Hot Mustang sizzles with added convertibles
LOS ANGELES, CALIF. — The suspense was growing by the minute, before the naming of the 2005 North American International Truck of the Year at the Detroit Auto Show. Would the jury of 48 automotive journalists pick a Ford, a Ford, or a Ford affiliate? The three finalists – the top three vote-getters – were the Ford Freestyle, the Ford Escape Hybrid, and the Land Rover LR3. All three deserved their status, and had to make Ford executives smile.
FordÂ’s chances were reduced to one in three for International Car of the Year, with the 2005 Mustang in an all-domestic showdown against the Chevrolet Corvette and the Chrysler 300. Of those three, the Mustang was my top vote-getter, and has been a rousing success since it hit the marketplace. While the Mustang may not need a boost so soon after being launched as an all-new model, Ford gave it a boost anyway, by introducing a convertible version as a public relations coup to kick off the opening of the major domestic auto show circuit this past week.
Car and Truck of the Year awards – free of the influence of advertising that accompanies all similar magazine awards – are announced at Detroit’s auto show, which starts this week as the nation’s most significant automotive extravaganza. The Los Angeles show started a few days earlier in its puzzling quest to be the country’s first major show, so Ford invited selected journalists for a first drive of the Mustang convertible last Tuesday in Los Angeles, the day before the first press day at the Los Angeles show. Because every media outlet were seeking a flashy way to preview the opening of the show, this gave them the chance to feature live shots of the Mustang convertible zooming along highways in and around Santa Monica.
Beyond the hustle, the Mustang convertible is an impressively tight version of the Mustang, free of the usual shuddering cowl shake that plagues virtually every coupe that tries to become a convertible. In the MustangÂ’s case, chief engineer Hau Thai Tang said, “From the start, we designed the Mustang to be both a coupe and convertible. In that way, it already was stiff enough so it didnÂ’t need extra reinforcement to become a convertible.Ââ€
One compromise Ford made with the convertible was to soften the suspension just a bit. But that worked, too, because in making the all-new platform, the coupeÂ’s stiffness was so improved against flexing, Ford could actually soften the spring rates and still have a firm but comfortable cornering attitude.
The power-operated soft top, with a full glass rear window, drops down behind the rear seat in only 16 seconds after you unlatch it. The carÂ’s aerodynamics include a special taper to the top of the steeply-raked windshield to make it surprisingly quiet instead of the anticipated wind-buffeting noise when the top is down. Yet the convertible is a mere 120 pounds heavier than the coupe.
I did, by the way, put the top down immediately, although some left the top up as they braced against the “severe†cold of 50-something temperature. That is cold for Southern California, but having flown to Los Angeles from Minnesota, where I had just been shoveling a nine-inch snowfall in minus-15-degree weather, 50-something was, indeed, convertible weather. OK, we turned the heat up a bit, but my driving partner hailed from more-tropical Toronto.
I was able to zoom around the mountain roads above Santa Monica in a variety of Mustangs. Most impressive was the GT, with its 4.6-liter V8, and a five-speed stick, which best put the 300 horsepower and 320 foot-pounds of torque down on the road. It will be priced at $29,995, a few thousand more than the coupe. The 4.0-liter V6 Mustang also can be had in convertible form, with the price rising from just under $20,000 to $24,495, with 210 horsepower and a fully adequate 240 foot-pounds of torque. Ford officials anticipate a 30-percent boost in Mustang sales with the convertible.
After the Mustang GT V8, I also drove the V6 version of the convertible, with FordÂ’s five-speed automatic. It displayed proper flair both in sound and acceleration, although it would be spunkier with the five-speed, which is the same one as in the V8.
Later, I also took a turn in one of several flashy Mustangs that had undergone after-market modifications. Some had more power, some were louder, some had flashy graphics, some had huge wheels. All of the modified Mustangs were impressive, but none matched the silky-smooth coordination of the stock Mustang. The body, chassis, engines, suspension, brakes, and even the tires, are all coordinated to make the Mustang a complete package. So maybe the best an after-market company can do is to not screw up the stock MustangÂ’s harmonious balance.
Even in styling, the Mustang, which IÂ’ve covered in previous columns, is extremely polished as it conjures up the best memories of the 1970 Mustang, the last and best version of the first batch of Mustangs. From that standpoint, the V6 version is even more similar, because it has the large open grille, without the GTÂ’s large, inset foglights.
The Los Angeles show is big enough to command star billing – Hollywood style – along with the Detroit, Chicago and New York shows as the big four of North American auto shows. But compared to maybe a half-dozen new vehicles unveiled at Los Angeles, there will probably be about 20 such introductions at Detroit in the coming week. To me, it would seem Los Angeles organizers would be smart to put their show off for a couple of weeks, and by letting Detroit be first, L.A. would get their half-dozen introductions, plus get 20 or so vehicles shown first in Detroit.
Back to the Car of the Year voting, this was the most competitive year in the history of the North American event, which is the only such award not conducted by a magazine or other outlet that might be accused of being dependent upon advertising money. Jury members on the North American Car of the Year jury have 25 points to split up among different picks. In some years, IÂ’ve given the maximum 10 points to one car, and split up the remaining 15 points among a selected few. The Volkswagen New Beetle, which won in its introductory year, was one of those that deserved the maximum, and the Mazda6, which didnÂ’t win, was another. But never in my 11 years on the jury have I had to split up my votes among so many worthy cars.
In my personal vote, I ranked the three finalists:1. Mustang, 2. Chrysler 300, and 3. Corvette. My ballot, however, reflects a responsibility to driving requirements in the Upper Midwest, so I gave the ultra-safe yet fun to drive Volvo S40 sedan and V50 wagon, as an entry, one point more than the rear-drive Mustang, which I tied with the Dodge Magnum, the wagon half of Chrysler GroupÂ’s dynamic duo. One point behind those two, I gave equal shares to the Chrysler 300, Acura RL and the Audi A6, a notch ahead of the Corvette, which is impressive enough to win in a different year.
In that company, the Mustang is not so much retro as an attempt to design a progressive extension of the car from when it established itself as a passionate icon. Hau Thai Tang, in fact, has been promoted from chief engineer on the car and will now supervise FordÂ’s upcoming performance cars, including the SVT (Special Vehicle Team) operation.
Ford added to the festive occasion by following up the Mustang convertible drive with a trip to Leno’s Garage, Jay Leno’s private playpen. It houses the night-show star’s own collection of dream cars, vintage cars and motorcycles, ranging from ancient historic cars, some old Packards and Hudsons, up through such exotic cars as the new McLaren, and a new Ford GT parked alongside a vintage Cobra. Jay Leno was there to pay tribute to John Colletti, who just retired as head of SVT. I got the chance to congratulate Leno on remaining a true “car guy†underneath all the show-biz glitter.
On top of the dozens of fantastic vehicles, a car-fanaticÂ’s ultimate hat trick mingled as well, giving me the opportunity to renew acquaintances with Carroll Shelby, Parnelli Jones and Dan Gurney.
The Mustang convertible may have stolen the spotlight of the Los Angeles Auto Show, but there were some impressive unveilings of some 2006 models. My favorites were Audi’s dynamic new compact A3, and the completely rebuilt A4, while Volkswagen brought out its entirely redone Jetta, and Chevrolet introduced the HHR – a modern interpretation of a compact and retro 1949 Suburban. Dodge, which brought out a new coupe version of the V10 Viper sports car, and a beefed-up Magnum sport-wagon, was holding back a week to display the anticipated new Charger in Detroit.
Chevrolet compared the HHR to the PT Cruiser, although it failed to mention that shortly after Chrysler introduced the PT Cruiser, General Motors hired young designer Bryan Nesbitt away, and put him to work designing the HHR. If you like the Suburban/Tahoe trucks, and if you remember the first Suburban, you will be stopped in your tracks by the HHR, which is big enough to be versatile, and small enough to be powered by either a 145 or 170 horsepower Ecotec four-cylinder engine.
(John Gilbert writes weekly automotive columns. He can be reached at cars@jwgilbert.com.)
Saab 9-3 models thrive on GM technology, personalities
The Saab 9-3 is one of the more pleasant surprises in the automotive industry for 2006, if youÂ’re a family-car person, a stylish show-off, or a high-performance driver. And, if you happen to be all-of-the-above, itÂ’s even more impressive.
Recently, I had the chance to drive a Saab 9-3 Aero “5-door†station wagon, and it blew me away. More recently, More recently, I spent a week with a 9-3 Aero convertible that was equally enjoyable – maybe more.
In the process, I also want to offer sincere congratulations to General Motors, which has subtly upgraded the Saab 9-3 and turning it from what seemed to be an orphan to arguably the most surprising and enjoyable brands in GMÂ’s vast array. Two men made the subtlety is less-subtle, GM public relations man Tom Beaman, and GM engineer Bob Jacques. Both of them play integral parts in this Saab story.
In recent years, IÂ’ve challenged several maneuvers by General Motors. Building superior high-tech engines but still installing less-costly, outmoded engines in mainstream cars is one item IÂ’ve addressed. Another is a recent ploy in which GM declares its vehicles better than the competition, then criticizes journalists who dare to say otherwise. Some autowriters who should know better now produce reviews that read a lot like GM press releases.
A few years ago, I got to know Bob Jacques, a clever, articulate and engaging fellow who builds engines at GM. His most recent project was the 3.6-liter V6 for Cadillac, used in the then-new CTS, and SRX, and in the recently restyled STS. GM continued to install the ancient 3800 and 3.4-liter pushrod V6 engines in many vehicles, while the 3.6 has more power, more flexibility, better fuel-efficiency and, with dual-overhead-camshafts and variable valve-timing, all the high-tech goodies that make most import engines superior. Jacques has an old Firebird with a huge pushrod V8, so I can heckle him about living in the future at work, and living in the pasture at home.
Ah, well.
One of my recent concerns about GM is that in buying out Saab, it was turning the Swedish auto-maker into a place to send all sorts of GM-affiliated vehicles. I owned and loved a 1980 Saab 900S for a decade, so I felt personally offended when the recent 9-3 – successor of the 900 – appeared to evolve into a Malibu/Saturn clone with the key on the floor. Meanwhile, GM forced everything from its own TrailBlazer to a Subaru model into Saab disguises. I grudgingly accepted the fact that at least GM allowed Saab to continue operating.
Late last summer, I got the chance to attend GMÂ’s 2006 vehicle introduction at the GM proving grounds just outside Detroit. My friend Tom Beaman had been transferred within the corporate public relations staff to Saab. I was afraid to say it, but with all the turmoil in the auto PR world, plus SaabÂ’s uncertain future, I wondered if that was figuratively like being moved to a desk near the exit.
I was among all the journalists that stood in line to drive the new Corvette Z-06, the hot Impala, Cobalt, HHR, and several other enticing things. I enjoyed the Z-06, but it was so smooth that it didnÂ’t give me the kind of feedback to make me feel comfortable with so much more power, so I didnÂ’t go over 135 miles per hour on my one lap that included circling the long, high-banked oval track.
After lunch, I noticed my friend Tom standing over at the far end of the gathered cars, with a Saab 9-3 wagon. He looked a little forlorn, alone with his car, while the media folks clustered around the others. So I walked over to Tom and asked if I could drive his Saab wagon. He said sure, and off I went. IÂ’d only gone 50 yards when I realized that the 9-3 wagon felt too good to believe.The bucket seats were firm, the instruments ergonomically perfect, and it had a six-speed manual shifter. Stepping on the gas and running the revs up in second gear, the 9-3 wagon took off like a scalded cat.
Moments later, I pulled out on the oval test track, and I swept through the first turn high up on the banking at 135 mph. Fantastic! The thing had a turbocharged engine, and it was the most surprisingly impressive vehicle I drove all day. Others, including the Z-06, were impressive, but no more than IÂ’d expected. The 9-3 was over the top, beyond expectations. So I put in a request to get a Saab 9-3 for a weekÂ’s road-test when one got into the fleet.
It appeared, a couple of months ago. At first I thought the 9-3 Aero might be the same wagon I had driven, but it was no, because this one had an automatic transmission. More fun, because the six-speed automatic has a manual slot, and can be worked by large thumb buttons inboard of the steering wheel grips. The shifting was smooth, responsive, and every bit as much fun as the stick. Performance was excellent from the same turbocharged V6.
A little tracing of the engine’s lineage showed it is a 2.8-liter V6, with dual overhead camshafts, four valves per cylinder, electronic fuel-injection, and a turbocharger. I knew this was no Saab engine, so I immediately called Bob Jacques in Detroit. Good move. Jacques explained that his baby, the 3.6 “High Feature†V6 built for Cadillac and is now an option in the Buick LaCrosse, has spawned a family off offspring.
GM sends the engine to Holden, its Australian affiliate that built the Pontiac GTO, and Holden turns out a direct-injection 3.2 version of the 3.6 for Alfa Romeo, and a still smaller 2.8 – with both a smaller bore and shorter stroke than the 3.6. That 2.8 is upgraded from CTS form with a turbocharger, and is dropped into the Saab 9-3. With 250 horsepower and six gears, whether manual or automatic, the 9-3 whooshes up to freeway speed with sudden and easy swiftness. Careful, because it wants to go right on past reasonable freeway speed.
And now comes the Saab 9-3 Aero convertible. Same 2.8 V6 with all the valves, cams and 250 horsepower, and with a six-speed stick shift. Like the more sedate-looking wagon, which was “Fusion Blue Metallic,†the “Parchment Silver Metallic†convertible also has the same electronic stability program, all-season tires on 17-inch alloy wheels, four-link rear suspension that helps the front-wheel-drive vehicle track around tight corners, and sport-tuned suspension settings all around. Antilock brakes, mechanical brake assist, cornering brake control, front and side airbags, and the traditional Saab safety crumple-zone architecture.
Leather power seats, a 300-watt sound system with six-CD changer, Xenon headlights, and all the other creature features are installed on both the wagon and the convertible. The wagon had a navigation system, the convertible had rain-sensing wipers.
The wagon went from a base $32,900 to a sticker of $38,065; the convertible went from a base of $41,900 to a sticker of $44,915. On the sticker, it reads: U.S./Canadian parts content – 1%, Germany 33%, Sweden 19%; assembly plant in Graz, Austria, for the convertible and Trollhattan, Sweden, for the wagon; transmission built in Japan (for the automatic) and Sweden (for the stick); and the engine – built in Australia.
Right. But in Australia after being designed, refined, and planned by my friend Bob Jacques and his playmates in the white smocks at the GM tech center in Detroit.
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While tracking well over residential streets, freeways, and when pushed hard around a cloverleaf, both the wagon and the convertible were predictable and smooth.
The convertible is a wonder of mechanical design. Unlike the Solstice/Saturn tops that must be manually put down and stuffed under a manually opened rear hatch, the Saab convertible requires that you stop. Hit the switch on the dash, and you can hear soft whirring as the rear hatch rises, clamshell-like, and the fabric top lifts itself off the top of the windshield, folds back, and disappears, with the hatch snapping shut over it. Smooth and sleek, with no fabric showing. It goes up just as easily, when you stop and flip the switch the other way.
EPA fuel-economy city-highway estimates are 18-28 for the convertible, 17-28 for the wagon. I attained somewhere between those figures overall, and the convertibleÂ’s computer shows 22.3 miles per gallon over the last 1,800 miles, combined city and highway, by various drivers. And those are media drivers, who, presumably, had as difficult a time as I did driving either car moderately.
In the meantime, I also drove a Saab 9-5, the larger and more luxurious Saab model, and it had the 2.3-liter turbocharged four-cylinder. Now, I was pretty sure that was the familiar Saab engine of recent years, but to be absolutely sure, I put in a call for my friend Tom Beaman, at GM’s corporate PR station in Detroit. He was out, and his message said he’d be out for a while. The next morning, by complete coincidence, I got an email from Tom. Turned out he’s going to be “out†for longer than I thought – he has accepted a generous GM early-retirement offer, and is leaving the company.
IÂ’m not sure what the cosmic influence of all this timing means, but I called Tom at home, to congratulate him on deciding to go a different direction with his life, and also to say how much IÂ’ll miss our respectful exchanges of questions and information, free of hyperbole or sarcasm. By either of us.
Sure, Saab gets straightened out as a GM affiliate that can live up to the companyÂ’s heritage for high-tech jet aircraft and enjoyable automobiles, and he bails. I told him he could leave SaabÂ’s PR post assured that all is well, and the product is alive and dazzling. Nevertheless, my memory bank stores it as another life lesson: Be cautious about desks that are close to the exit.
Dodge shot at market is with higher Caliber
SCOTTSDALE, ARIZ. — The desert of Arizona doesnÂ’t have much in common with Chicago in midwinter, notwithstanding some pretty elaborate McCormick Place simulations during the Chicago Auto Show, which started with February 8-9 media previews. But there was a significant connection this year.
Chrysler showed that its most compact commuter vehicle will be of a higher Caliber as a 2007 model when it held media introductions in Arizona, then proved in Chicago that along with the rest of the automotive world, Chrysler Group might be adding distance in another direction from General Motors and Ford, its United States competitors. The vehicle in the middle of that breakaway is the new Dodge Caliber, which is a combination downsized SUV and upgraded sedan/wagon, with a completely flexible and fun-to-drive conglomeration of the best assets of both.
Upon first examination, at the Frankfurt Auto Show in September, and again at DetroitÂ’s Auto Show in January, I was dazzled by the looks of the Cobalt, and I assumed it might be a personal/luxury crossover that might cost from $25,000-$35,000. I was surprised to learn the base SE model Caliber starts at $14,000. Then I got to drive one at the media introduction in late January in the mountains surrounding the Phoenix suburb of Scottsdale, and I am convinced that as a project, the Caliber is of extremely highÂ…ahÂ…caliber.
I predict that the Caliber will prove enormously popular by both what it isnÂ’t and what it is — first, being NOT enormous in size; second, being surprisingly a kick to drive; and third, being remarkably inexpensive to operate, and particularly to buy.
Flash forward to media days at the Chicago Auto Show, and Jason Vines, Chrysler’s unceasingly clever public relations coordinator, pulled on a wig portraying “Wink Jasondale†to play a Dating Game parody called Driving Game, and unveiled three vehicles – first, a new Nitro R/T; last, a new Dodge Rampage concept pickup; and between the two, the new SRT-4 – which is a turbocharged, 300-horsepower version of the Caliber.
On either side of Chrysler’s introduction, General Motors and Ford both unveiled their newest large trucks – GM with the new Chevrolet Avalanche and Ford with a redesigned Lincoln Navigator. Let’s see, now…two new large trucks, from two companies that are in financial crisis-mode because of the serious dropoff in large-truck/SUV sales. Hmmmmm.
Meanwhile, the rest of the automotive world seems to have realized that smaller, more compact “crossover†SUV sales are going right past the big-truck versions in 2006, and are scrambling to enter that more rational compact-SUV segment, the Dodge Caliber seems to be another blast out of the park for Chrysler. Caliber fulfills all the requirements of larger SUVs with the obvious assets of a compact crossover SUV, but if it’s a crossover, it’s coming from the compact sedan driveability end, more than the truck end. It is being built in the Belvidere, Ill., assembly plan, right on I90 as you drive westward from Chicago.
Going against the flow has become a standard for Chrysler, from days of the Prowler, to the Viper, to the PT Cruiser, to the 300, Magnum, Charger and upcoming Challenger. For now, it is the Caliber. “We monitor the industry,†said Chrysler Group product communications director Rick Deneau, “and when everybody else goes right, we go left.Ââ€
Consider that the Neon was ChryslerÂ’s successful little compact/subcompact that had a good life but has now disappeared from ChryslerÂ’s product list. The Caliber, actually, is the replacement for the Neon. And yet, at $13,985 (including destination), it starts $410 below the Neon, with huge upgrades in content. It may meet all responsibilities of a compact family car, but with its Dodge cross-hairs grille, hump-backed wagon-back roofline, and flexible utility inside, the Caliber crosses over to cover virtually all features that people have been getting from outrageously expensive SUVs.
ChryslerÂ’s recently arranged collaboration with Mitsubishi and Hyundai on engine-building pays off with a World Engine variety for the Caliber. Hyundai first came up with a design, which Chrysler officials didn’t think was workable, so Hyundai created a totally redesigned idea six weeks later, and Chrysler officials considered it perfect for their U.S. application, as well as on the worldwide stage.
Built in a new plant in Dundee, Mich., but also being built in Japan, South Korea, and elsewhere in the world, the base 1.8-liter engine has 148 horsepower, the 2.0-liter has 158 horsepower, and the 2.4-liter has 172 horsepower. All three are from the same family, but the days of simply boring out an engine are gone. Computer-selected optimum sizes for balance and refinement meant varying bores and strokes on all three, but they share concept, chain-driven dual overhead camshafts, and variable valve timing on both intake and exhaust sides of their four-valve-per-cylinder layouts. (The just-announced SRT-4 takes the 2.4 and turbocharges it up to 300 horsepower and 260 foot-pounds of torque, but thatÂ’s a later story.)
Calibers start out as front-wheel drive, and the top R/T comes with all-wheel drive. Transmissions range from a five-speed manual up to a second-generation continuously-variable transmission (CVT), which can be selected with an AutoStick feature that simulates manual choice of six automatic gear stops. All Calibers built with 40-percent high-strength steel throughout the body cage, plus magnesium and hot-stamped steel reinforcement beams for side-impact protection and hydroformed front and upper cross-members for further structural rigidity. Standard side-curtain airbags augment the other safety features.
The 1.8 engine is standard in the SE and SXT. In the $13,985 SE base model, options include the 2.0, with the CVT. Same as the $15,985 SXT model, which adds more interior versatility, including a 115-volt household electrical outlet, and an expanded option list that includes heated leather seats, power sunroof, 17-inch alloy wheels, foglights, and electronic stability control. The top R/T model has all that the SXT offers, plus electromagnetic all-wheel drive at $19,985, and has the 2.4-liter engine standard, along with the CVT with the added AutoStick feature, plus antilock brakes, sport suspension, performance steering ratio, foglights, 18-inch alloys, and a chrome grille.
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There is no resemblance to the Neon, but whatever the Caliber is, it takes care of those folks who wouldnÂ’t consider the Neon, or any subcompact, because of diminutive size. The Caliber is 4 inches taller, 1 inch wider, and 1 inch shorter overall than the Neon. It also measures 5 inches longer and 2.5 inches lower than the PT Cruiser. With a rear floor that is easily removable for cleaning, and split fold-down rear seats, it has enough interior room to appeal to a universal array of buyers. Chrysler intends to sell Caliber in 98 countries, and designed it to also handle right-hand-steering.
Every manufacturer is trying to attract the 20-something segment, and Caliber has certain appeal there, but with marketing projections of 50-50 male-female buyers, itÂ’s a logical contender for any commuter, any small family, any second-car seekers, and even for those looking for an inexpensive but safe car for an offspring reaching driving age.
The kind of details that can set a vehicle apart from competitors also are available in the Caliber. A rechargeable flashlight, for example, is a handy and useful feature. A second glove compartment, one high and one low, are also handy, and the lower one has a chiller box that will hold four 20-ounce pop or water bottles. The household electrical outlets, first seen on the Toyota Matrix, is a brilliant addition – no more searching for a cigarette-lighter adaptor.
And then thereÂ’s the audio system, which can be upgraded to a nine-speaker, 458-watt blaster. When youÂ’re at a picnic, or tailgating, swing open the rear and you can fold a little hinged boombox comes down from the ceiling aimed outside, to fire off your tunes for the conversationally-challenged.
The Caliber designers seemed to think of everything, including all kinds of parts intended to help satisfy the potential for after-market tuners, who will find an unlimited playground for personal alterations.
Passat grows into, and fulfills, large car role for VW
Having gotten over the surprise at how much Volkswagen had altered the appearance of the 2006 Jetta, it was easier to accept the 2006 Passat. Picture the new Jetta being pulled, stretched and elongated by almost nine inches, and, if you squint just a little, you can visualize the Passat.
While the Jetta remains VWÂ’s bread-and-butter midsize sedan, the Passat is its full-size sedan. While the Jetta has good front, rear and trunk space, the Passat has significantly more front, rear and trunk space. Personally, I like the look of the new Jetta, although I thought the outgoing 2005 model was almost precision-cut perfect in understated but Germanic styling. So IÂ’m surprised to read some magazine critics saying the Passat looks so much better than the Jetta, because they are quite similar.
Both cars have the new pronounced nose, with the large “U†shape to the grille, made more prominent by liberal use of chrome in the outline, which traces the bumper as its bottom segment. Critics have said the Jetta rear and taillight layout is Toyota-like, and there is a great similarity with the rear image of the Corolla, but the Passat has very similar taillights.
The difference is that the sweeping, smooth lines of the silhouette seem to be better proportioned on the bigger Passat, which has grown by three inches, than on the chopped-off Jetta.
I attended the introduction of the new Jetta, and the separate intro for its hot-rod GTI version. That one was my favorite, coming with AudiÂ’s fantastic direct-injection 2.0-liter four-cylinder engine, brought to life by an engine management system that parlays a low-pressure turbocharger to attain maximum torque almost as soon as you start up, and carries it all the way into the midst of the horsepower peak region.
That 2.0 turbo got my full attention when I first attained 34.5 miles per gallon in an Audi A4 FrontTrak, and again when I unintentionally screeched the tires of an Audi A3 all the way across an intersection.
But I missed the Passat introduction in September because, ironically, I was over in Germany, viewing the same new PassatÂ’s worldwide unveiling, among other things, at the Frankfurt Auto Show.
Finally, this past week, I got my paws on a Passat test-fleet car. The car can be obtained in various versions, with the top two being powered by a 3.5-liter V6 with 280 horsepower, and the same model with 4Motion all-wheel drive. The model I tested came equipped with the base Passat engine, which is – trumpets please – my favorite 2.0-liter, dual-overhead-camshaft, four-valve-per-cylinder four, with variable valve timing and that low-pressure turbocharger.
While I havenÂ’t yet driven the much-acclaimed 3.6 V6, the test-car with its 2.0 four had 200 horsepower at a plateaud peak range from 5,100-6,000 RPMs, and 207 foot-pounds of torque that peaks at a mere 1,800 RPMs and holds that output all the way to 5,000 RPMs. The direct-injection trick means that a computer controls the precise dosage of air-fuel mixture, including its pressure and temperature, and feeds it independently into each of the four cylinder to attain optimum burning, and, therefore, efficiency.
If you donÂ’t get any more technical the putting fuel in the tank, all you need to know is that the power comes on quickly and the six-speed Tiptronic transmission, which runs just fine as an automatic, or can be hand shifted to your own liking, transforms that power to smooth acceleration. Sure enough, EPA estimates are 22miles-per-gallon city, 31 highway, and I got 27 in combined city-highway driving.
Seats are comfortable and supportive, and the PassatÂ’s handling is exemplary, for a large sedan or a runabout. A greatly stiffened chassis and well-tuned shock absorbers leave a little bit of body-leaning in the most severe cornering, but confidence-inspiring flatness in general attitude.
The satin-finished trim on the console is bright – surprisingly bright for the usually dour Passat – with heat/air controls on the center stack, below a navigation/information screen that accommodates the audio controls.
The Passat sticker price starts at $23,900, which is a distinct bargain for what comes standard. The list is long, and it includes the wonderful engine, electro-mechanical power steering, the strut-front/multilink rear suspension, electronic stabilization program, anti-slip regulation, electronic differential lock, and antilock brake system on the four-wheel disc brakes, Michelin all-season tires that stuck well on some brief icy spots, front/side/side-curtain airbags, side-protection door beams, tire-pressure monitoring system, split folding rear seats, reading lights front and rear, remote gas filler door, central locking, keyless entry, 16-inch alloy wheels, in-dash CD player with MP3 format, and an antitheft alarm with immobilizer.
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You could go a long way, in front-wheel-drive winter security, with that package. The test car, however, listed for $31,565, but its appointments were opulent. The beige leather seats were part of a package that includes power sunroof, a multiple CD changer, satellite XM radio, leather steering wheel and shift knob covers, and five-stage heated driver and passenger front seats. The six-speed tiptronic shift, with premium sound-system upgrade with surround sound, and rear side airbags are other options.
The blue-numbered gauges with bright red-orange needles are impressive, and quite Audi-like. The black, padded steering wheel has remote controls at thumbÂ’s reach, and all controls have a solid, German, ergonomic placement.
From the outside, the rear is stylishly tapered inward as it rises, with a neat spoiler lip on the upper edge, all of which covers a spacious trunk. The rear doors end with a nicely tapered chrome outline coming off the roofline. There’s that stylish silhouette, andthen we’re back up front, where the glassed-in headlight enclosure has a little scalloped underline where the main headlight shines. Then you have that large, “U†ahaped grille with the angled sides, and the large, very large, “VW†in the middle.
It looks good, if quite Jetta-like from a distance. If bystanders mistake the two, so much the better for Jetta-buyers. But for those who spend the extra money to get the Passat, the extra room and the well-proportioned lines are worth the difference. Especially with that potent but surprisingly economical 2.0-liter engine.
Volkswagen may have taken a misstep and was soundly criticized when it brought out the still-large and more costly Phaeton. The new Passat doesn’t get VW off the hook. In fact, it’s luxurious enough to prove the critics right about the Phaeton. Who needs it?
Mazda5 stretches popular Mazda3 into new segment
HUNTINGTON BEACH, CA. — The strangest thing happened before the Mazda5 was officially introduced to the North American media, right adjacent to the Southern California surf. For about a month before the introduction, the cars started appearing in West Coast Mazda dealerships. More than just appearing, they started selling.
The Mazda5 will be something truly new and different in the U.S. auto market, and Mazda executives are smiling but keeping their fingers crossed at its early success. The smile is because over 700 Mazda5s were sold at the few dealers that got some in the past month without a word of advertising or promotion. The crossed fingers are because the compact Mazda3 sales have exceeded supply, and, with the Mazda5 based on a stretched Mazda3 platform, that could be a further problem.
“The worldwide demand (for the Mazda3) has been 40 percent greater than what we anticipated,†said Jay Amestoy, MazdaÂ’s vice president of public affairs. “The biggest issue we have is supply. We canÂ’t get enough Mazda3s. The Mazda5 is already at West Coast dealerships, and migrating east, and weÂ’re anticipating building 10,000-15,000 for the first partial year, depending on demand.Ââ€
I must admit, after looking forward to the third generation Miata, and being impressed with the Mazda6 and Mazda3, the Mazda5 snuck up on me. It is a rare vehicle that is easier to describe with words than with photos – a reversal that claims “a sentence is worth a thousand pictures.Ââ€
In photos, the Mazda5 looks sleek and well-contoured, but some might mistake it for a minivan. It is decidedly NOT a minivan. Mazda has the MPV, which is a very good minivan, and the Mazda5 is significantly smaller and more compact, resembling the whole segment of active-people-movers so popular in Europe and Japan. Such a segment hasnÂ’t hit the U.S. yet, but the Mazda5 could change that.
A Sport model starts at $17,995, with the Touring model starting at $19,500, with trim upgrades. Loading it up with virtually everything from the option bin would still leave you on the near side of $23,000.
Both the Sport and Touring models come with the Mazda3Â’s superb 2.3-liter 4-cylinder engine, with variable valve-timing extracting 157 horsepower at 6,500 RPMs, and 148 foot-pounds of torque at 3,500. Quick, responsive steering, large disc brakes (11.8-inches front, 11.9 rear), strut and multilink suspension, front and rear, respectively, and 142 cubic feet of interior space with all the seats folded down, on a platform stretched 5.5 inches longer than the Mazda3 makes the Mazda5 more of a modular people-mover than a minivan or station wagon.
We hurled a Mazda5 with a 5-speed stick shift around some twisty turns in the hills above Huntington Beach, and the vehicle is both quick and agile. It feels strong in acceleration, easy to steer and turn in traffic, and EPA estimates of 27 miles per gallon highway and 22 city should be easily attainable with the 2.3. The 4-speed automatic has a manual shift gate.
Perhaps the most unconventional thing about the Mazda5 is a new marketing plan. Aiming at youthful, active vehicle buyers, there will be no television advertising, no conventional splashy print displays that catch the attention of the usual consumer. Instead, Mazda has worked out some deals for product placement, where the stars of some new fall NBC television show might drive up in a promotion bit driving a Mazda5.
Appropriately, MazdaÂ’s introduction for the car was at the U.S. base facility for Quiksilver, a modern company that specializes in making equipment, clothing and accessories for surfers, skate-boarders and snow-boarders. Quiksilver originated in Australia, where a couple of surfers had the idea to outfit fellow-surfers with the casual stuff they prefer. It has grown into a $2-million global conglomerate.
Officials at Quiksilver agreed fully with MazdaÂ’s executives that the Mazda5 and the surfer/boarder lifestyle were a good match. Quiksilver, based in Huntington Beach, uses such mottos as “Youth is a state of mind;†or “Live the life, embrace the vibe;†or “Inspiration comes from within.Ââ€
The mindset, Mazda officials say, is similar to MazdaÂ’s own “zoom-zoom†campaign, which might show a baby playing with a tiny car as soon as he can say “zoom-zoom,†followed by a mellow voice saying: “One day theyÂ’re born, then they want to go ‘zoom-zoom.Â’Â… Luckily, some never lose that spark.Ââ€
Mazda connected with buyers of all ages – including younger, active types – with the Mazda3, which is built on the extremely strong Volvo S40 platform, thanks to both companiesÂ’ affiliation with Ford. The Mazda3 comes in either a neat 4-door sedan or a 5-door hatchback, both with seating for four – or five in a pinch – and a bit of cargo space as well. Above all, it has Mazda’s strong 2.3-liter 4-cylinder engine, which makes it sporty and fun to drive, even while fulfilling all sorts of utilitarian functions.
For those who need a little more room than the Mazda3 offers, it made perfect sense to stretch the Mazda3 platform by 5.5 inches, maintain all the safety characteristics, use the same engine and drivetrain, and adhere strictly to Mazda’s “zoom-zoom†philosophy of being fun to drive. Just like that, the Mazda5 was created as a new, different, and potential worldwide winner.
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The third row of seating means the Mazda5 will seat six, two each in first and second row bucket seats, and two more on a bench in the rear. Even those over 6-feet tall can get back there and fit. Mazda made it happen with a stepped floor, which has a 2-inch rise from the first to second, and another 2-inch rise from second to third. The seated hip points also rise in 2-inch increments. So people in the back can see over those in front of them from the tiered seats.
Sliding side doors take care of getting in and out of both the second and third rows. Some might think sliding side doors make the Mazda5 too minivan-like, but extra-wise rear doors were mandatory for third-row seat access, and conventional doors that big would mean instant crunches in parking lots. So arguably the easiest sliding doors in the industry make good sense.
Both the second and third rows fold down flat, leaving a 5-foot-3 cargo length behind the front buckets. Enough for the kid to take a nap, if not an adult. But perfect for a surfboard or skateboard equipment.
A couple with two youngsters could fold down the right-side seats in the second and third rows, load up the surfboards or snowboards or skateboards, and take off for a contemporary family weekend, all fitting comfortably in a vehicle that also will make a great commuter.
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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