an off-road course was carved into the hillsides, through sandy gulches and small streams. The Ridgeline breezed through it.
The 3.5-liter V6 turns out 255 horsepower at 5,750 RPMs, and 252 foot-pounds of torque at 4,500 RPMs, and preliminary estimates are for 21 miles per gallon highway and 16 city. It is the first pickup truck with an engine that meets Level II of the ULEV (ultra low emission vehicle) and Bin 5 pollution standards. Its five-speed automatic is reinforced, and is coupled with HondaÂ’s VTM-4 all-wheel drive, a system that runs front-wheel-drive until load or slippage calls for torque shift to the rear, then calculates and shifts up to 70 percent of the torque to the rear. For extreme conditions, you can lock the rear axle so that all four wheels churn together.
Honda says it spotted an opening in the crowded truck segment for an all-new and different type of pickup. Under cross-examination, though, Honda officials admit that if they hadnÂ’t found a self-styled niche, they would have still built a pickup, maybe a better Tacoma, or something similar. Instead, they claim to be filling a niche that their market research says is there.
Dan Bonawitz, Honda’s vice president of planning and logistics, said that with all its SUVs, Honda would sell 500,000 trucks in 2004, after having none to sell in 1994. Light truck sales account for 54 percent of all U.S. sales, and that is expected to rise to 58 percent, while car sales are expected to drop to 42-46 percent. Bonawitz also explained that among the 3-million total pickups, conventional 2-door models decreased 8.6 percent in the past year, while 4-door models have increased 9.5 percent, and “new variations†of cab design have increased 40.8 percent.
“Eighteen percent of all Honda owners also own pickups, and almost 25 percent of CR-V owners also have pickups,†Bonawitz said. “Until now, Honda owners have had no choice but to go outside of Honda to buy a pickup.Ââ€
Extensive market research went into the clean-sheet design of the Ridgeline. Among both Honda owners and potential pickup buyers, the research showed a strong interest in what they wanted in a pickup, and the priorities were family needs, commuting, hauling kids and kidsÂ’ stuff, hauling home-improvement products. They also denoted a weakness of current pickups as the inability to securely store things, poor fuel efficiency, and limited interior comfort, particularly for five or six occupants.
“So we wanted to create our own benchmark,†said Gary Flint, Honda’s large project leader. “We had to retain our core values of safety for everyone, being environmentally responsible, offer outstanding value, quality reliability, and be fun to drive. We also wanted a strong image, the ability to haul a lot of cargo, all-wheel drive, good driving position, storage, and with a focus on family needs. Plus, from our sedans, we had to have comfort, refinement, ergonomics, and good fuel economy.
“We also wanted to make the Ridgeline maneuverable, able to carry at least five passengers, and be kid-friendly, while still being fun, durable, capable of running off-road, and of hauling dirty cargo. So we created a recipe, offering a new approach for active families.Ââ€
The result is a truck that is 207 inches long – 1.5 inches shorter than an F150, but with greater interior room. Large rear-seat knee room and seatback angle that is the same as the front buckets are standard, with the capability of storing 2.6 cubic feet under the rear seat, and to flip up the bottom cushion in all or part of a 60/40 split. A mountain bike will easily fit, upright, back there, meaning you don’t have to worry about it getting ripped off when you put it in the bed and stop at a store or restaurant.
The pickup bed is truly a work of art. The composite design took a battering without being marred from a front-end loader dumping 600 pounds of boulders into the bed as we watched. Grooves in the floor of the bed are designed so that owners of 3.4 million Honda motorcycles will find the tires fit perfectly. At 49 inches wide (the F150 is 50 inches), a 4×8-foot sheet of plywood rides flat in the 5-foot bed, which goes to 6.5 feet with the tailgate down.
The tailgate itself is a work of art. It opens by folding down, and 300 pounds of weight can rest on it without a problem, and it also will open to the side, which is perfect for allowing easy access to whatever you want to load or unload.
The primary feature of the bed, however, is the trunk. At a touch, the rear floor section will tilt up, revealing an 8.5-cubic-foot trunkspace. It is large enough to store extra large duffel bags, three full sets of golf clubs, a stroller, or a 72-quart cooler, and you can get a divider and cargo hooks as well. The best part is that the trunk lid/bed floor is completely sealed, so you could haul a load of dirt in the bed, and none of it would get into the trunk. The crowning touch is that you could simply fill the whole trunk with ice, and when you pull up to a picnic or camping site, or to tailgate, pop the trunk and you have the perfect cooler. A drain plug is also standard. Also, when you lock the doors, the trunk locks as well. A temporary spare also is stashed in the trunk, although a full-size one will fit there.
In design, Honda knew that a unibody was best for body rigidity and safety, but a body on frame is best for towing and cargo. So even though it took 93 percent new and exclusive parts, an integrated frame with boxed frame rails and seven cross-members of high-strength steel was designed and fastened to a unibody structure. The finished Ridgeline is 2.5 times stiffer in bending rigidity and 20 times stiffer in torsional rigidity than “other midsize pickups,†Honda says. The bed is sheet-molded composite, so it won’t corrode or suffer “ding†damage, and it has three cross-members under it.
An independent rear suspension tracks well and aids handling and comfort. Rubber isolation points on the subframe help to quiet vibrations. The suspension system designed for the Pilot SUV has been reinforced totally, measuring a 30-percent increase in strength, and the result is lateral response g-forces and slalom speeds far better than the F150, Titan, Tundra or Colorado pickups.
Driving position is excellent, as is the switchgear, except for the headlight switch. I donÂ’t like the turn-knob on the left side of the dash for headlights, when every vehicle on the planet seems to have pull-push switches, or twisting the end of the directional-light stalk, to operate the lights. WeÂ’re nitpicking, here, however. Along with antilock brakes on the four-wheel discs, the Ridgeline has electronic brake distribution, and brake assist for emergency stops, as well as traction control and vehicle stability control, and a full complement of airbags and curtains, and it earns five-star crash-test ratings, with special attention to crash compatibility to make smaller vehicles and even pedestrians safer in collisions.
The Ridgeline has passenger-car-level interior noise, with a navigation screen, audio upgrades that include rear-seat DVD screen and wireless headphones, and it starts out well-equipped with standard features in base RT level, at $28,000, while an RTS that adds alloy wheels and a six-CD audio, and the top of the line RTL adds heated leather seats with a base price of $32,000.
Whether Honda is accurate in its assessment of what it calls this available niche in a “morphing†truck market, the Ridgeline seems certain to be a sellout.
(John Gilbert writes weekly auto reviews, and you can reach him at cars@jwgilbert.com.)
2005 Mustang takes us back to the future
SANTA MONICA, CALIF. — Back in 1970, I made the most exciting new-car purchase of my life. As a young sportwriter and automotive columnist, I was covering motorsports that included road-racing, and I enjoyed the Trans-Am series so much that I tried out all the factory pony cars before choosing a 1970 Boss 302 Mustang.
Without question — and notwithstanding rhapsodies from classic-car zealots about the original 1964, or the macho 1968, or any of the Shelby Mustangs from 1967 through 1969 — the 1970 Boss 302 was the single car that defines FordÂ’s favorite icon since the Model T. It was sleek, handled with fabulous precision, made an absolute statement for uncompromising performance, and had a 300-horsepower V8 that enjoyed high-revving sprints so much that it fairly whistled as the revs built, applying the zest with which Parnelli Jones won the Trans-Am series to the streets.
It also was the most-refined of the first herd of Mustangs, from 1964-70. In 1971, Ford made the Mustang a foot longer, and lost — seemingly forever — the art of putting the Mustang atop U.S. car-buyersÂ’ must-have lists.
It was a thrill, after all the intervening years — and with that Â’70 still in my possession under modified 1969 Shelby bodywork — to climb inside the 2005 Mustang. This is the car that redefines the Mustang for Ford, 40 years after the first one. Chief designer Hau Thai Tang is too young to recall those first Mustangs, but he went back and sampled a lot of 1967 and Â’68 versions. Alas, he never found a 1970 Boss 302 to examine, or his task might have been made easier. But he did well.
The 2005 Mustang proves conclusively by how much Ford designers have missed the mark since 1970.
That is not to discredit the most recent Mustangs, on which Thai-Tang worked to guide the shape back toward the originals, because, after all, Mustang has survived where Camaro, Firebird, Challenger, Barracuda, Cougar, and Javelin all did not. But the new Mustang is what a modern, high-technology extension of the 1970 might have looked like. Had Hau Thai-Tang been in charge back then, this might have been the 1971 design, instead of wandering aimlessly between bigger, smaller, tiny, and finally back to pony car stature.
Company officials proclaim that if the F150 pickup is the heart of Ford Motor Company, Mustang is the soul. Last year, the redesigned F150 generated thousands of corporate-website hits for information, but this year, seven times as many people sought information on the Mustang. The same officials say that the new Five Hundred makes an intellectual statement for FordÂ’s future, while the Mustang is strictly aimed at emotion.
The long-hood/short rear deck Mustang started out as gamble and captured U.S. buyers as an emotional entity, but also an economical one. It may have strayed since 1970, but over 8 million of them have been sold in 40 years.
The new car will be built in Flat Rock, Mich., on an all-new, purpose-built platform, with taut bodywork that is 4.8-inches longer overall stretched over a wheelbase that is 6 inches longer than the 2004 Mustang. Five of those six inches are up front, allowing more room inside, and an improved weight distribution by reducing the amount over the front axle from 57 to 54 percent.
“It may be emotional more than intellectual,†said Thai-Tang, “but there are some smart ideas in the new Mustang.Ââ€
Among those are modern frame-building, which makes the new car 35 percent stiffer in both torsional and bending rigidity. And the interior gives more than torture-chamber room to the still-tight rear seat while adding to front room, where the driver has a modern metallic flair with controls and instruments that recall the early Mustangs, as do external features.
We can forgive younger auto-writers who didnÂ’t live through the first Mustang era. Some claim features copy the original, which would be the 1964, when, in fact, they most copy the refined 1970. That includes everything from taillight shape and three-bar look, to speedometer and tachometer digits, which are large, single numbers, almost identical even in font to the 1970.
Ford intends to sell nearly 50 percent of new Mustangs to female buyers, with about 70 percent of the total choosing the V6 base model rather than the GT model with its V8. The cars have vastly different personalities, but both fit into the corporate plan to keep the price down to real-world levels.
Dissipation of all pony car competition leaves the new Mustang to take on the likes of the Acura RSX, the Infiniti G35 coupe, and maybe even the M3-style BMW, or R32 Volkswagen GTI-upgrade. But all competitors will flinch while consumers celebrate the Mustang base price of $19,410, and the GT base of $24,995. Both versions have a five-speed automatic available, but the sticks heighten the sportiness.
Interestingly, the base car has a clean, open grille that made the 1967, Â’68 and Â’70 models so attractive, while the GT has large foglights mounted inside the grille, more reminiscent of the inside pair of smaller headlights on the 1969 model. With the headlights on both cars stylishly located behind plexiglass lenses, I prefer the look of the open grille.
What the Mustang does not have that would be good upgrades are a six-speed manual, and independent rear suspension. However, the live rear axle feels good, and the five-speed is adequate, but both were included in a concerted attempt to keep the price down. If including an independent rear and a six-speed meant vaulting above and beyond $25,000, I think Ford made the right decision.
Another national publication said the base engine is all new while the GT V8 is the same-old 4.6. In reality, the V6 is the 4.0-liter V6 that originated in FordÂ’s German Scorpio as a pushrod powerplant. Ford brought the engine in, revised it by beefing up the block and installing single overhead camshafts, and using it as the impressive engine in the Explorer and Ranger. Revised again, that SOHC 4.0 V6 is now installed in the Mustang, with 210 horsepower and 240 foot-pounds of torque — substantially better than the 187/225 figures for the pushrod 3.8 it replaces. That means the V6 can be fun, especially for those choosing the five-speed manual shifter over the five-speed automatic.
The GT engine is, indeed, the 4.6-liter V8 introduced in 1996, but while the displacement remains unchanged the engine is made entirely out of aluminum, with three-valve cylinder heads sprouting two intake valves and one exhaust. That design allows the sparkplug placement to remain centered, and single-overhead cams on each bank can dictate variable valve timing equalized on both intake and exhaust sides. Along with being 75 pounds lighter than the conventional 4.6, significantly increased power is complemented by 57 percent improvement in emissions, and can run on regular gas.
My biggest complaint about the Mustang is that while being careful to blend retro with progressive inside, the gauges have bright silver rings around them. I found that distracting because the silver translated every bit of light to glare, attracting my peripheral vision, and even making it difficult to see the two tiny gauges located between the larger speedometer and tach.
What goes into the car is only important in the context of how it all is coordinated, and the 2005 Mustang GT feels totally together. I was able to drive it, hard, around the twisting mountain road switchbacks above Santa Monica, and by luck, my passenger was none other than chief engineer Hau Thai Tang. The Mustang snaked around corners and held its line flawlessly, indicating that the even the specific-built Pirelli tires on 17-inch alloy wheels complement the suspension and the carÂ’s refined balance.
For those interested in impressing others, driving the Mustang in California meant some interesting reactions. It was easy lip-reading to note that numerous pedestrians and drivers at intersections would say, “Oh, thereÂ’s the new Mustang!Ââ€
One journalist had an unfortunate incident where he claimed a car ran a stop sign from his left, and he smacked it broadside when he started up. We came upon them moments later, as the woman talked on her cellphone in the passenger seat and two young boys stood next to her. I went across the street to shoot a picture of the bright yellow Mustang, and suddenly I was aware of a young boy standing next to me.
“That new Mustang is really neat,†he said. “How fast will it go?Ââ€
Turns out, it was the kid from the car that was hit, who was, in effect, praising the car that had just broadsided his car.
Later, in semi-rush-hour traffic by the ocean, a long-haired young man was weaving through traffic in a bright blue Volkswagen R-32, the high-performance upgrade from the GTI. We stopped next to him at the next intersection, and he said: “ThatÂ’s the new Mustang, eh?Ââ€
I said yes, it was.
“Effen rad!†he said.
I donÂ’t speak California, but judging by the radical nature of his car, I figured he ought to know rad when he saw it.
(John Gilbert writes weekly car reviews, and can be reached at cars@jwgilbert.com.)
New-generation Mercedes E-Class leaves no gap
ST. HELENA, CALIF. — The 2007 Mercedes E-Class is the most refined midsize sedan ever produced by Mercedes, but at first glance, the styling gap is almost imperceptible between the new seventh-generation model and the current 2006 E-Class. That prompts the question: Can there be a new-generation car if there is no generation gap? Or is that the automotive equivalent of the rhetorical question: If a tree falls in the woods and nobody is there to hear it, does it really make a sound?
The sound, or more accurately the lack of sound, is one of the impressive features of the new E-Class, which has enough significant improvements to justify Mercedes giving it its own generation, and also to summon a couple of waves of automotive journalists to the Napa Valley area, 100 miles north of Sacramento, to examine and drive it – even while acknowledging that the outside underwent more of a mid-cycle refresh than a redesign.
It didn’t take more than one step on the gas to appreciate the tremendous power and the firmer handling of the new E550, but for style, the existing 2006 E-Class certainly won’t look out of date next to the 2007. The new car’s grille is slightly taller, leans back at a steeper angle, and wears a new small Mercedes emblem just ahead of the traditional Mercedes star hood ornament. Below the grille is a pointier front bumper – the easiest way to differentiate the two. If the bumper comes to a distinct point at its leading edge, it’s the new car. Taillight lenses have a smoother lens, which is interesting, because the current style’s grooves were designed to force airflow and rainwater to clean off the taillights. New side mirrors have an air-channeling design to help blow the side windows clear of rain.
The first E-Class sedan was built in 1953, and it evolved into the company’s “bread and butter†car over 53 years, particularly in the last dozen, when it usually outsold the more compact C-Class and the larger S-Class. The new E reflects Mercedes’ continued attempt to divide and conquer with the usual Luxury model to satisfy the discriminating taste of the car’s traditional minions, and adding a Sport, which will attempt to swipe some performance/luxury customers from the likes of the BMW 5-Series, Audi A6, Acura RL or TL, Infiniti M, Lexus GS450h, or Cadillac STS.
Bernhard Glaser, general manager of product management, said the two-pronged approach with Sport and Luxury models worked with the C-Class, and led to the same strategy with the E-Class. He noted that traditional buyers will find all they expect, plus some added dynamic function, with the Luxury model, while the Sport model seeks to lure performance buyers who donÂ’t mind a firmer suspension in exchange for more precise handling. In reality, both cars do their best to close even that gap. The Luxury model rides a bit softer but still handles very well on its new suspension, while the Sport model – available on either the E350 V6 models or the E550 V8 models — handles with a flatter attitude on its firmer air-suspension, without ever approaching harshness, despite riding 1.5 inches lower and on 18-inch alloys compared to the LuxuryÂ’s 17s.
Both models benefit from the new suspension, with asymmetric control arms enhancing lateral support, and a new steering system, which is 10-percent more direct in responding. Inside, the Sport gets white gauges, and two unique interior packages – black bird’s-eye maple trim instead of the Luxury model’s rich burled walnut. The Sport also has specific interior trim, either black with Sahara beige leather seats, or black with cognac brown leather. The Sport windows have a bluish tint, to differentiate from the neutral green of the Luxury.
Remarkably, the Sport model costs no more than the Luxury. In either form, the base price of the E350 is $50,550, while the E550 will start at $59,000 when it hits the showrooms in September.
The new V8 engine is the latest gem from Mercedes, which had gone to a smooth and efficient three-valve engine system for its V6 and V8 over the past decade, using two intake valves and one exhaust on each cylinder, operated by a cost-effective single overhead camshaft on each bank. Last year Mercedes changed to four-valve heads with dual overhead cams on the V6, and its increase in power and fuel-efficiency moved close enough to the V8Â’s performance to be a wise alternative.
This year, Mercedes has applied the four-valve, DOHC concept to the 5.5-liter V8 as well, and it makes a particularly notable difference in the E550. The new V8 has 382 horsepower – an increase of 80 horsepower (26 percent) — and 391 foot-pounds of torque – an increase of 52 (15 percent). No less than 100 percent of that torque is available from 2,800-4,800 RPMs, and 75 percent of the torque can be summoned at 1,000 RPMs, barely above idle. With the slick seven-speed Mercedes automatic transmission and its manual-selection capability, the E550 meets or exceeds every expectation for power.
That E350 V6 now has 268 horsepower and 258 foot-pounds of torque – more than adequate, and the E350’s 0-60 times of 6.5 seconds are not that far off the E550’s 5.4-second clocking.
This fall we can look forward to the same car becoming available as an E320, with a 3.0-liter Bluetec turbo-diesel, generating 208 horsepower and a startling 388 foot-pounds of torque, with 0-60 times at 6.6 seconds. That patented Bluetec diesel will thrive on our newly cleaned low-sulfur diesel fuel being put in place between now and October, and could be a third prong for Mercedes. While we’re at it, we must also point out a fourth as well, because for the first time, the in-house AMG performance branch of Mercedes got a chance to build an engine from a blank sheet, rather than merely modifying a production engine. The result is the limited-production E63, extracting 507 horsepower and 465 foot-pounds of torque from 6.3 liters, and Porsche/Ferrari/Corvette Z-06–like acceleration of 4.3 seconds.
It only took us one stop to marvel at how quiet the muscular 5.5 V8 runs. I had driven just over an hour through the scenic, curving roadways in the Northern California mountain range when we arrived at a restaurant parking lot for a prescribed rest stop and driver change. The car has the keyless operation system, whereby if you have the key in your pocket, the car unlocks itself as you approach, and you can start it by push-button, on top of the gearshift lever, which makes me nervous. As I pushed down on the gearshiftÂ’s handgrip button to shut off the engine, I mentioned to my codriver that it was neat, but it bothered me. On many cars, a very similar button must be pressed to shift out of park; in this car, that move kills the engine.
To demonstrate, I pushed the button down three or four times in a row, at five-second intervals, alternately starting and shutting down the 5.5-liter V8. As we climbed out, my codriver asked if the car was still running. “No,†I said, “that’s just the fan, cooling down the engine.†He nodded and said “OK, I just wasn’t sure.†Thermostatic fans run on sometimes, after hard driving, and we could hear the soft hum as we walked around to the rear of the car, nodding to three Mercedes officials positioned there.
Inside, we had some coffee and munched on snacks, and in 15 minutes we were ready to resume our drive westward, through the redwood-lined mountains to the coast. We stopped casually to talk to the same three Mercedes folks still standing a few feet behind our car. Then we climbed inside the E550. Only then did I notice the, uh, fan seemed to be still purring along, so I pushed down on the gearshift knob button. Sure enough, it stopped. The engine had been running the whole time. It was so quiet-running that both of us drivers, as well as several Mercedes officials standing just starboard of our tailpipes, didnÂ’t notice that the engine was running.
Those keyless operation deals, where if you have the key, you don’t need to use it, either to unlock the doors or to start the car, concern me for other reasons. I always envision driving to the airport, jumping out to catch a plane, while turning the idling car over to my wife or son. While they’re driving home, I notice the key is still in my pocket – at 40,000 feet above Denver. I like the feature of the door automatically unlocking as you approach, but if you need to have the key to start the car, I think not needing to put it into the ignition switch is like designing a neat cure for which there is no known disease. Embarrassing or not, inadvertently leaving the car running during lunch verifies my concern.
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When we were certain the E550 was running intentionally, we fairly flew up the mountain roads, around the tightest switchbacks, through the giant redwoods, and along the fabulous Pacific Coast vista of California 1, which winds up the Pacific coastline all the way past Mendocino. We switched out of the E550 Sport to the E350 Sport for the afternoon driving assignments, and we were in for another surprise.
The power of the E550 V8 was awe-inspiring, but in spirited driving, if you go hard into a tight curve and hit the gas, the beast wants to show off its power by jumping ahead with startling suddenness. Impressive as that power is, you have to be focused on doing some steering correcting as you fly around tight curves.
For real-world consumers, doing real-world driving, the E350 in some ways was more precise, felt more agile, and seemed to harmonize even better with the quick-steering and handling balance. You could hammer it hard through the same tight curves and it tracks smoothly and predictably. After a few such curves, I could throw the E350 Sport into a turn knowing it would track precisely without steering correction, without concern that a heavy foot might cause the car to zoom ahead harder than you wanted.
From the driverÂ’s seat, the trip computer registered another key difference. Driving to excess in the E550 showed an impressive 19.8 miles per gallon, highway and curves, although it certainly would get better on a normal commute. The E350 indicated 26 mpg, also when driven hard, and also with an anticipated improvement in moderate, everyday driving. That closes the inter-model gap further, and the Bluetec diesel will narrow it more, even if the AMG model stretches it a bit.
Driving through the redwoods of Northern California, we paused to marvel at the majestic and enormous old trees. It reminded me that a week earlier, my son, Jeff, and I had marveled at the size of some huge old Douglas Fir trees in Northern Washington State. I also was reminded of Jeff’s comment: “These things are so huge that I have the feeling if one of them fell over, there would be some noise – even if nobody was around.†Similarly, we must concede that the E-Class will thrive in a seventh-generation mode, even without much generation gap.
About the Author
John Gilbert is a lifetime Minnesotan and career journalist, specializing in cars and sports during and since spending 30 years at the Minneapolis Tribune, now the Star Tribune. More recently, he has continued translating the high-tech world of autos and sharing his passionate insights as a freelance writer/photographer/broadcaster. A member of the prestigious North American Car and Truck of the Year jury since 1993. John can be heard Monday-Friday from 9-11am on 610 KDAL(www.kdal610.com) on the "John Gilbert Show," and writes a column in the Duluth Reader.
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