US $4.99 UK £3.95

AUG 2009

TEXTING WHILE DRIVING: WHY YOU SHOULD NEVER, EVER DO IT

TESTED: JAGUAR XFR (ON DIRT!), MERCEDES-BENZ E550 COUPE

NEW TAURUS: FULL TEST P. 90 BUDGET TIRES P. 97

FERRARI CALIFORNIA

VS. MERCEDES-BENZ

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If you want to see the future of just look at where the E-Class

2010 E350 Sport Sedan shown in optional Capri Blue metallic paint with optional Premium 2 Package.*Excludes all options, taxes, title, regis., transportation charge and dealer prep. ©2009 SIRIUS XM Radio Inc. ©2009 Mercedes-Benz USA, LLC

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vehicle that actually studies your driving habits in order to form a unique profile. With every move,

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Over 130 channels of SIRIUS.

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For more information, call 1-800-FOR-MERCEDES, or visit MBUSA.com.

if necessary, with a system known as DISTRONIC PLUS. And every facet of its design is imbued

with purpose. Its flared fenders and flowing lines make for one of the most aerodynamic cars on

the road. An aggressive profile reveals performance characteristics to match, including suspension

that will adjust itself in milliseconds to perfectly adapt to changing driving dynamics. This is the

new E-Class. This is Mercedes-Benz. MBUSA.com/e-class

AUG 2009 3

38 COMPARISON TEST WE HAVE LIFTOFF!Ferrari California vs. Mercedes-Benz

SL63 AMG. By Michael Austin

74 ROAD TEST 2010 JAGUAR XFRDriving a 510-hp Jag XFR on a dirt track

is just wrong. So how come it feels so

right? By Mark Gillies

90 ROAD TEST 2010 FORD TAURUS LIMITEDThe Taurus moves upscale, if not

completely back into our hearts.

By Tony Swan

110 PREVIEW2010 LOTUS EVORAExpanding the Lotus lore.

By Dave VanderWerp

112 SHORT TAKEBMW X6 xDRIVE50iYou’ll pardon the styling.

By Tony Quiroga

113 PREVIEW2010 LEXUS IS250C/IS350CThe littlest Lexus turns on the

ultraviolet. By Aaron Robinson

114 PREVIEWFERRARI 16M SCUDERIA SPIDEREarplugs not included.

By K.C. Colwell

116 PREVIEW ARTEGA GT Porsche lover builds Porsche beater.

By Ray Hutton

118 SHORT TAKE 2010 MERCEDES-BENZE550 COUPE Seduced again by power, beauty, and

comfort. By Tony Swan

HARDWARE DRIVE LINES

38

CONTENTS

| AUG 2009 | VOL. 55, NO. 2

48 INTRODUCTIONDRIVING THE FUTURECars are going electric. But does that

mean they’ll be appliances?

49 PREVIEW 2011 CHEVROLET VOLTGM looks into its crystal ball, again.

By Tony Quiroga

54 PREVIEW2011 DODGE CIRCUIT EVSurprisingly fun despite a hefty load of

batteries. By Dave VanderWerp

58 FEATUREMR. FISKER’S GOOD KARMAThe greening of the automobile presents

a chance to reinvent the car business.

By Mark Gillies

62 SHORT TAKEMINI EA Mini range, too.

By Aaron Robinson

MORE THAN SKIN DEEP.

2010 BUICK L ACROSSE CXS Under the beauty lies the power of a 280-hp, 3.6L direct-injection V-6.

Available adaptive real time suspension damping and Sport mode adjust to the road and the way you drive—

performance features you won’t find on the Lexus ES 350 or Acura TL. Inside, enjoy Bluetooth®* connectivity

and an optional hard drive with 10GB for your music. And the simplest and smartest in-vehicle navigation system,

OnStar’s Turn-by-Turn Navigation,** standard for one year. It’s more than just a pretty face. BU ICK.COM

* Go to gm.com/bluetooth to find out which Bluetooth phones are compatible with the vehicle. **Turn-by-Turn not available in certain areas. Call 1-888-4ONSTAR (466-7827) or visit onstar.com for details, system limitations and map coverage. ©2009 GM Corp. All rights reserved. OnStar®

AUG2009

TESTED

PORSCHE 911 CARRERA

CARANDDRIVER.COM/911MANUAL

LONG TERM WRAP-UP: 2008 MAZDA CX-9 AWD

CARANDDRIVER.COM/LTMAZDACX9

SHANG ’EM HAI BY EDDIE ALTERMAN

What happened to our car show?

It relocated to China.

18 THOUGHTS ON MY LAST DAY BY PATRICK BEDARD

What I’ve seen in my four decades

at Car and Driver.

20 ROAD-TESTING A RELATIONSHIP BY JOHN PHILLIPS

Friends don’t let friends ride along.

22 PITILESS ADVICE FOR THIS RATTNER BY DAVID E. DAVIS JR.

Blow up CARB, hang drunks, pass a gas tax.

COLUMNS 9

BMW BETS ON 3 New variations due for the popular

3-series lineup.

31 HEARING VOICES Our guide to recognizing the voices of actors

who have colonized car commercials.

By Andrew Smart

32 HOW TO: RUN THE CORKSCREW Riding the famous roller coaster at

Mazda Raceway Laguna Seca.

32 DONKEY SHOW: FOB JOB Can thieves steal your keyless-entry codes?

33 THEY BUILT EXCITEMENT A Pontiac tribute to the best of the brand.

34 TECH DEPT.: BMW’S WHEEL TORQUE-VECTORING SYSTEM New SUV diff works to perk up handling.

14 BACKFIRES WAITING FOR GODOT’S CARS,

PANAMERA HATE MAIL, WHAT

DIRTY HARRY WOULD DO.

106 GEAR BOX AFFORABLE NAVIGATION.

128 WHAT I’D DO DIFFERENTLY MALCOLM BRICKLIN.

UNPROTECTED TEXTWe investigate if sending messages

on your phone while driving is

more LOL than OMFG.

By Michael Austin

97 TIRE TEST: THE UNUSUAL SUSPECTS Could any of these nine affordable

summer tires have possibly knocked off

the expensive Michelin PS2?

By Dave VanderWerp

104 LIGHTLY USED CARS: VETTE DREAMS V-8 power for the price of a

hot hatch, with the security of GM’s

certified used-vehicle program.

By Csaba Csere

AUG 2009 | VOL. 55, NO. 2

Technology is dominated by those who

manage what they do not understand.

—Murphy

FEATURES 80

AUG 2009

UPFRONT 26

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6 CARANDDRIVER.COM

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EDITOR’S LETTER

In April, Porsche flew

me to China to witness

the unveiling of its new

Panamera at the Shanghai

international auto show.

Porsche’s accountants are

probably wondering why they

spent so much just to get a few of us there to run

our fingers along the car’s flanks, but this was in

fact a good PR move. Photos do not do the car

justice—there is something hideously freakish

about the Panamera’s proportions as captured

through the lens—and it takes some dedicated and

serious walking around to begin to appreciate its

visuals. Also, the interior of the Panamera makes

other luxury-car cabins look like they came out of a

Gremlin. By the time I get to drive it, I know I’ll want

to harvest a couple of internal organs to buy one.

The Porsche stand occupied a small corner of

the first building at the Shanghai New International

Expo Centre on the Huangpu River, a body of

water whose name accurately conveys the nature

of its olfactory affront. There were 11 buildings in

total. Each contained a confusion of new-product

hysteria (Chinese automaker Geely alone launched

22 vehicles here, and all of them evinced fit

and finish to shame the yak carts Geely tried to

pass off at Detroit just two years ago); warring,

contemporaneous press conferences blasting

Chinese pop over loudspeakers aimed at rival

booths like galleons; and a kind of fetid, sour-

cabbage smell that unified the whole.

These were only the press days, limited to

automotive writers, manufacturers’ reps, and VIPs,

but it was more crowded than this year’s Detroit

show on its busiest public Saturday. It quickly

became clear why Porsche pulled out of Detroit

and chose to reveal its most important and riskiest

vehicle since the Cayenne in Shanghai. This is

a car market poised to overtake ours. China has

all our brands, plus some (Foton, Lifan, Chana,

anyone?). They’ll sell six million passenger cars this

year to our nine-million-something, with consumer

demand that is far from tapped out. Where better

to reveal the Panamera? And Porsche wasn’t the

WHAT HAPPENED TO OUR CAR SHOW? IT RELOCATED TO CHINA.

SHANG ’EM HAI

only one rolling out its biggest,

flashiest stuff in Shanghai—

BMW and Mercedes launched

their flagships there, too.

Outside the show, I

expected Shanghai to look at

least somewhat Maoist, but I

was kidding myself. Downtown

boasts an extravagant amount

of landscaping and faux-Tuscan

architecture, with 3-series

BMWs and Audi A6s on every

corner. The neighborhood

around the show used to be

a complex of rice paddies a

decade ago; now it’s Orange

County. Someone in our group

said that China is trying to do

in 10 years what it took the

West 100 years to accomplish.

I’d say they’re on track. I woke

up on my second day there

wheezing and coughing as

though I’d smoked a carton of

cigarettes in my sleep. Is there

any surer sign of an economy

hard at work?

Contemplating notions

of the future and air quality,

we’ve gotten into three cars

this month that advance a

plausible vision of a cleaner

American road [see “Driving

the Future,” page 48]. They

are the Chevy Volt, the Dodge

Circuit EV, and the Mini E.

If EVs and plug-in hybrids

prove workable, affordable,

and popular, we’ll need a new

grid, possibly nuclear-fed, to

power them. Something’s got

to counterbalance all that smog

hovering over China. L

Eddie Alterman

TM

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CARANDDRIVER.COM

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AUG 2009 CARANDDRIVER.COM

BACKFIRESWAITING FOR GODOT’S CARS

Regarding your “20 Cars

Worth Waiting For” cover story

[May 2009], if I wanted only

those with a five-star “gotta-

have-it” factor, I would need

$1,270,200. This results in my

Hyundai Sonata earning a five-

star “gotta-keep-it” factor.

DOUG LAWRY

CYBERSPACE

How is it that you list the Ferrari

F500 as a competitor of the

Mercedes SLS AMG but not

the other way around? And a

2011 Jeep Grand Cherokee

is 1/20th of the cars worth

waiting for but gets only two

out of five for a “gotta-have-it”

score? STEPHEN JONES

SIGNAL MOUNTAIN, TENNESSEE

Readers, you may recall

Jones from the December

’08 Backfires, where he was

globally honored as C/D’s

Most Anally Obsessed Reader.

The streak continues—Ed.

Couldn’t help notice the very

ugly welds on the gullwings of

the cover car, the Mercedes

SLS AMG. I would not want

to look at those welds every

day on a $200K vehicle. I

understand this is probably a

class B surface, but the fact

that the car has gullwing doors

would make me change this to

a class A surface. The door we

see on the right has five welds

in an arc, while the door on the

left has four welds in a straight

line. I’ve seen better welds on

an Econoline van.

NICK CARVAINES

CLEVELAND, OHIO

In the ’90s, graphic artists

began experimenting with

a new software invention

called “Photoshop,” which

could alter photos to suit the

needs of art directors. It was

praised for its realism, user-

friendliness, and ability to

render inconsistencies in class

B surfaces—Ed.

In a discussion of the 2011

Ford Explorer, you opined that

“buyers have been shying

away from body-on-frame

SUVs for years. Ford’s only

hope of growing Explorer

sales is to change to a

unibody platform.” Except

for maybe a production-cost

advantage that the automaker

might pass on to the buyer,

what would entice buyers to

buy a unibody vehicle over a

full-frame-type vehicle? Can a

unibody be made to be more

structurally rigid than a full-

frame chassis?

GRAYDEN OBENOUR

AUBURN, INDIANA

A unibody is lighter, benefiting

fuel economy, handling, and

performance, and it can be

structurally more rigid than

body-on-frame construction.

It makes an SUV more carlike

than trucklike—Ed.

CHEAP SUPRA?Good luck finding anyone

comparing that lame, ugly

Hyundai Genesis Coupe

3.8 [May 2009] to a 370Z, a

Mustang, or a Challenger. Try

Accord and Altima coupes as

the realistic competitors. That

is what Joe Blow on the street

will think. And why the heck

is it called Genesis anyway?

It has practically nothing

in common with the luxury

Genesis bog. MARK NEDDE

MADISON, NEW JERSEY

It may have a great

suspension, it may have

a great engine, but in no

way, shape, or form can you

compare it with a Supra!

[“Verdict: K-town revives the

Supra, at an affordable price.”]

At any price! ANDREW MAYVILLE

OCEANSIDE, CALIFORNIA

The recurring theme in Mr.

Robinson’s fine article is that

“with Hyundai, it’s always about

the price.” And: “Considering

the price—always considering

the price . . .” Later on, he

writes the Hyundai uses

“simple gooseneck arms

instead of multilinks [to]

support the trunk.” We should

know that “lunch continues

to not be free.” As we say in

Korea, au contraire, mon ami.

Hyundai was not trying to be

cheap but was replicating the

design choice of BMW. See

page 22 of the same issue.

Sometimes cheap is just in the

eye of the beholder. PAUL NIED

VERO BEACH, FLORIDA

A PANAMERA IS . . .Now that Porsche has finally

designed a car with the engine

in the right place (again, after

the 924 and 928), can we

see a two-door version of the

Panamera [May 2009] and do

away with the ridiculous 911?

JOHN J. DUFFY

ANTIGUA, WEST INDIES

It’s as if a Chrysler Concorde

and a Porsche Boxster had a

child, and that child puked,

and that puke—[Okay, that’s

it. Mr. Skinner wants to see

you in the principal’s office.

Now!—Ed.] JOE PAH

MIAMI, FLORIDA

What’s next, pickup trucks?

Electric scooters?

PETER SCHMOTZER

ALLIANCE, OHIO

Did someone step on a

Cayenne? STEVE SEITZ

LOS ANGELES, CALIFORNIA

Considering the color of your

test vehicle, I suggest the

moniker “The Flying Turd”!

PATRICK CERVANTES

LOS ANGELES, CALIFORNIA

You wrote, “The company’s

first attempt at a sedan in its

61-year history, the Panamera

. . .” You seem to be forgetting

the Porsche Type 542, a five-

passenger, four-door sedan

with a 111-inch wheelbase

and a cast-iron, 120-degree

V-6. This was one of the cars

designed and built by Porsche

for Studebaker in the 1950s.

GARY LINDSTROM

WAPPINGER, NEW YORK

In 1952, Porsche built one car

for Studebaker. Studegarage.

com writes: “Though it was

Opinions are like exhausts—everybody has at least one.

Send yours to: editors@CARandDRIVER.com

14

YOSSARIAN LIVES!You guys have the best writing abilities in the industry.

And I can’t wait to get back home and spend some of this

tax-free pay on a new sports car!

LT. ELIOT SPENCER, CRNA

BY THE TIME YOU GET THIS. . .

SOMEWHERE IN

AFGHANISTAN

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CARANDDRIVER.COM

MS. GOODWENCH

BY PIPPA GARNER

BACKFIRES

looked at then, it didn’t get serious review

until 1956 when Studebaker’s director

of experimental engineering tested the

car and reported on it. The director’s

name: John Z. De Lorean . . . He didn’t

like the Porsche effort and compared

it unfavorably with the comfort and ride

of the 1956 Studebaker Champion and

Commander”—Ed.

TESLA SMOKE SCREENI’m accustomed to most of our fellow

citizens having no idea from where

electricity comes or what it costs in terms

of miles per kilowatt-hour or how any of

this is related to motoring efficiency. But I

expect C/D to be better.

If the Tesla [May 2009] draws 32 amps

at 240 volts for 10 hours, this is about 77

kilowatt-hours of energy. At the average

national price of 11 cents per kilowatt-

hour, this is $8.47 per “fill-up,” not the $4

[-to-$7 range] cited in your road test. It

would cost even more in California and

run about $20 to recharge in high-priced

Hawaii. Not much of a bargain. Plus,

unlike gasoline or diesel fuel, these prices

include no tax collections for highway-

repair funds. But, as you say, if you have to

ask how much a $100,000-plus car costs

to run, it’s not for you. The Tesla is not for

me. MICHAEL P. RETHMAN

KANEOHE, HAWAII

Sure, 77 kilowatt-hours costs $8.47, but

the Tesla holds 53 and would therefore

cost $5.83—Ed.

PRECIOUS BODILY FLUIDSWhile hydrogen is the most plentiful

element in the universe, we’re still stuck

on Earth and cannot get to most of it. As

Patrick Bedard mentions in his column,

“Run Your Car on Water” [May 2009], the

easiest way to terrestrially obtain hydrogen

is by separating it from water.

But water should never be a fuel

source for vehicles. The dream of a clean

engine is wonderful, but tapping into our

fresh water resources is a nightmarish

prospect. Fresh water is not only a limited

resource; it is vital for life and should not

be squandered on vehicles that could use

other forms of power. Our best source for

fuel, until solar power becomes viable, is

oil. Consider this: The world’s oil reserves

could be completely depleted and it would

not affect the ecosystem at all. Nothing in

nature depends on oil except for humans.

Not true for water or corn or the land that

switch grass grows on, which are essential

for life—not just one animal or local

ecosystem, LIFE! MILIND SHAH

BROOKLYN, NEW YORK

WIDE WORLD OF FROOT LOOPSIn the May 2009 “Ask Us Anything,” Josh

Clemons asked, “What is the difference

between stowage and storage?” To which

you replied, “A w and an r.” Please. The

correct answer is, “Nothing, if you’re Elmer

Fudd.” GARY SMITH

LOS ANGELES, CALIFORNIA

Lemme see if I can dig up a prize in the

men’s can for Best Letter. I’ll get back to

you—Ed.

As to your last page [“This Car and Driver,”

May 2009]: If attaching 2500 cameras

to a van makes one an artist, I am a chef

because I can make microwave popcorn.

LYLE SCHROEDER

CUMMING, GEORGIA

Hey, could you send some of that

popcorn to Smith?—Ed.

About “The Ultimate Suburbia Machine”

in the May 2009 Upfront section: Even if

BMW puts 400 horses in its new Aztek,

I’m not buying one. CHRIS BIGNELL

NEW YORK, NEW YORK

Regarding “Up in Smoke” [Upfront, May

2009]:

Lots and lots of testing

So very much ado.

I cannot help but wonder

What would Dirty Harry do?

DON MITOLO

CLAYTON, CALIFORNIA

Pass the Fritos?—Ed. L

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CARANDDRIVER.COM

f course I remember the anxieties of my youth,

particularly the dread of getting old. At what

age would my hot laps slow to tepid? When

would the flirty chicks of spring look right past

my interested glances? Would I be like all the

other seniors outside Walgreens, stiffly easing

myself into my Grand Marquis?

Time passes, and along with it the urge for hot laps. I haven’t

felt it in the 25 years since my last Indy 500. To my happy surprise,

graying femmes have more game than I knew. Only the Grand

Marquis still gets a rise on my dread meter.

In today’s lingo, I’ve moved on. And with this page, I’m moving

on from C/D and the press pass it gave me into the world of cars

more than 41 years ago.

It’s a world that never gets boring. Who could have predicted

the complete reversal that’s taken place in the auto industry on

my watch? In the Sixties, if you wanted the best car, you bought

American. From the standpoint of power, or comfort, or durability,

or style, Detroit made the best. If you wanted cheap, you bought

an import.

Forty years later, if you want the best—I’m speaking here of the

general public perception of best—you buy an import, Toyota or

Honda, Mercedes or BMW, the list goes on. If you want cheap, look

to Detroit, inventor of the cash-back deal. The American industry won

the race to the bottom, only now its cars won’t bring enough cash

in this relatively free market to keep the makers alive.

Cheap wasn’t the sole import attraction, of course. MGs,

Triumphs, Alfas, and Austin-Healeys had style, enough of it

to inspire a social movement infused with its own etiquette.

Example: If the driver of a lowly bug-eye Sprite waved to an

XK120, was the Jag driver obligated to wave back? And let’s not

forget the magazine called Sports Cars Illustrated, the forerunner

of Car and Driver. I kept a stack of dog-eared SCI copies handy in

college to distract from thermodynamics assignments, and when

I packed my diploma and a few belongings after graduation and

headed for the engineering halls of Chrysler, they all fit in my very

own sports car, a flawed yet much loved 1960 Sunbeam Alpine.

As a young man, I thought style was essential. Now I think it

can be endearing, even amusing, but it’s perishable, too. Quality,

rock-solid reliability, and dependable service are what keep the

customers coming back year after year. The imports came from

behind and now control that game.

As the Obama administration steps in, dictates business plans to

GM and Chrysler, and opens the U.S. Treasury to them (I write this in

early May), my hands rise involuntarily to cover my eyes. I’ve seen this

before. I think of D.O. Cozzi, our European correspondent circa 1970,

and his scorn for Alfa Romeo. “A government employment agency,”

he maintained. A government-sponsored marriage with Fiat, itself

never far from the Italian state, keeps the name alive today.

The French auto industry consists of Renault and PSA (Peugeot

and Citroën). “Both have taken money” from the government, the

Wall Street Journal says delicately. Actually, Renault hasn’t been

able to go to the bathroom without government permission since

World War II, and both companies serve as national employment

agencies.

When the British did their auto-themed employment agency, it

scraped together MG, Triumph, Jaguar, Rover, Land Rover, Morris,

Austin, et al. under the British Leyland banner and burned through

$16.5 billion—that’s corrected into today’s money—turning a sig-

nificant 36-percent market share into a limping 15 percent before

parting out the hulk in the Eighties.

Yes, though it failed in Britain, government money seems to have

resuscitated the French and Italian names, but look around you—all

of them once had showrooms in the U.S. I did road tests of their

models. Now they’re gone, too weak to compete here.

Show of hands, please: Who thinks Americans will line up for

Fiats wearing Chrysler labels? Sure, if gas goes back to four bucks

a gallon. But there’s a term for what happens to the economy at

that point—rigor mortis.

Imagine a future in which American brands can’t compete

against the foreigners on American soil. Actually, that’s where we

are right now. I can imagine GM and Chrysler operating as public

utilities—green jobs building Obama-mandated green cars. The

government has already poured into Chrysler, or promised, a sum

that amounts to $314,000 per U.S. Chrysler employee, according

to the Journal. Who thinks the pouring will stop here? Why not just

cut a quarter-million-dollar check for each of them and pull the

sheet up over the corpse?

Am I being too gloomy as my clock runs down? Actually, I remain

the cockeyed optimist. When I sat down in this chair in 1967, the

knee-jerkers were already saying that the internal-combustion

engine had to go—too ancient, too dirty. In fact, the California Senate

outlawed it, effective with the 1970 models, but the House demurred.

Now the old chuffer is almost unrecognizable in its youthful vigor.

Direct injection, just a dream 20 years ago, is becoming common,

bringing with it up to 10-percent improvements in fuel efficiency.

In another 10 years, we’ll start driving homogenous-charge com-

pression-ignition engines—a big step toward matching diesel fuel

efficiency but much cleaner and cheaper.

Hey, I’m not the official cheering section for the 130-some-year-

old internal-combustion engine. My loyalty is to what works. But the

progress in that old piston engine shows something that’s beyond

argument. Man is the cleverest of the critters. Have some patience,

set up the necessary incentives, lay on the teraflops, and mankind

will dazzle you with invention.

Patience is the key. Costs come down pennies at a time. There’s

no market for miracles people can’t afford.

So much fascinating material, so little white space. Listen. They’re

cueing up the fat lady . . . L

18

AM I BEING TOO GLOOMY AS MY

CLOCK RUNS DOWN? ACTUALLY, I

REMAIN THE COCKEYED OPTIMIST.

PATRICK BEDARD

WHAT I’VE SEEN IN MY FOUR DECADES

AT CAR AND DRIVER.

THOUGHTS ON MY LAST DAY

O

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1902

1960

1964

TODAY

AUG 2009 CARANDDRIVER.COM

here’s a guy in my town—I’m gonna call him

Wes ’cause that’s his name—who for years has

asked to ride with me while I test a car. “You’ll

be so bored you’ll cry,” I warned.

“I’ll only cry if you don’t take me,” Wes

replied.

I promised he could ride in the next car I

was assigned. Turned out it was a Nissan Cube S [May 2009], which

was, for Wes, the first of several major disappointments.

“This car doesn’t look fast,” he said. “You shoulda got, like, the

AMG version.”

“Listen to me. If you want to ride along, you can’t eat, speak, or

offer any personal opinions, okay?”

“I think you’d be a better road tester if you weren’t so uptight,”

Wes said.

“Right there, see, that’s a personal opinion.” Then I began meas-

uring interior spaces, door openings, and the lengths the seats

traveled on their tracks. Wes sighed, then walked into my house to

help himself to a bottle of iced tea. When he returned, he placed

the bottle’s metal lid in the center console. I picked it up as if it were

a lump of opossum excrement and flipped it into a garbage can.

“That will rattle,” I explained.

“I think you’re rattled,” he said.

We hit the road. I drove to a nearby cul-de-sac, stopped, turned

off the heater fan, and made a note about idle quality.

“We’re not moving,” Wes observed. Then, with the car in first

gear, I slowly let out the clutch two or three times to judge its heft

and takeup.

“Wow,” said Wes. “Real speed. What was that, two miles per

hour? Four?”

I shifted into second and, from rest, floored the throttle. We lugged

away as I focused on power-band valleys and peaks.

“As a drag-racing fan,” said Wes, “I can tell you it’s faster to start

in first gear.”

Driving at legal speeds, I concentrated on what I pretentiously

explained to Wes were “vital dynamic properties.” I noted the steer-

ing’s weight and accuracy, the shift quality, and the throttle tip-in.

These tests were invisible to Wes. He began sifting through the

contents of the glove box.

“You don’t get an owner’s manual with one of these things?” he

asked, all huffy. Iced tea gone, Wes attempted to store the empty

bottle in the center console. I held up a warning finger. He tucked

the bottle between his legs. “If you see a trash can, is all I’m asking,”

he muttered. “Plus, I could use a restroom before we get into the

fast stuff. Like top speed.”

“We did top speed yesterday—111 mph at Chrysler proving

ground,” I said.

“That’s all? My dad, he had, like, a ’70 GTO that would do 111

probably in second gear, and after that, he bought a . . .” I raised the

warning finger again. Wes started fingering the 3-D circles in the

Cube’s headliner. “That dome light,” he said, “it should be round,

not square.” Then he began struggling to remove the headrest from

his own seat. It got sideways and wedged cockeyed in its mounts.

“Son of a bitch,” Wes said.

I drove the Cube toward I-94. Wes didn’t realize what was coming

until we were already on the entrance ramp.

All he said was, “How far?”

“Fifty miles minimum.”

He lowered his seatback and stared at the headliner. We passed

an 18-wheeler. “That trucker just looked down and laughed at us,”

Wes said. “With one flick of his steering wheel, he coulda crushed

us.” He said this as if it might not be an awful outcome. Then he

tried to turn on the radio. I slapped his hand. “Not while I’m test-

ing,” I said.

He picked up my notebook and said, “Okay, tell me what you’re

thinking, and I’ll write notes for you. Might speed things up.”

I spoke about tracking, ride, wind noise, seat comfort, and the

Cube’s susceptibility to crosswinds. When I later looked for those

notes, all I found was a large, detailed sketch of a bearded person’s

face whose nose was a prominent item of male genitalia.

“Tiger won’t win at Augusta,” Wes said as we passed the Velvet

Touch adult bookstore off I-94.

“Stop it.”

“This car is so slow, what I’d do is put a small-block Chevy in

it.”

“I’m warning you.”

“These seats make my jeans ride up my ass crack.”

I couldn’t take any more, so I turned the Cube around and headed

for our handling loop. Wes needed to hear tires howl. I drove down

the twistiest road as fast as I could, which wasn’t very, given the

Cube’s body roll, understeer, and 122 horsepower. Along the way, I

pulled over three times to take notes. “This is ruining your lap times,”

said Wes. “But I loved that 90-degree turn back there. I bet if you

went faster, we’d tip over.”

“Rolling press cars is bad for your career,” I told him.

“It is?” He seemed surprised that C/D didn’t wreck one or two

cars per week.

I stopped at a roadside rest area so Wes could pitch his bottle.

When he returned, I pointed out the Cube’s asymmetrical rear quar-

ter-panels and its skewed backlight.

Wes stroked his chin. “This car,” he said, “looks like a cargo

container hit by a bus.”

I performed a couple of panic stops from 60 mph. Wes enjoyed

this, then looked over his shoulder to see if we’d left any skid marks.

Another disappointment.

Wes noticed that the Cube’s cargo door opened from right to left.

“If you carried two-by-fours,” he said, “you’d have to leave that door

hangin’ out there in the wind. Let’s try it, see if it gets torn off.”

“I’m not getting much done here.”

“You keep stopping is why.” Then he reached over to twist the

stalk that activates the stubby rear wiper. I tried to smack his hand

again, but he quickly withdrew it. That’s how he knocked the shifter

out of third and into neutral. “I suppose you’re gonna write about

that, too,” he muttered.

“Wes,” I said, “have you ever been handcuffed to a tree?” He

said he was hungry. L

JOHN PHILLIPS

FRIENDS DON’T LET FRIENDS RIDE ALONG.

ROAD-TESTING A RELATIONSHIP

T

20

AUG 2009 CARANDDRIVER.COM

s part of his strategy to make the United States

more like Sweden, our president has estab-

lished an automotive task force of which he

is chief executive officer, and a Mr. Steven

Rattner is, at least for the time being, chief

operating officer. Within minutes of their take-

over, everything in the automobile business

suddenly got unimaginably worse.

In all this madcap fun, nobody saw fit to offer me the job Mr.

Rattner got. Although it appears the position will again become

available, my phone is not ringing, and I feel terrible about it. In all

modesty, I can only say that I would be a goddamn great car czar. I

have the white hair that distinguishes all famous statesmen. I have

the gift of gab, passed down from my father’s Welsh ancestors. I am

a journalist, which is the same as saying that I am always correct in

my judgments and I never lie. Finally, I love cars, pure and simple,

which sets me apart from all of the people in our nation’s capital

who are currently clamoring to be heard in the debates about and

against the automobile.

If I were car czar, I would strongly suggest that we can have

no national automotive policy until we have fully comprehensive

transportation and energy policies. This is serious business. We

desperately need high-speed transcontinental trains based on the

European and Japanese models, just as we need some modern ver-

sion of the old interurban rail systems. If it is left to the present Con-

gress, we’ll get the best thinking of the eco-nazis, the safety nazis,

the California Air Resources Board, Speaker of the House Nancy

Pelosi, and the Biosphere 2 people. For the good of the

nation and its citizens, these clowns should be kept as

far from our automobiles as is politically possible.

We have a vast pool of automotive talent in this

country, but far too many of those talented engineers

and designers work outside the so-called Big Three

because the companies have been hamstrung by

creaking, bloodless bureaucracies. Chrysler broke free of the

bureaucrats’ dead hand in the years before it made its deal with

the devil and sold out to Daimler-Benz. Chrysler was free-spirited

and freewheeling, and it was building cars more cost-effectively than

Ford or GM, but the dream-team management went their separate

ways, the German bureaucracy took over, and all that was left were

the walking wounded.

Automobiles should be fun, and they should be pleasantly arrest-

ing in appearance. They should be big enough or small enough

to successfully perform the tasks assigned to them. We live in a

nation blessed with an extensive road net, but those roads are not

adequately maintained, nor are the bridges, overpasses, and other

infrastructure that allow those roads to reach 4000 miles from corner

to corner of this great American rectangle.

The automotive constituency in this country is too varied and

unpredictable to embrace any kind of centrally planned cookie-cutter

cars. I’ve always believed that if Detroit’s output had come from the

four corners of the country rather than that single, somewhat isolated

22

and shrinking community just across the Detroit River from Canada,

the cars would have been more varied and more interesting. They

were more interesting when we had automobile companies in Buf-

falo and Springfield and Cleveland and South Bend and Indianapolis.

The success of imported cars flowing in from the four corners of the

world tends to support my argument.

As prospective car czar, I have a few first thoughts:

N�We should wipe out the California Air Resources Board as redun-

dant to the national effort in this area and immediately establish a

Los Alamos–type team to bring European clean-diesel technology

to this country. The Bosch people have been doing good work in

this area, and they should be encouraged. Diesel fuel should also

be price-controlled at parity with gasoline. I recently drove a Volks-

wagen Jetta turbo-diesel to Florida and back and never achieved

less than 39 mpg, or 565 miles on a tank of fuel.

N�Most of the world’s major car companies have built factories in

the United States, usually in southern anti-union states in order to

avoid the high cost of doing business with the United Automobile

Workers. If any of them have gone broke recently, it wasn’t on my

television. We must stop the flow of jobs to China and other coun-

tries who light cigars with our money and wonder why we’re such

easy marks. No more. There are too many empty factories and too

many trained American workers out of work. If you’re going to sell

’em here, you’d better build ’em here.

N�We need truly draconian laws against drunk driving. A hit-and-run

death by a drunk driver should be treated as murder. Chronic drunks

should be denied driving privileges for life.

N�Cell-phone use should be restricted to passengers in motor vehi-

cles. A driver who needs to make or accept a call should simply

stop at the first opportunity and chat for as long he or she wishes.

Cell-phone use accounts for some of the most flagrant bad driving

on our roads today.

N�It begins to look as though we’ll be at war with someone or other

for the foreseeable future. Therefore, we should levy a one-dollar

war tax on every gallon of gasoline sold in the United States. It would

result in a huge revenue bump, immediately cut accident rates and

highway congestion, and get consumers thinking about more fuel-

efficient cars. It might even bring home to us average citizens the

high cost of modern warfare. And, I might add, if one looks at what

is presently available in the Yaris-Versa-Fit-Focus-Cobalt range, it’s

pretty impressive.

N�And as long as our president sees fit to be driven from place to

place in an armored General Motors truck with Cadillac limousine

bodywork, everybody should just shut up about the unspeakable

thoughtlessness of SUV owners. L

MY PHONE IS NOT RINGING, AND I FEEL

TERRIBLE ABOUT IT. I WOULD BE A

GODDAMN GREAT CAR CZAR.

DAVID E. DAVIS JR.

BLOW UP CARB, HANG DRUNKS, PASS A GAS TAX.

PITILESS ADVICE FOR THIS RATTNER

A

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Th e Hyundai Genesis—2009 North American Car of the Year.

DO THE RIGHT THING

ENOUGH TIMES,

AND PEOPLE BEGIN

TO NOTICE.It’s nice to win awards, especially when

they include the most exclusive automobile

award in North America. But that’s not why

we build cars the way we do.

No, awards aren’t the reason we put so

much focus on innovation, design, safety,

handling, driver satisfaction, and value, even

though these might be the factors that made

us the 2009 North American Car of the Year.

Instead we focus on the all-important basics,

simply because it’s the right thing to do.

You see, we don’t just want to make your

next car a Hyundai, we also want to make your

car aft er that a Hyundai as well.

Find out more at HyundaiGenesis.com

Think About It

Hyundai is a registered trademark of Hyundai Motor America.

All rights reserved. ©2009 Hyundai Motor America.

CARANDDRIVER.COM

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EDITED BY TONY QUIROGA RAY HUTTON [ENGLAND] JUERGEN ZOELLTER [GERMANY]

AUG 2009

PAGE 31 HEARING VOICES:

ACTORS WHO SPEAK FOR CARS.

PAGE 33 FAREWELL NOTE:

WE REVEAL OUR FAVORITE PONTIACS.

PAGE 34 HOW TORQUE VECTORING

IS LIKE PADDLING A CANOE.

2012 BMW 3-SERIES

BMW BETS ON 3NEW VARIATIONS ON THE POPULAR LINEUP ARE COMING.

BY JUERGEN ZOELLTER PHOTO ILLUSTRATIONS BY YOSHI G

26AUG 2009

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2012 3-SERIES

SEDAN

CARANDDRIVER.COM

UPFRONT

ELECTRIC CAR,

TAKE TWO

BMW was close to bringing

electric cars to market once

before. At the 1991 Frankfurt auto

show, the E1 concept car was

unveiled to showcase electric-vehicle

technology—and its styling, powertrain,

and packaging was controversial within

and outside the company.

But the E1 turned out to be not much

more than a styling and engineering

exercise. BMW says it had been

planning instead to bring a fully electric

version of the 3-series to market. The

most optimistic scenario: to build up

capacity over 10 years, to 40,000 units

annually. While the maximum power

output of the E1 was not impressive,

charging cycles—just a few hours—were

short even by today’s standards, and

the range was impressive at more than

150 miles.

Attention shifted to safety issues

when the sole E1 prototype caught

fire during a charging session,

ultimately leading to a blaze that not

only destroyed the expensive electric

prototype but also part of a building.

Electric power had been promoted

mainly by BMW Technik, a wholly

owned subsidiary of BMW (now

dissolved) that performed advanced

research-and-development work

independent of BMW headquarters.

Concerns about the cost and viability

of the program were legion. “It was

politically charged,” recalls an insider.

The conflagration sealed the fate not

only of the E1 but ultimately of the

entire electric-drive program.

Meanwhile, BMW changed the

corporate strategy to accelerate

the hydrogen internal-combustion

engine—a program that is currently

being relegated to subordinate status.

With the Mini E and “Project i,” of

which major parts are developed by

an outside engineering partner, the

company is now picking up where it

left off nearly 20 years ago. —JZ

28 AUG 2009

LIVING FOR THE CITYPINT-SIZE EV FROM BMW MAY CARRY ‘CITY’ BADGE.

Having the right products in

the right niches might be the

key to sales success for automakers

when the economy emerges from

its stay in the ICU. BMW’s plan is to

develop a super-efficient car family

code-named “Project i.” The first car

will be launched in 2012. It will be

smaller and cost less than the next

BMW 1-series or Mini Cooper, both

of which will come to market in 2011.

BMW is no longer pursuing small-

volume niche cars such as the

near-six-figure SUV version of the

7-series, dubbed the X7; the SUV-

like X4 coupe; the diminutive Z2

roadster; and the company’s Audi R8

competitor, the small mid-engine CS

sports car.

Instead, BMW will devote those

resources to a three-door hatchback

currently referred to as the BMW

“City.” According to BMW chairman

and CEO Norbert Reithofer, the

City is designed specifically for the

U.S. market to meet California’s

Zero-Emission-Vehicle (ZEV)

requirements that call for large-

volume manufacturers to sell ZEVs

by 2012. Smaller than a Honda Fit,

the BMW City will be a four-seater

powered by an electric motor.

Styling will be BMW-like, with short

overhangs, a wide track, and a low

roofline. Electricity will be stored in

a water-cooled lithium-ion battery

pack that is expected to provide

a 100-mile range. Other versions

of the City will get a gas or diesel

engine and are being developed for

Asian markets, particularly China.

It hasn’t been decided whether the

electric City will be badged as a Mini

or a BMW. Reithofer also hinted that

it may get a new name. BMW holds

the rights to Riley and Triumph,

but considering the reputation of

electrical systems in British cars,

redeploying those old names

probably isn’t the best idea. —JZ

PHOTO ILLUSTRATION BY YOSHI G

CLEAN OUT UP TO 15% OF SLUDGE IN THE 1ST CHANGE*. Nothing feels better than a

clean-running engine. But over time, sludgy deposits can rob you of that clean feeling. So choose an oil that’s packed

with active cleansing agents that not only help prevent sludge,

they clean out up to 15% of sludge in your fi rst oil change.

Time for an oil change? Change with Pennzoil® and Feel The

Clean. Learn more at Pennzoil.com.

*Based on a severe sludge clean-up test using SAE 5W-30. ©2009 SOPUS Products. All rights reserved.

CARANDDRIVER.COM AUG

2009

DENIS LEARYTHE VOICE OF:

Ford F-150

MOST MEMORABLE

ROLE: Tommy Gavin,

Rescue Me

THE MAN AND THE

BRAND: Both tough.

Both working class. Both

proud to be American. But

remember “quiet steel”?

There ends the connection.

MATT DILLONTHE VOICE OF: Pontiac

MOST MEMORABLE

ROLE: Bob, Drugstore

Cowboy

THE MAN AND THE

BRAND: Both starred in

variations of Crash.

RICHARD THOMASTHE VOICE OF:

Mercedes-Benz

MOST MEMORABLE

ROLE: John Boy

Walton, The Waltons

THE MAN AND THE

BRAND: Iconic, resolute,

and trustworthy—the big

brother we all wanted to

grow up with.

JAMES SPADERTHE VOICE OF: Acura

MOST MEMORABLE

ROLE: Alan Shore,

Boston Legal

THE MAN AND

THE BRAND: Both

technically advanced and

performance oriented, but

Spader sometimes gets

lost in the weirdness, kind

of like the TL’s styling.

JEFF BRIDGESTHE VOICE OF: Hyundai

MOST MEMORABLE

ROLE: The Dude, The Big

Lebowski

THE MAN AND THE

BRAND: This voice shilling

anything but a ’73 Gran

Torino in a San Fernando

Valley used-car lot just

doesn’t sit well with us.

DONALD SUTHERLANDTHE VOICE OF: Volvo

MOST MEMORABLE

ROLE: Captain “Hawkeye”

Pierce, M*A*S*H

THE MAN AND THE

BRAND: Volvo, like

Does that voice in the car commercial sound familiar? It sure does, but where

have you heard it before? If you’re watching There’s Something About Mary for the

17th time on TBS, perhaps you just heard it seconds ago. That’s right, it’s Matt Dillon,

hawking Pontiacs.

Celebrities—those mostly unemployed slackers who tell you what causes to support—

have colonized car-commercial voice-overs. Stars of screens big and small lend their

practiced drawls and pert cadences to TV spots, giving a car brand some familiarity,

trustworthiness, and celebrity clout.

So if you’ve been dying to put a face and a name to that voice, read on.

Sutherland’s Calvin Jarrett

in Ordinary People,

maintains an air of

comforting calmness and

a proclivity for cable-knit

cardigans.

JAMES REMARTHE VOICE OF: Lexus

MOST MEMORABLE

ROLE: Harry Morgan,

Dexter

THE MAN AND THE

BRAND: Much like how

the IS F put the brand’s

performance credentials

on the map, Showtime’s

Dexter did so for Remar.

Both command a premium.

KEVIN SPACEYTHE VOICE OF: Honda

MOST MEMORABLE

ROLE: Tie between Lester

Burnham, American

Beauty and Roger “Verbal”

Kint, The Usual Suspects

THE MAN AND THE

BRAND: Like Honda,

Spacey’s strong reputation

and independent streak

have kept box-office sales

high.

UPFRONT

BY ANDREW SMART ILLUSTRATION BY SCOTT POLLACK

THE DUDE SPEAKS. . . FOR HYUNDAI

Electronic Arts’ Need for Speed driv-

ing-game franchise is moving more

toward realism with Shift, due out in Sep-

tember for Xbox 360, PS3, PSP, and PC.

Shift sets itself apart from other games

with a new in-car view that simulates how

the driver’s head would move as a result

of acceleration, braking, and cornering

loads. It also offers more realistic artificial

intelligence (AI) for computerized oppo-

nents, as well as a slew of real tracks

and cars. Patrick Söderlund, EA’s Euro-

pean boss and an avid racer of real cars,

headed up the project. We spoke with

him in his native Sweden while he and his

team prepared their Porsche GT3 Cup car

for the Nürburgring 24-hour race.

What has your racing experience

brought to the game?

One thing we noted was that in all the

other games, the computer driver never

strays from a single line. The computer

never makes mistakes, and when it over-

takes, it’s pretty uninteresting. We wanted

a game where the computer could lock

up brakes, where it could make mistakes,

where it would go after you if you’d gone

after it, so we have a very different type

of approach to AI, which I think is paying

off. The computer opponent will push you

off if you push it; if you’re behind it and

you’re stressing it, it’s much more likely to

make a mistake, just like real life.

What sets Shift apart from other

established simulators?

I think the biggest difference is the fact

that just because it’s an authentic game

doesn’t mean that it’s hard to play. Shift is

easy for most people to just pick up and

play, while the other games have a much

steeper learning curve. If you want to go

to hard-core simulation, you can access

the pro mode, which has all that.

Are you aware that EA put out a Car

and Driver game in 1992?

No. Was it good?

For its time? No.

—David Gluckman

A GAME THAT

GOES AFTER YOU

31

AUG 2009

HOW TO:

WHAT’S A “DONKEY SHOW”? IT’S WHAT YOUR FRATERNITY BROTHERS CLAIM

THEY WITNESSED ONE DRUNKEN NIGHT IN

TIJUANA. BUT WE’RE NOT BUYING IT.

We got an e-mail warning us

about thieves hacking into

keyless-entry systems to unlock cars.

According to the scenario in the e-mail,

thieves lurk near the victim’s car with

equipment that intercepts and steals

the transmitted code from the key fob

as the driver presses the lock button.

Then, they use their equipment to

unlock your car using the stolen code.

All together now: Donkey show!

According to the lock specialists at

Ford, each keyless-entry transmitter

has a transmitter identification code

(TIC) that is programmed and,

therefore, linked to the vehicle. But

even if thieves manage to mimic the

TIC, the unlocking/locking process is

even more complicated.

Here’s how it works: To issue

an unlocking/locking action, the

transmitter sends a request to the

receiver/control module in the car.

With the request, the transmitter also

sends a new code sequence and TIC

to the receiver. To issue an unlock/lock

command, the code sequence and

TIC sent by the transmitter must be

one that hasn’t been used before and

the next—or one of the next few—in

a planned sequence. This is what is

known as a rolling code. And there

aren’t just a lot of possible codes; there

are a whole buttload of them—

4.8 million billion combinations. So

even if thieves did manage to steal the

TIC and the code sequence from the

transmitter, the chance of stumbling

upon that crucial next code is one in

4.8 million billion. Good luck with that.

FOBJOB

CAN THIEVES STEAL YOUR KEYLESS-ENTRY CODES?

32

RUN THE CORKSCREWThe Corkscrew at Mazda Raceway Laguna Seca

is one of the most iconic corners in the world,

a unique left-right combination that’s notable for the

precipitous drop between its two main elements. It was

also the scene of one of the most thrilling passes in auto

racing, when Alex Zanardi somehow divebombed Bryan

Herta on the last lap of the 1996 Champ Car race. It’s

such a distinctive corner that racers around the world

always ask those who’ve driven there, “What’s it like?”

STEP 1: The Corkscrew is approached

via the uphill Rahal straight, which is

actually about as straight as Perez Hilton.

Just before the first part of the corner,

there’s a slight kink to the right, over a brow.

You need to position the car on the left-side

curbing of the straight and aim for the curb

on the opposite side, at the apex of the

kink. Complications? Well, you’ll be braking

before the crest in a fast car, so ease off the

brakes before the brow, then bury the

pedal once the road has flattened.

STEP 2: Once past the crest, get the car over to the

right, stay hard on the brakes, and downshift to the proper

gear. Entry to the left-hand part of the corner is easy

enough: Turn in late and place two wheels over the dirt on

the inside. (Slight modification in a race: You’ll make a more

gradual move to the apex from the right side, blocking any

would-be passer. Even the humblest club racer learned from

the Zanardi pass and knows that this part of the corner is

a “throwaway” in racing lingo. It’s not as important to lap

times as the next part of the Corkscrew is.)

STEP 3: You’re now committed to the corner. Just past the first apex, the earth disappears, with

an 18-percent drop in elevation, roller coaster–style. You simply can’t see the apex of the ensuing right-

hander, so you have to trust that you’ve got the car lined up correctly. The idiot’s guide: There’s a clump

of trees directly ahead. Aim for the third one over, and magically, you pick up the right-hand apex. Get it

wrong? Most people go clattering over the curb on the inside and through the dirt. The penalty isn’t as bad

since MotoGP came to the track and insisted on expanding the runoff. In Zanardi’s day, there was precious

little room between the curb and the retaining wall.

PHEW, YOU MADE IT! The corner exit is relatively easy, although many a racer has carried a bit

too much speed through the right-hander, gone off into the dirt on the outside, and invariably looped back

across the track into the inside wall. A good clean exit is important here because Turns 9 and 10 are fast.

THE SETUP

THE SCARY PART

1

2

3

DONKEY SHOW

THE EASY BIT

S�2008 G8 GXP

Just as Pontiac is about to be

decapitated by the reaper, the

division builds the G8 GXP, a

sedan that offers performance

similar to a BMW M5’s at half

the price. Built in Australia, the

GXP combines BMW-like road

manners with a 415-hp small-

block V-8 borrowed from the

Corvette, at a price that starts

at $40,060. Acceleration from

zero to 60 mph takes a scant

4.7 seconds, with the quarter-

mile falling in 13.3 seconds at

109 mph. Please, GM, a car

this good shouldn’t die out.

How about making it into a

Chevy Impala SS?

THEY BUILT EXCITEMENTON THE EVE OF PONTIAC’S DEATH, WE PRESENT THE BEST OF THE BRAND.

As part of the medicine GM had to swallow in its restructuring plan

that was presented to the U.S. Treasury, the beleaguered automaker

announced that the Pontiac division will be closed down by the end of 2010.

Founded in 1926 to fill the gap between GM divisions Chevrolet and

Oldsmobile, the brand had its share of missteps over the years: Recall the

Daewoo-built LeMans, the mind-numbing Trans Sport, and the angry dumpster

that was the Aztek. But it also produced more than a few models that have now

achieved Great American Car status. On the eve of Pontiac’s last stand, here

are our five favorite Ponchos.

DE LOREAN THE ICONIC PONTIAC MAN

John De Lorean, who

became that rare thing

at GM—a flashy and

flamboyant engineer and

executive—joined the

Pontiac division in 1956

as director of advanced

engineering and was

promoted in ’61 to chief

engineer. Often credited

with helping create the

brand’s renaissance in the

1960s, De Lorean turned

out hit after hit and grew

Pontiac’s sales to nearly

one million annually

with cars such as the

technologically advanced

’61 Tempest, the seminal

’64 GTO, and the ’67

Firebird, and innovations

such as Pontiac’s SOHC,

inline six-cylinder engine.

De Lorean moved from

Pontiac to Chevrolet in

1969 and by the mid-’70s

had left GM to build his

own car, an affair that

ended with a videotape of a

cocaine deal to keep afloat

the 130-hp stainless-steel

two-seater with gullwing

doors that bore his name.

De Lorean died in 2005 at

the age of 80.

S�1958 Bonneville

A child of the Atomic Age,

the ’58 Bonneville brought

real engineering substance

(fuel injection, air suspension,

four-speed automatic) along

with its spacecraft looks. The

first in a long line of advanced

and powerful Pontiacs, the

Bonneville presaged the brand’s

muscular cars of the ’60s.

S�1964 GTO

Often credited as the original

muscle car, the GTO turned

a plebeian Le Mans coupe

into a fire-breathing street

racer with a 325- or 348-hp

389-cubic-inch V-8. Sales

took off, and Pontiac became

a brand offering affordable

performance. We pitted a

Pontiac GTO against a Ferrari

GTO, a test that helped put this

magazine on the map.

S�1987 Bonneville SE

Arguably Pontiac’s last

competitive and desirable sedan

(until the G8) and the division’s

last C/D 10Best winner, the

Bonneville SE built upon the

lessons learned from the sporty

but ugly 6000STE. Its 150-hp

V-6 may not look like much 22

years later, but its class-leading

handling, refinement, value, and

styling were good enough to

draw comparisons with the far

pricier and slick Audi 5000 of

the late ’80s.

33 AUG

2009

UPFRONT

S�1977 Firebird Trans Am

By the late ’70s, the Trans

Am’s top engine was an

emissions-choked 6.6-liter

V-8 making a paltry 200

horsepower. The 3830-

pound car could get to 60

mph in a sad 9.3 seconds.

But those were the mere

realities; in its starring role in

the 1977 film Smokey and

the Bandit, a black-and-gold

Trans Am had as much star

power as Burt Reynolds and

may have helped him

seal the deal with

Loni Anderson.

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TECH DEPT.

BMW’S WHEEL TORQUE-VECTORING SYSTEM

NEW SUV DIFFERENTIAL WORKS TO PERK UP HANDLING.

34

PLANETARY GEARS:

Activated by the adjacent

clutch pack, the 1.1:1-ratio

planetary gearsets can

overspeed their respective

wheels in a corner. On

ice, the outside wheel

would spin faster. On dry

pavement, the slipping

clutches transmit “just a

push” to help steer the car.

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CLUTCHES:

Bathed in oil, the multiplate clutch pack is

open and disengaged on straight roads

and only partially engaged when activated

by the control motor. The constantly

slipping clutches only transfer a percentage

of the differential’s torque.

RING AND PINION:

To save cost, the torque-

vectoring system is adapted

to a stock ring-and-pinion

housing with an open

differential at its center.

There is no cooler, so heat

is an issue but only on a

racetrack, says BMW.

AUG 2009

MOTORS:

Precision motors spin a ball-ramp

assembly in fine increments to

constantly press and release the

clutch plates. Highly calibrated

electronic control gives BMW more

tuneability than with a mechanical

(Torsen) or viscous coupling.

ROGER KEENEY LOST HIS SIGHT 20 YEARS AGO. BUT THAT DIDN’T STOP HIM FROM UNLEASHING HIS MUSTANG SIDE IN A NEW 2010 MUSTANG. SEE THINGS FROM HIS POINT OF VIEW AT THE2010MUSTANG.COM.

IT’S HARD NOT TO GIVE IN TO YOUR MUSTANG SIDE. EVEN IF YOU’RE LEGALLY BLIND.

D_17113_9_CPg_R04.indd 1 5/27/09 11:15:07 AM

WE HAVE LIFTOFF!FERRARI FINALLY SUCCUMBS TO THE MARKET APPEAL OF

A FRONT-ENGINE V-8 IN A FOLDING-HARDTOP CONVERTIBLE—DESPITE A NEFARIOUS WEIGHT GAIN. IN DOING SO, IT INVITES A FACE-OFF WITH

ANOTHER PRIME ‘TROPHY CAR,’ THE MERCEDES-BENZ SL63 AMG.

BY MICHAEL AUSTIN

PHOTOGRAPHY BY ANDREAS LINDLAHR

COMPARISON TEST

AUG 200938

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39

AUG 2009 CARANDDRIVER.COM 40

BEST IN TEST *EST PRICE ($) DIMENSIONS (inches) WEIGHT

FUEL

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OCTA

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FERRARI CALIFORNIA

$197,350 $222,974 179.6 74.9 51.5 105.1 64.2 63.2 4123 46.5 53.5 20.6 93 52 23 12 8

MERCEDES-BENZ SL63 AMG

$138,475 $160,140 178.5 71.5 51.0 100.8 61.8 61.1 4431 51.3 48.7 21.1 91 53 — 10 7

TROPHY CARSCOMPARISON TEST

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MERCEDES-BENZ SL63 AMG

THE VERDICT

High-end convertibles don’t get

much better than this.

THE HIGHS

Tons of low-end torque, loaded with

luxury, slick in all of its operations.

THE LOWS

Like a cougar, a face lift and a body kit

can’t hide an aging exterior; somewhat

vague on-center steering feel.

2

CARANDDRIVER.COM AUG

2009 41

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THE L IS FOR LUXURIOUSCarbon fiber and leather line the SL63 interior up to the A-pillars, where Alcantara takes over. The latest Mercedes infotainment system slots in above the pop-out cup holders.

ROOF TIME

BEST IN TEST

SECONDS

DOWN UP

FERRARI CALIFORNIA 20 19

MERCEDES-BENZ SL63 20 18

TEST AVERAGE 20 19

AUG 2009 CARANDDRIVER.COM 42

BEST IN TEST SUSPENSION BRAKES

STA

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FERRARI CALIFORNIAcontrol arms, coil springs, anti-roll bar

multilink, coil springs, anti-roll bar

15.4-inch drilled, vented ceramic disc

14.2-inch drilled, vented ceramic disc

yes yesPirelli P Zero;

F: 245/35ZR-20 (95Y), R: 285/35ZR-20 (100Y)

151 0.91

MERCEDES-BENZ SL63 AMG

multilink, coil springs, anti-roll bar

multilink, coil springs, anti-roll bar

15.4-inch drilled,

vented disc

13.0-inch drilled,

vented discyes yes

Pirelli P Zero; F: 255/35ZR-19 96Y, R: 285/30ZR-19 98Y

158 0.90

TEST AVERAGE 155 0.91

SOUND LEVEL (dBA)

FUEL (mpg)

IDLE EPA CITY

FULL THROTTLE EPA HWY

70-MPH CRUISE 200 MILES

60 13

86 19

72 11

51 12

81 19

66 13

56 13

84 19

69 12

DRIVELINE ACCELERATION (seconds)

TOP SPEED (mph)

TRAN

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4.44

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3.9 9.1 22.812.3 @ 117

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(drag ltd, mfr’s claim)

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7-sp auto

rear

4.38

3.06

5.6

4.0 9.7 23.412.5 @ 115

4.5 2.7 3.2186

(gov ltd, mfr’s claim)

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TEST AVERAGE 4.0 9.4 23.1

12.4

@

116

4.5 4.8 5.2 190

BEST IN TEST *C/D EST

POWERTRAIN

FERRARI CALIFORNIA

DOHC 32-valve V-8 262 cu in (4297cc)

MERCEDES-BENZ SL63 AMG

DOHC 32-valve V-8 379 cu in (6208cc)

ENGINE

POWER BHP @ RPM

RED

LIN

E (r

pm)

LB P

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HP

TORQUE LB-FT @ RPM

453 @ 7750

8000 9.1

358 @ 5000

518 @ 6800

7200 8.6

465 @ 5200

@CARANDDRIVER.COMCHECK OUT BEHIND-THE-SCENES

PICTURES WE DIDN’T HAVE ROOM FOR.

† Done in 6th gear because the transmission would not accept 7th gear at 30 mph.

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©2009 Sears Brands, LLC. NASCAR® is a registered trademark of the National Association for Stock Car Auto Racing, Inc.

The tools America trusts most are also the tools NASCAR trusts most. For tools and advice visit us at www.craftsman.com/officialtools

THE HEADQUARTERS OF CRAFTSMAN

ONLY ONE CAR

WILL WIN.

WE MAKE SURE

ALL OF THEM COULD.

AUG 2009 CARANDDRIVER.COM 44

FERRARI CALIFORNIA

THE HIGHS

Otherworldly engine note, supple ride,

perfectly tuned controls.

THE LOWS

Brakes squeal like nails on

a chalkboard, steering lacks feedback,

confounding rear-end styling.

THE VERDICT

Ferrari mystique in a supremely

user-friendly package.

1

THE VIRTUAL DASHBOARDThe digital screen in the California instrument cluster displays analog oil temperature and coolant dials, tire pressure and temperature, or trip-computer data. Navigation information also pops up when a turn approaches.

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AUG 2009 CARANDDRIVER.COM

*OBJECTIVE BEST IN TEST VEHICLE POWERTRAIN CHASSIS EXPERIENCE

GR

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RANKMAXIMUM POINTS

AVAILABLE10 10 5 5 10 10 10 10 5 20 95 20 5 5 10 10 50 20 5 5 10 10 50 25 25 245

1 FERRARI CALIFORNIA

9 8 2 5 7 8 8 8 0 12 67 20 4 4 9 9 46 20 4 5 9 9 47 23 24 207

2 MERCEDES-BENZ SL63 AMG

6 8 0 4 10 9 8 7 0 20 72 19 4 5 8 9 45 19 5 4 9 8 45 20 23 205*These objective scores are calculated from the vehicles’ dimensions, capacities, rebates and extras, and/or test results.

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MPPLJOH�GPS�JO�UIF�QFSGFDU�USPQIZ�DBS�� L

COMPARISON TEST

46

AUG 2009

A century ago,

there was some

serious debate about

what technology would

power the cars of the

future. Would they get their

forward thrust from gas-

fed internal-combustion

engines? Steam power?

Electric motors?

Now, 100 years later,

another debate over the

future of automotive power

is being waged. If you’ve

read a car magazine

anytime during the past

two years, you’ve seen

the news: The short-term

automotive future will be

electric. And when we say

electric, we mean either

pure electric or cars utilizing

both electric and gasoline

power. The traditional

hybrid powertrain, with

an internal-combustion

engine driving the wheels

and supplemental power

provided by a battery pack,

will soon be supplanted

by a system that works

the opposite way. In

this system, the wheels

are driven by a battery-

powered electric motor, and

a small internal-combustion

engine will be onboard to

supply backup power. This

%3*7*/(�������

����'6563&

miracle will be known as

the range-extended plug-in

hybrid, and in light of the

administration’s new CAFE

regulations, we’ll likely be

seeing a lot more of them.

The burning question for

car enthusiasts remains:

Will any of these things be

fun to drive?

That’s among the things

we’ve set out to determine

with the following special

section. We’ve done a

deep dive with electric-auto

visionary Henrik Fisker and

gotten our hands on two

pure EVs—the Mini E and

the Dodge Circuit—as well

as the much anticipated,

media-lathering, can-

it-really-save-the-world

Chevrolet Volt.

We’ve driven these cars,

and over the course of

these 14 pages, we’ll give

you our impressions, paying

special attention to whether

any of them can replace

the visceral jolt of a cowl-

shaking V-8. We’ll also give

you the straight dope on

the battery technologies

powering them.

And one thing will be

made abundantly clear

throughout: The future will

have fewer Express Lubes.

CARS ARE GOING ELECTRIC. BUT DOES THAT MEAN THEY’LL BE APPLIANCES?

48

5)&

AUG 2009

2011 CHEVROLET VOLTGM LOOKS INTO ITS CRYSTAL BALL, AGAIN.

BY TONY QUIROGA

PHOTOGRAPHY BY TOM DREW

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BSF�DVSSFOUMZ�GPS�TBMF�BSF�ESJWFO�QSJNBSJMZ�

49

AUG 2009

D

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Recharging the lithium-

ion battery pack can

take up to eight hours,

but with the optional

240-volt charging

system provided by GM,

charge times will drop

to about three hours.

A full charge of the 16-

kilowatt-hour battery

will cost about $2 and

provide a range of 40

miles. After its life in

the Volt, the battery will

still be able to store 12

kilowatt-hours of juice,

and GM envisions the

battery being used as

an electricity storage

device for the home or

by utility companies.

50

AUG 2009

VEHICLE TYPE: front-motor, front-wheel-drive, 4-passenger, 5-door hatchback

ESTIMATED BASE PRICE: $40,000

MOTOR TYPE: AC permanent-magnet electric motor, 149 hp, 273 lb-ft

GENERATOR: DOHC 16-valve 1.4-liter inline-4 gas engine, 100 hp (est), 90 lb-ft (est)

TRANSMISSION: 1-speed direct drive

DIMENSIONS:Wheelbase: 105.7 in Length: 178.1 in Width: 70.4 in Height: 56.3 inCurb weight: 3500 lb

PERFORMANCE (C/D EST):Zero to 60 mph . . . . . . . . . . . . . . . . . . . . . . . . . 8.5 secStanding ¼-mile . . . . . . . . . . . . . . . . . . . . . . . 16.8 secTop speed (governor limited) . . . . . . . . . . . . .100 mph

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BOE�XIFO�FYBDUMZ�JU�XJMM�HP�JOUP�JUT�TP�DBMMFE�²SBOHF�FYUFOE�

51

A special thanks to the Cranbrook Educational Community for photo locations.

AUG 2009 CARANDDRIVER.COM

D

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Trundling along under

the Chevy Volt’s elec-

tric power, it’s hard

not to be reminded of GM’s

last foray into the electric-car

arena: the lozenge-shaped,

two-seat EV1. For three years

starting in 1996, GM offered

a select few California and

Arizona residents three-

year/30,000-mile leases on

just over a thousand EV1s,

at prices that started at $477

per month (select customers

were offered two-year exten-

sions). When the EV1 leases

came due, GM collected all

the experimental cars and

had most of them crushed

to avoid liability issues and

parts-availability regulations.

So why did GM give up

on its big experiment? The

EV1’s high cost and low

demand got the blame. GM

based the leases on an initial

vehicle price of $33,995.

Estimates put the actual cost

of an EV1 between $80,000

and $100,000. More cynical

observers believe GM saw

no future in electric cars

and was merely going

through the motions and

that the EV1 demonstrated

precisely why electrics

had no future. Meanwhile,

conspiracy theorists blame

oil companies for wiping out

the electric car. —TQ

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EV LOSTDIDN’T THESE GUYS ALREADY KILL

THE ELECTRIC CAR?

XJMM�TIBSF�MJUUMF�XJUI�PUIFS�(.�DBST��(.�IBTOμU�BOOPVODFE�XIBU�

UIF�7PMU�NJHIU�DPTU �CVU�B�CBTF�QSJDF�PG�BCPVU���� ����JT�FYQFDUFE��

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BGGPSE�UP�CF�XSPOH��� L

The Volt will be built on

GM’s global small-car

architecture, modified

to accept the T-shaped,

six-foot-long, 400-

pound, lithium-ion

battery pack. Up front,

the engine bay houses

a 1.4-liter gasoline

powerplant and the

149-hp electric motor

that drives the Volt.

52

All product names mentioned are registered trademarks of their respective owners. Complete testing results are available from Yokohama Tire Corporation, PO Box 4550 Fullerton, CA 92834 © 2009 Yokohama Tire Corporation

Only Yokohama has the technology to deliverperformance precisely where and when youwant it. Our Micro Silica compound with HyperDensity Carbon and unique constructiontechniques deliver outstanding wet and dryhandling, cornering and braking. It’s leadingedge technology available today from theinnovative minds of Yokohama.

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110

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Independent tests prove theADVAN Neova® AD08 is the overall winner.

YOKOHAMA

Bridgestone RE-11

To learn more, log onto yokohamatire.com

AUG 2009

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2011 DODGE CIRCUIT EV

WHAT DO YOU CALL A LOTUS EUROPA WITH 600 POUNDS OF BATTERIES? STILL FUN.BY DAVE VANDERWERP PHOTOGRAPHY BY TOM DREW

Automakers aren’t usually receptive

to the idea of us driving their

concept cars, as most of these are little

more than million-dollar auto-show

paperweights that may not even move

under their own power. The case of the

Dodge Circuit EV, however, is different.

Lou Rhodes, president of Chrysler’s

electric-car ENVI division, had no qualms

about giving us the first chance to wring

the neck of this electric-powered sports

car on a road course—the 1.7-mile

handling loop at the company’s proving

ground in Chelsea, Michigan.

Shown last fall for the first time, the

Circuit is a not-sold-here Lotus Europa

(itself a slightly swollen version of the

Elise) that’s had its powertrain replaced

with a 268-hp, 295-lb-ft electric motor

and a large, 35-kilowatt-hour lithium-ion

battery pack. Comparisons with the Lotus

Elise–based Tesla roadster are inevitable.

When looking for a place to dock a

600-pound battery pack, a front-engine

platform is all wrong from the perspective

of weight distribution. And finding a mid-

engine chassis from a manufacturer that

will entertain inquiries for low-volume

orders quickly trims the options down to

one: Lotus. Its lightweight Elise and Exige

S sports cars provide a tiny annual sales

footprint in the U.S. (less than 2000 units),

but the company is set to expand with its

larger, more passenger-friendly Evora [see

page 110].

Rhodes touts the versatility of electric

powertrains: A lower-power version of the

Circuit’s motor can be shared with various

other mainstream vehicles such as the

Chrysler Town & Country minivan and the

Jeep Wrangler and Patriot; the company

has well-sorted running prototypes of

each. While the Circuit is battery-only, the

other variants are of the range-extended

electric variety, as in Chevy’s Volt, which

is powered by an electric motor but has a

gas engine onboard to generate electricity

if needed, which prevents occupants from

being marooned when the juice runs out.

Electric motors are very efficient (92

percent or so, compared with gasoline

engines, at 30 percent), and depending

on the specifics of exactly how the EPA

will rate electric vehicles in the future,

the Circuit will likely achieve an energy-

equivalent fuel-economy rating of well

over 100 mpg.

Aside from cost, downsides include

lack of energy storage (the massive

battery pack holds fewer kilowatt-hours

54

AUG 2009

than can be extracted from a single

gallon of gas) and, therefore, range. With

just a claimed 150 miles between time-

consuming recharges—90 minutes to 12

hours, depending on the power source—

the Circuit likely won’t be your only car.

But the dexterity required to slither over

the wide doorsills and into the Circuit’s

low-flying cabin that’s tight for two pretty

much dictates the limited appeal of the

thing anyway.

Fortunately, it’s still an enthusiast’s feast

from behind the wheel, starting with the

delectably precise unassisted steering that

conveys every road nuance. But the heavy

battery pack and electric bits skew the

weight bias even more to the rear, making

the front end noticeably light under power,

which further exacerbates the Dodge’s

tendency toward understeer. And there’s

no disguising the hundreds of pounds

of additional weight; the Circuit has

considerably more body roll than an Elise.

So what does 295 pound-feet of instant

torque feel like in a 2650-pound sports

car? Well, the current software tuning

conservatively metes out only a portion

of the maximum at launch so as not to

allow any wheelspin. Power oversteer is

also verboten at the moment, although we

sincerely hope that a production version

would let the driver decide whether to

melt the tires. As with our women, we

prefer that a powerful sports car be able to

frighten us from time to time.

Whacking the power pedal once the car

is up to speed, however, delivers a realistic

rendition of a gut-contorting sucker punch.

The Circuit pulls strongly well past 60

mph, but as triple digits approach, the lack

of gears causes acceleration to taper off

far more dramatically than in a traditional

sports car. Reaching 60 mph takes a

claimed 4.7 seconds, although Rhodes

WARNING: HIGH CURRENT The gauge on the left (above) shows amps, which may become a source of bragging for the next generation. Four hundred amps course through the Dodge during hard acceleration, and as many as 200 flow under regeneration, so fiddling with those wires (above right) is not recommended.

55

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VEHICLE TYPE: mid-motor, rear-wheel-drive, 2-passenger, 2-door coupe

ESTIMATED BASE PRICE: $85,000

MOTOR TYPE: DC permanent-magnet electric motor Power (SAE net) . . . . . . . 268 bhp @ 5500 rpmTorque (SAE net) . . . . . . . . . 295 lb-ft @ 0 rpm

TRANSMISSION: 1-speed direct drive

DIMENSIONS:Wheelbase: 91.7 in Length: 153.5 in Width: 67.5 in Height: 45.3 in Curb weight: 2650 lb

PERFORMANCE (MFR’S EST):Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.7 secStanding ¼-mile . . . . . . . . . . . . . . . . . 13.0 secTop speed (redline limited) . . . . . . . . . 119 mph

says that will likely improve by half a

second. Another bonus is that the Dodge’s

liquid-cooled motor enables consistent

power output, which one-ups the quick-

to-overheat air-cooled unit of the Tesla

roadster.

We’re glad to report that electrics dilute

the fun factor far less than hybrids do. First

off, battery regeneration while decelerating

is dictated solely by throttle position

instead of brake application in the Dodge,

so unlike hybrids, brake-pedal feel remains

firm and unpolluted. And the power

delivery is linear and predictable, unlike the

annoying surging and high-rpm droning

that happens in CVT-equipped hybrids.

The only indication that the Circuit we

drove wasn’t quite production ready was

some light tire-to-fender rubbing during

maximum-honk cornering situations. And

neither the lack of a wailing engine nor a

shifter with which to exploit it diminished

the enjoyment or satisfaction of turning a

quick lap. Perhaps daydreams of the next

generation will adapt to include the high-

pitched shriek of an electric motor up near

its 13,500-rpm redline.

Will they build it? Officially, Chrysler says

it is committed to electric vehicles and will

launch a single model next year. But the

evidence overwhelmingly suggests that

Chrysler is planning to produce the Circuit.

Rhodes let slip word of prototypes in

Michigan, Arizona, and the U.K. If this were

simply a corporate promotion, there would

be no need to spend oodles on prototypes

scattered around the world. He also has a

well-thought-out production plan, where,

just like Tesla’s roadster, the Circuit would

be produced at the Lotus factory and

then be shipped to a factory in the U.S. for

installation of the electric components.

If Chrysler squeaks through its financial

mess, plan on living with the irony of this

dainty, 100-mpg apex clipper following

up Dodge’s other sports car, the brutish,

politically incorrect Viper. Rhodes says

Chrysler is eventually planning to sell

100,000 electric vehicles per year

(spread over numerous platforms),

which should drive down the cost of the

electric components—such as the hugely

expensive $25,000-plus battery pack—and

enable the Circuit to be priced “tens of

thousands less” than the $110,950 Tesla

sports car.

The way we see it, it doesn’t much

matter whether they’re powered by

batteries or bee stings—the more pure-

driving Lotus-based vehicles inhabiting

our roads, the better. Start lobbying

your local track now for a high-powered

charging source. L

An EV sounds as thrilling

as an electric toothbrush

and roughly as powerful.

But Lotus is developing EVs

and hybrid sound systems

that can rattle eardrums

like a V-8–powered car, not

chiefly for driving pleasure

but for pedestrian safety. With

European and U.S. legislators

considering minimum noise

standards for EVs, Lotus sees a

potential market for its “external

electronic sound synthesis”

technology.

The idea grew out of close

calls at the Lotus facility

in Hethel, England, where

workers were nearly clipped

by Teslas. Lotus held listening

sessions with blind subjects,

who said an EV’s sound

needed to grow in volume

and frequency with vehicle

speed for people to be able to

judge its approach distance.

In a Toyota Prius demonstrator,

a waterproof, front-mounted

speaker and amplifier draw

from realistic engine sounds

(when in electric-only mode)

that correspond to speed and

throttle position. When the

Prius’s gas engine fires up,

the broadcast shuts down. To

trim noise pollution, sound is

projected in a low, narrow field

that’s only audible to people in

the car’s path.

Lotus testing revealed

that EV prospects don’t want

a traditional stoplight snarl

but prefer a more futuristic

note. “We came up with this

spaceship-y, Star Trek warble,”

says Colin Peachey, Lotus’s

chief engineer for noise,

vibration, and harshness. But

the company has developed a

library of internal-combustion

classics—from smooth-jazz

Porsche to thrash-metal

Mustang—that can also be

piped through the audio

system.

But isn’t an Enzo-tuned EV

the equivalent of a lip-synching

Milli Vanilli? On the contrary,

Peachey says. Good engine

sounds not only keep drivers

involved and alert but subdue

tire drone, wind noise, and

other annoying frequencies.

Lotus will roll out the

technology on electric delivery

vehicles for a U.K. supermarket

chain. It envisions applications

ranging from filling in the

sound of a deactivated cylinder

to making aftermarket devices

for tuner-car fans.

—Lawrence Ulrich

SOUNDS FOR SILENCE

MAKING EVs HEARD.

ILL

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56

WATCH HIGH-PERFORMANCE

HOT LAPS—IN NEAR SILENCE.

FOR MORE

CA R A NDDRIVER•C OM /

CIRCUIT E V

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58

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THE GREENING OF THE AUTOMOBILE REPRESENTS A CHANCE

FOR ENTREPRENEURS TO REINVENT THE CAR BUSINESS.

OR AT LEAST THAT’S WHAT HENRIK FISKER HOPES.

MR. FISKER’S

GOOD KARMA

BY MARK GILLIES

PHOTOGRAPHY BY KEVIN WING

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BIG TORQUE

Two electric motors

shove a fiendish

960 pound-feet of

torque through a

differential and to

the rear wheels.

Traction and stability

control are standard.

NO SHIFTING

With this much torque,

the Karma uses a single-

ratio transmission, which

compromises 0-to-60-mph

acceleration and top

speed, for a claimed 5.8

seconds and 125 mph.

BATTERIES PLUS

A lithium-ion battery pack

is housed in what would

be the transmission tunnel.

The Karma has a claimed

range of 50 miles on

batteries alone.

LIGHT AND SIMPLE

The Karma is

underpinned by an

aluminum space frame

that uses extrusions

and castings.

SERIOUS STOPPERS

The brake discs and calipers

are the same as the super-

performing Cadillac CTS-V’s,

sourced from Brembo.

GM’S HELPING HAND

The 2.0-liter, direct-

injection turbo four-

cylinder Ecotec engine

makes 260 horses and

kicks in to power a

generator that feeds the

electric motors.

SPORTS-CAR SUSPENSION

The Karma has control

arms at the front and

a multilink layout at

the back, developed in

conjunction with ZF.

SOLAR POWER

An eco-chic, full-length

solar roof is an option

and provides a small

amount of power (120

watts) to charge the

batteries and ventilate

the interior of the car

while it’s parked.

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FISKER BELIEVES FERVENTLY THAT THE ELECTRIC

POWERTRAIN OF THE FUTURE WILL INCLUDE

A GAS ENGINE TO ALLEVIATE THE RANGE AND

RECHARGING-TIME ISSUES OF PURE ELECTRICS.

60

For tips and tricks, visit aa-ownercenter.com

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MINI EA MINI RANGE, TOO.

BY AARON ROBINSON

PHOTOGRAPHY BY

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2:12

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LATE, AS USUAL, TO PICK UP THE MINI E. TO IN-N-OUT, TO BUY A FAT BURGER. GOBBLE-GOBBLE, THE CLOCK’S TICKING.

1:32PM

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Fuel door opens to reveal the juice socket (left). Forget a back seat (below). Confusingly, analog charge meter (below, center) reads “ready” even at zero. Mysterious gold box holds trick electronics (far left).

63

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2:42 3:23

OUR KUDU DEBUT IS DOO-DOO. SIR, DON’T SQUEEZE THE AVOCADOS! NO ROOM FOR A BACK SEAT.

PM

PM 3:51P

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CARANDDRIVER.COM AUG

2009

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NO MERE 9-VOLTS HOW DO LAPTOP BATTERIES DIFFER FROM THE ONES IN CARS?

It turns out that a hybrid-

vehicle battery is not just a

scaled-up version of what’s

powering your cell phone.

“Nobody expects to charge up

his phone after 10 years and

have it work,” says Ted Miller,

technical leader of Ford’s

Advanced Battery Technology.

Hybrid cars carry a 10-year

warranty on the battery, and

most of them are engineered

to last 15 years. This is a much

higher expectation than the

two years or so of a battery in a

typical hand-held device.

And this longevity is harder

to achieve: While the battery

for a typical laptop has six

cells, many hybrids have well

over 100. If a single cell goes

bad, the whole pack could fail.

Achieving long life requires

significant limits on the way a

battery is used, too. The Toyota

Prius and other hybrids run

a “charge-sustaining” cycle,

where the battery is never

charged above about 80

percent and never discharged

much below 50 percent. This is

easy on the battery—the most

expensive component in the

car—but the downside is that

you have to haul around more

battery than you ever use.

Cell phones and other

hand-helds use a “charge-

depleting” cycle in which you

charge the battery fully and

use most of what it’s got. This

plays hell on the battery, but if

the device will be obsolete in

two years anyway, go for it.

Such batteries are “energy”

batteries, optimized to be

big gas tanks supplying slow

and predictable usage rates.

Hybrids use “power” batteries

with relatively small energy

capacity that can serve up

short bursts of high output to

supplement the performance

of the gas engine. Plug-in

hybrids expected to have long

driving ranges on the battery

need a third type of battery

with some qualities from both

power and energy varieties.

GM’s EV1 launched in 1996

with a lead-acid battery of 16

kilowatt-hours (kWh) weighing

more than 1000 pounds.

Range was 55 to 75 miles. An

optimistic estimate of battery

life was four years.

Batteries have come far in

15 years. If we take at face

value GM’s promise of the

plug-in hybrid Chevy Volt

late next year, we are told it

will have a 16-kilowatt-hour

lithium-ion battery weighing

400 pounds, the same energy

capacity as the EV1’s lead-acid

battery at nearly one-third of its

weight.

To provide battery life—

lithium-ion really doesn’t like

deep discharges—GM says

the Volt will use only half the

battery’s 16 kWh; the EV1

used between half and three-

quarters.

Using only half of the energy

onboard presents a significant

cost and weight disadvantage.

If batteries run about $1000

per kWh, the Volt’s 400-pound,

$16,000 battery is lugging

around $8000 of dead weight.

You could buy a lot of laptops

and BlackBerries with that kind

of dough. —Patrick Bedard

GREEN INKArturo Hernandez holds down “Crash Rustic,” a.k.a. David Oser, as he gets branded as recyclable.

65

4:22PM

VEHICLE TYPE: front-motor, front-wheel-drive, 2-passenger, 3-door hatchback

PRICE AS TESTED: $850/month, 12-month fixed-term lease

MOTOR TYPE: AC permanent-magnet electric motor, 201 hp, 162 lb-ft

TRANSMISSION: 1-speed direct drive

DIMENSIONS:Wheelbase: 97.1 in Length: 145.6 in Width: 66.3 in Height: 55.4 in Curb weight: 3250 lb

C/D TEST RESULTS:Zero to 60 mph . . . . . . . . . . . . . . . . . . . 8.3 secZero to 90 mph . . . . . . . . . . . . . . . . . . 21.9 secStreet start, 5–60 mph . . . . . . . . . . . . . 8.3 secStanding ¼-mile . . . . . . . . 16.5 sec @ 87 mphTop speed (governor limited) . . . . . . . . 91 mphBraking, 70–0 mph . . . . . . . . . . . . . . . . . 186 ft

©2009 MacNeil Automotive Products Limited

What Matters to You?Today, America needs fresh leadership to lead us as anation out of this economic crisis. Leadership mustcome not only from our political leaders but alsofrom the average citizen. The exporting of Americanjobs is a trend that must be stopped and reversed.When I walk into my local hardware store, I typicallyfind 85% of the goods for sale are manufactured7,000 miles away. Recognizable American brandshave been forced by shortsighted management andbuyers at large national chains to build factories overseas just to save a lousy $.50 on a tape measure.To these ruthless buyers, it is all about the money.Rarely are product quality, the political system,human rights, animal rights and environmental coststo the planet considered, not to mention the cost toour society of exporting not only jobs, but an entire factory!

At MacNeil Automotive, we are doing our part for the American economy and for our 300 million fellow citizens and neighbors. My philosophy is thatif my neighbor doesn’t have a job, sooner or later Iwon’t have a job either. For example, we used to have our All-Weather Floor Mats manufactured inEngland by a company that used antiquated, inefficient equipment. They made a decent floor mat for us, but we thought we could build a betterfloor mat for our customers using modern Americantechnology, American raw materials and skilledAmerican workers. So in 2007 we transferred all ofour floor mat manufacturing back to the UnitedStates. Today, we build the best fitting, highest quality automotive floor mats in the world, right here in America.

Our machine shop is equipped with 17 CNC machining centers including four 4 axis mills and one5 axis mill that produce between 30 to 50 injectionand thermoforming molds per month. We have oneshift of highly skilled American Journeymen toolmakers and apprentices, but our machines run 24 hours a day, 7 days a week. There is not a moreefficient tool and mold making operation in the world - and guess what, it’s right here in America.

Specialists in Original Equipment and

Aftermarket Automotive Accessories

Furthermore, all of our CNC mills are manufacturedin Oxnard, CA by Haas. Our 1,000 ton injection molding machines are made in Bolton, Ontario

of American and Canadian components. Our

thermoforming machinery is made in Carol Stream,IL. The raw steel and aluminum billets which makeup our tooling are sourced from American steel and aluminum mills such as Vista Metals in Fontana, CA.The raw materials that make up our All-WeatherFloor Mats, FloorLiners, Cargo Liners and MudFlaps are manufactured in Bellevue OH, ArlingtonTX, Wichita KS and Jasper TN. Our forklifts aremade in Columbus IN and Greene NY. Our warehouse racking is manufactured in Tatamy PA.

At MacNeil Automotive, we are also very aware of sustainability and our responsibility to the environment. We are proactive in controlling wasteand recycling all of the unused raw materials from the manufacture of our tooling and productsincluding: aluminum, steel, rubber, TPO, TPE, paper and cardboard.

As you can see, we are as dedicated to designing,developing and manufacturing the finest automotiveaccessories for our consumer and OEM clients as we are passionate about supporting the Americaneconomy, preserving the American industrial infrastructure, and keeping the “money” in our family, a family of 300 million people from all over America.

Life is simple; be good to your fellow man, be kindto animals and the environment, and place building aquality product, supporting your country and yourfellow American worker before profit. And, one lastthing - let’s all do our best to balance family timewith work time as our children are the future of America.

Sincerely,

David MacNeil, Founder/CEO

dmacneil@macneil.com

©2009 MacNeil Automotive Products Limited

FloorLiner™

Proudly Designed,

Engineered and Manufactured

in the USA

They work in the Summer too!

Keep the ice cream spills,

all of the dirt, mud,

sand , leaves and

whatever else you

drag in your car

this summer off

your carpet!

Accessories available for:

Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti • Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan •Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More!

DigitalFit™

FloorLiner™

Specialists in Original Equipment and

Aftermarket Automotive Accessories2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300

To Order:

800-441-6287

Mercedes-Benz E350

©2009 MacNeil Automotive Products Limited

All-Weather Floor Mats

Proudly Designed,

Engineered and Manufactured

in the USA

Accessories available for:

Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti • Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan •Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More!

We’ve been

protecting your

vehicles for over 20 years.

Still, the best mats for your car,

truck, SUV or minivan!

Specialists in Original Equipment and

Aftermarket Automotive Accessories2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300

To Order:

800-441-6287

DigitalFit™

Cargo Liners

How many more spills are going to trash

your car before you make the call!

Proudly Designed,

Engineered and Manufactured

in the USA

Toyota Sienna

*We pay regular shipping within the 48 contiguous states, when shipped to the same address on additional sets of floor mats or a cargo liner when purchased in combination with a set of front floor mats; or additional sets of Side Window Deflectors when purchased in combination with a front set of Side Window Deflectors; or an additional ClearCover™; or an

additional PlateFrame™. WE GUARANTEE YOUR SATISFACTION. If you are not satisfied with your order, call to return your unused product within 30 days for a complete refund, less shipping & packaging. Prices subject to change without notice.

S i d e W i n d o w D e f l e c t o r s

Get more fresh air

with the WeatherTech® Side

Window Deflectors!

Accessories available for:

Acura • Audi • BMW • Buick • Cadillac • Chevrolet • Chrysler • Dodge • Ferrari • Ford • GMC • Honda • Hummer • Hyundai • Infiniti •

Isuzu • Jaguar • Jeep • Kia • Land Rover • Lexus • Lincoln • Maserati • Mazda • Mercedes-Benz • Mercury • Mini • Mitsubishi • Nissan •

Oldsmobile • Plymouth • Pontiac • Porsche • Saab • Saturn • Scion • Subaru • Suzuki • Toyota • Volkswagen • Volvo • And More!

Applications to fit over 200 SUV’s, trucks, minivans and some cars!

Easy-On™

Stone & Bug DeflectorA stylish addition to your SUV, truck, minivan and some cars. Extremelyscratch-resistant, mounts easily to your vehicle without the need fordrilling. Helpsprotect againststone chipsand bugstains.

Sunroof Wind Def lectorClearCover ™

2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300

WeatherTech.com

800-441-6287WeatherTech.com

800-441-6287

Canadian customers please go to:WeatherTechCanada.com

Specialists in Original Equipment and

Aftermarket Automotive Accessories

©2009 MacNeil Automotive Products Limited

Pet Barr ier

The adjustable, expandable Pet Barrier, keeps pets safely inthe rear of your vehicle. Easily installs without tools ordrilling. Heavy-duty 5⁄8" diameter telescopic tubing.

RackSack ™

MudFlapIntroducing, the WeatherTech® No-Drill MudFlap! Featuring the

Patent Pending QuickTurn™ hardened Stainless Steel fastening

system. The No-Drill MudFlap set literally “mounts-in-minutes™”

in most applications without the need for wheel/tire removal. Most

importantly - without the need for drilling into the vehicle’s fragile

painted metal surface! Contoured specifically for each application and

molded from a proprietary thermoplastic resin, the WeatherTech®

No-Drill MudFlap will offer undeniable vehicle protection. Check for

our latest applications at weathertech.com; there are new

applications every month.

MudFlap

Select Applications Available Now!

License Plate Covers andFrames available in manystyles and colors. Get more fresh air!

Make your vehicle larger!

Keep your pet safe!

Protect your vehicle!

Protect your vehicle!

AUG 2009

ROAD TEST 2010 JAGUAR XFR

74

AUG 2009 75

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THE HIGHS

Tremendous straight-line performance,

entertaining chassis, elegant styling.

THE LOWS

Hardly a bargain, overly complex

driver interface, a bit tight in back.

THE VERDICT

A hoon in cricket whites.

DRIVING A 510-HP JAG XFR ON A DIRT TRACK IS JUST WRONG. SO HOW COME IT FEELS SO RIGHT?BY MARK GILLIES

PHOTOGRAPHY BY MARC URBANO

AUG 200976

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AUG 2009

ROAD TEST

77

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PLAYING DIRTYSculpted sill skirts (opposite page) help differentiate the XFR from the XF and XF Premium models. Interior changes (above) include aluminum mesh trim across the dashboard, new sport seats, and a smattering of “R” logos. Yes, that’s a cricket bat and ball in the trunk, in case you were wondering.

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AUG 2009 CARANDDRIVER.COM

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AARON ROBINSONIs Jaguar back? With almost

as much horsepower as that

belly-dragging catfish of a

supercar, the XJ220, the XFR is

way prettier, too. The throttle is

correctly calibrated for refined

comportment rather than whiplash,

and the electronic differential is a

marvel at distributing power. Just

look at those drag-strip times!

Meticulously integrated and artfully

executed, the XFR elevates Jaguar

closer to its aspirations than

the motherboard-murdered M5

polishes BMW’s rep. Message to

Tata: more like this, please.

K.C. COLWELLA 510-hp sedan might pass for par

in some SoCal social circles, but

in Hoovervillesque Michigan, this

Jag is an eye magnet. Just ask the

state trooper who pulled me out of

85-mph traffic just to say hi. If he

had been in the car with me, the

trooper would have realized that

the XFR might have the best ride

of any car in its class—effectively

cloaking velocity from the driver.

I had hopes the interior’s unique

aluminum trim would distract

him from his laser gun’s 92-mph

reading, but, sadly, it didn’t.

COUNTERPOINT

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DMBTT �J�F� �UIBU�HSPVQ�PG�TFEBOT�XJUI�NPSF�

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78

WATCH GILLIES COUNT THE

LAPS AS A SHOWER OF

DIRT TRAILS THE XFR.

FOR MORE

C A R A ND D R I V ER•C OM /JAG UA R X FR

CARANDDRIVER.COM AUG

2009

Price (AS TESTED)

Vehicle type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

Options: none

Standard: power windows, seats, locks, and sunroof; remote locking; cruise control; tilting and telescoping steering wheel

Audio system: Bowers & Wilkins; AM, FM, Sirius radio; CD player; minijack and USB inputs; iPod connector; 14 speakers

$80,000BASE: $80,000

Chassis type: unit construction with a rubber-isolated rear crossmemberBody material: welded steel and aluminum stampings

SUSPENSION

Front: ind, unequal-length control arms, coil springs, anti-roll bar Rear: ind, unequal-length control arms with a toe-control link, coil springs, anti-roll bar

WHEELS +TIRES

Wheel size/type: F: 9.5 x 20 in, R: 8.5 x 20 in/cast aluminumTires: Dunlop SP Sport Maxx; F: 255/35ZR-20 (97Y), R: 285/30ZR-20 (99Y) Spare: high-pressure compact

BRAKES

Hydraulic with vacuum power assist, anti-lock control, and electronic panic assistFront: 15.0 x 1.4-in vented discRear: 14.8 x 1.0-in vented disc

S A E

V O L U M E

Front

53 cu ft

Rear

45 cu ft

STEERING

Rack-and-pinion with hydraulic power assist Ratio: 15.0Turns lock-to-lock: 2.7Turning circle curb-to-curb: 37.7 ft

MEASUREMENTS (in)

F R O N T

R E A R

Leg

41.536.6

Shoulder

56.956.4

Head

39.037.6

RESTRAINT SYSTEMS

Front: 3-point belts; driver and passenger front, side, and curtain airbags Rear: 3-point belts, curtain airbags

SEAT ADJUSTMENTS

Front: fore-and-aft, seatback angle, front height, rear height, 4-way lumbar support, torso bolsters, thigh support

Stability control: fully defeatable

traction defeatable launch mode

CITY

Fuel Capacity

MPG

HWY

C/D OBSERVED

EPA

15

18.4 gal

REQUIRED FUEL: 91 OCTANE

Transmission: 6-speed automatic with manumatic shiftingGEAR: Ratios/mph per 1000 rpm

1st: 4.17/5.7 2nd: 2.34/10.1 3rd: 1.52/15.6 5th: 0.87/27.2 4th: 1.14/20.8 6th: 0.69/34.3Final-drive ratio: 3.31:1, limited slip

ACCELERATION SECONDS

Zero to 30 mph . . . . . . . . . . . 1.8

40 mph . . . . . . . . . . . 2.5

50 mph . . . . . . . . . . . 3.4

60 mph . . . . . . . . . . 4.4 70 mph . . . . . . . . . . . 5.5

80 mph . . . . . . . . . . .6.8

90 mph . . . . . . . . . . .8.2

100 mph . . . . . . . . . . .9.8

110 mph . . . . . . . . . . 11.9

120 mph . . . . . . . . . . 14.1

130 mph . . . . . . . . . . 16.9

140 mph . . . . . . . . . . 19.9

150 mph . . . . . . . . . .24.0

160 mph . . . . . . . . . . 29.1

BRAKING

70 to 0 mph . . . . . . 158 ft

ROADHOLDING

HANDLING

0.89 g300-ft-dia skidpad

UNDERSTEER

MINIMAL

MODERATE

EXCESSIVE

NOTES

Managing wheelspin is the trick to a good launch; it’s all

too easy to roast the tires with too much gas pedal. On

full-throttle accleration runs, the tranny will shift for you.

BMW M5 $89,325

The M5 is the choice for techno-geeks,

although it’s curiously uninvolving for

a BMW. And it’s hideously expensive

when fully optioned.

Cadillac CTS-V $60,700

With 556 horsepower, the CTS-V is the

most muscular of this group. It’s also

superb to drive and something of a

bargain in this class.

2010 Mercedes-Benz E63 AMG

When the updated

E63 arrives in the fall, we’re sure it will

come with serious performance, serious

handling, and serious build quality.

Wheelbase: 114.5 in Length: 195.3 in

Height: 57.5 in Width: 73.9 in

Front track: 61.4 in Rear track: 61.9 in

Drag area: Cd (0.29) x frontal area (27.1 sq ft, est) = 7.9 sq ft (est)

Ground clearance: 4.6 in

WEIGHT

Curb: 4400 lb Per horsepower: 8.6 lb

DISTRIBUTION Front: 52.7% Rear: 47.3%

TOWING CAPACITY: 0 lb

GVWR: 5170 lb

TEST RESULTS

INTERIOR SOUND (dBA)

WEATHER

Temperature: 68˚FHumidity: 44% Barometric pressure: 28.95 in Hg

46

74

68 70-MPH CRUISING

FULL THROTTLE

IDLE

Supercharged and intercooled V-8, aluminum block and headsBore x stroke: 3.64 x 3.66 in, 92.5 x 93.0mm Displacement: 305 cu in, 5000cc Compression ratio: 9.5:1Fuel-delivery system: direct injectionSupercharger: Eaton R2300Maximum boost pressure: 11.6 psiValve gear: chain-driven double overhead cams, 4 valves per cylinder, variable intake- and exhaust-valve timingPower (SAE net): 510 bhp @ 6000 rpmTorque (SAE net): 461 lb-ft @ 2500 rpmRedline: 6800 rpm

CHASSIS

ODOMETER

Test-vehicle mileage: 529

TIRE INFLATION

Test

pressures:

Front:

34 psiRear:

34 psi

COMPETITORS

Top gear, 50–70: 2.8 secTop gear, 30–50: 2.2 sec5 –60 street star t: 4.8 sec

¼-MILE: 12.7 sec @ 114 mph

TOP SPEED: 162 mph (GOV LTD)

5

MAX SPEED IN GEAR

69 mph

6800 rpm

39 mph

6800 rpm106 mph

6800 rpm162 mph

5950 rpm

141 mph

6800 rpm162 mph

4700 rpm

1 3 5 7

52 4 6 8

21 15

ENGINE DIMENSIONS

YES NO

REAR SEATS

Folding Split Pass-Through

YES NO YES NO

Trunk

18 cu ft

INTERIOR

DRIVETRAIN

$90,500 (est)

79

2010 JAGUAR XFR

AUG 2009

UNPROTECTED

T E X T

I

WE INVESTIGATE IF SENDING MESSAGES ON YOUR PHONE WHILE DRIVING

IS MORE LOL THAN OMFG.

BY MICHAEL AUSTIN

PHOTOGRAPHY BY AARON KILEY

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The results, though not surprising, were eye-opening. Intern Brown’s

baseline reaction time at 35 mph of 0.45 second worsened to 0.57

while reading a text, improved to 0.52 while writing a text, and

returned almost to the baseline while impaired by alcohol, at 0.46.

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TEXTING WHILE DRIVING

81

WATCH ALTERMAN HUMILIATE

HIMSELF IN FRONT OF HIS MINIONS.

FOR MORE

C A R A ND D R I V ER•C OM / T E X T ING

AUG 2009 CARANDDRIVER.COM

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TRIGGER HAPPYAustin (right) triggers the windshield-mounted light in simulation of a leading car’s brake lights. Brown ignores it.

82

TEXTING WHILE DRIVING

AVERAGES AT 35 MPH

Reaction Time (sec)

Extra Distance Traveled (ft)

Bro

wn

Alter

man

Bro

wn

Alter

man

BASELINE 0.45 0.57 — —

READING 0.57 1.44 6 45

TEXTING 0.52 1.36 4 41

IMPAIRED 0.46 0.64 1 7

AVERAGES AT 70 MPH

Reaction Time (sec)

Extra Distance Traveled (ft)

Bro

wn

Alter

man

Bro

wn

Alter

man

BASELINE 0.39 0.56 — —

READING 0.50 0.91 11 36

TEXTING 0.48 1.24 9 70

IMPAIRED 0.50 0.60 11 4

1-800-981-3782©2009 Tire Rack

www.tirerack.com

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THE LARGEST SELECTION OF TIRES ANYWHERE

ONLINEAt tirerack.com, selecting a Recommended Installer

is easy. Search results identify our Price Pledge Plus

installers, too. These installers consistently achieve

excellent rankings in our survey results and their

prices are shown online. Pick an installer. Call them

to set up an appointment. Drive in for installation!

Find a Recommended Installer:ZIP Code: GO

SEE THEM ON YOUR CARVisit the Upgrade Garage at www.tirerack.com. Experience one-click

access to everything that fi ts your vehicle, and keep a wishlist of your favorites.

WHAT ABOUT TPMS? If your vehicle came equipped with a direct tire pressure monitoring

system, we can assist you in selecting wheels that are compatible with its sensors. We also offer an extra set of sensors for all TPMS systems, so your tire and wheel package can arrive with sensors already installed.

WANT MORE INFO?Call and talk to our highly trained experts.

®

MAMBA M417 18 20 22

STARTING AT $149ea.

ZINIK Z12 MAZOTTI18 20 22 24

STARTING AT $99ea.

NASCAR® DAYTONA 17 18 20

STARTING AT $139ea.

ULTRA WHEEL NOMAD15 16 17

STARTING AT $96ea.

BREYTON RACE GTS-R18

STARTING AT $309 ea.

O.Z. SUPERLEGGERA III blk.18 19 20

STARTING AT $826 ea.

O.Z. BOTTICELLI17 18

STARTING AT $255ea.

BREMMER KRAFT BR0318 19

STARTING AT $165 ea.

BBS CH17 18 19

STARTING AT $440ea.

KAZERA KZ-H17 18

STARTING AT $129 ea.

MODA MD717 18

STARTING AT $125ea.

MODA MD817 18

STARTING AT $118ea.

MSW TYPE 20 mach. black15 16 17 18

STARTING AT $85ea.

GRANITE ALLOY GA9 15 16 17

STARTING AT $105ea.

GRANITE ALLOY GA1018 20 22

STARTING AT $109 ea.

ATX CHAMBER Teflon®

15 16 17 18STARTING AT $149ea.

Visit www.tirerack.com to see our entire selection of over 516 wheel styles!

TRUCK & SUV Wheels Visit www.tirerack.com to see an additional 104 truck and SUV wheel styles!

ENKEI PERF. EDR915 16 17 18

STARTING AT $120ea.

®

O.Z. ALLEGGERITA HLT 17 18

STARTING AT $299 ea.

ASA AR9 mach. anth.18 19

STARTING AT $174 ea.

ASA AR6 mach. anth.17 18

STARTING AT $139 ea.

Comes with Red, Chrome & Carbon Fiber Inserts

Comes with Red, Chrome & Carbon Fiber Inserts

©2009 Tire Rack1-800-981-3782 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pmPrices Subject to Change

Prices Vary by Application

AVARUS AV5 mach. black18 19 20

STARTING AT $169 ea.

O.Z. ULTRALEGGERA HLT 19 20

STARTING AT $149ea.

ZINIK Z27 SOFIN18 19 20

STARTING AT $149ea.

ENKEI PERFORMANCE EKM318x8 $195ea.

ASA GT1 18x8 $164ea.

RIAL PORTO18x8 $188ea.

2009 Audi A4 with 18" XLine by O.Z. Energy titanium mirror

3 of the 129 styles available for the 2009 Audi A4 at www.tirerack.com

g-Force™ Super Sport A/S 29 W-speed rated sizes in 15" to 20"16 H- and V-speed rated sizes in 14" to 18"

Ultra High Performance All-Season H- and V-speed rated

sizes supplement existing W-speed rated tires to fi t more

sports cars, sporty coupes and performance sedans than

ever before. Designed to prevent a little bad weather from

spoiling the driving fun, g-Force™ Super Sport A/S tires

deliver year-round traction, even in light snow.

Directional tread design featuring three traction zones,

where large shoulder blocks enhance dry cornering control,

Aqua Chute lateral grooves effectively channel water and

a continuous center rib enhances on-center feel.

Ultra High Performance Summer tire developed for sport compact

drivers who want handling, traction and affordable prices. The

g-Force™ Sport was developed to provide crisp and responsive

handling in both wet and dry conditions, however it is not intended

to be driven in freezing temperatures, through snow or on ice.

Directional tread design featuring

large independent shoulder blocks,

g-Hook intermediate ribs,

two continuous center ribs and

two wide circumferential rain channels blend braking,

cornering and straight-line stability.

g-Force™ Sport 43 W-speed rated sizes in 14" to 20"

H/V-speed rated tire shown

Ask about our Tire Road Hazard Service Program

For a complete list of sizes and prices, visit tirerack.com

©2009 Tire Rack1-800-981-3782 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm

Ask about our Tire Road Hazard Service Program

SPECIALS

205/45 ZR- 16 $68 205/50 ZR- 16 69 225/60 ZR- 16 72 235/60 ZR- 16 77 205/40 ZR- 17 72 205/50 ZR- 17 68 215/40 ZR- 17 76 215/45 ZR- 17 74 225/45 ZR- 17 76 235/40 ZR- 17 79 235/45 ZR- 17 78 245/40 ZR- 17 84 245/45 ZR- 17 80 255/40 ZR- 17 82 P 275/40 ZR- 17 92 225/40 ZR- 18 97 235/40 ZR- 18 104 245/40 ZR- 18 107 255/45 ZR- 18 118 265/35 ZR- 18 135 275/40 ZR- 18 119 275/40 ZR- 18 109 285/30 ZR- 18 139 285/35 ZR- 18 119 235/35 ZR- 19 152 245/35 ZR- 20 119 255/35 ZR- 20 122

HTR Z II

205/40 ZR- 17XL $85 215/45 ZR- 17XL 98 215/50 ZR- 17 118 225/45 ZR- 17 105 225/50 ZR- 17 123 235/45 ZR- 17XL 115 245/45 ZR- 17 115 255/40 ZR- 17 122 215/40 ZR- 18XL 122 225/40 ZR- 18XL 125 225/45 ZR- 18 143 235/40 ZR- 18XL 139 235/45 ZR- 18 145 245/40 ZR- 18XL 145 245/45 ZR- 18 155 225/35 ZR- 20XL 127 245/35 ZR- 20XL 129 255/35 ZR- 20XL 126

Avid W4s

P 185/60 R- 14 $61P 185/65 R- 14 63P 195/70 R- 14 62P 185/60 R- 15 63P 185/65 R- 15 69P 195/60 R- 15 62P 195/65 R- 15 70P 205/60 R- 15 66P 205/65 R- 15 78P 205/70 R- 15 70P 215/60 R- 15 70P 215/65 R- 15 78P 215/70 R- 15 71P 205/55 R- 16 89P 205/60 R- 16 77P 205/65 R- 16 77P 215/55 R- 16 103P 215/60 R- 16 82P 215/65 R- 16 80P 225/55 R- 16 105P 225/60 R- 16 86P 225/65 R- 16 97P 225/70 R- 16 85P 235/60 R- 16 105 235/65 R- 16 98P 215/60 R- 17 98P 215/65 R- 17 93P 225/55 R- 17 96P 225/60 R- 17 102P 215/55 R- 18 104P 225/50 R- 18 107P 225/55 R- 18 108

Avid TRZ

P 185/60 R- 14 $60P 185/65 R- 14 62P 195/60 R- 14 66P 195/65 R- 14 63P 185/65 R- 15 70P 195/60 R- 15 66P 195/65 R- 15 76P 205/60 R- 15 69P 205/65 R- 15 75P 215/60 R- 15 74P 215/65 R- 15 73P 205/40 R- 16 71P 205/45 R- 16 77P 205/60 R- 16 80P 215/60 R- 16 82 225/60 R- 16 101P 205/40 R- 17 78P 215/40 R- 17 93P 215/45 R- 17 97P 225/45 R- 17 108P 225/55 R- 17 119 225/65 R- 17 109P 235/45 R- 17 112 235/55 R- 17 117 235/65 R- 17 114P 245/45 R- 17 118P 255/40 R- 17 124P 225/40 R- 18 118P 225/60 R- 18 112P 235/65 R- 18 131 255/45 R- 20 155

Avid H4s

195/50 R- 15 $64 195/55 R- 15 70 205/50 R- 15 87 205/55 ZR- 15 85 195/45 ZR- 16XL 90 195/40 ZR- 16XL 88 205/45 ZR- 16XL 91 205/50 ZR- 16 89 205/55 ZR- 16 92 215/40 ZR- 16XL 94 215/55 ZR- 16 95 225/50 ZR- 16 88 225/55 ZR- 16 95 195/40 ZR- 17XL 87 195/45 R- 17XL 89 205/40 ZR- 17XL 88 205/45 ZR- 17XL 101 205/50 ZR- 17XL 99 215/35 ZR- 17 102 215/40 ZR- 17XL 101 215/45 ZR- 17XL 103 215/50 ZR- 17XL 117 215/55 ZR- 17XL 119 225/35 ZR- 17XL 114 225/45 ZR- 17 110 225/50 ZR- 17XL 115 225/55 ZR- 17 120 235/40 ZR- 17 120 235/45 ZR- 17XL 116 235/50 ZR- 17 120 235/55 ZR- 17XL 121 245/40 ZR- 17 113 245/45 ZR- 17XL 119 275/40 ZR- 17 131 215/35 ZR- 18XL 133 215/40 ZR- 18XL 134 205/40 ZR- 18XL 129 225/35 ZR- 18XL 133 225/40 ZR- 18XL 134 225/45 ZR- 18XL 151 235/40 ZR- 18XL 155 245/35 ZR- 18XL 154 245/40 ZR- 18XL 154 245/45 R- 18XL 171 255/35 ZR- 18XL 173 265/35 ZR- 18XL 187 215/35 ZR- 19X 160 225/35 ZR- 19X 172 235/35 ZR- 19XL 178 245/30 ZR- 19XL 188

S.driveS.drive

245/35 R- 19X $188 245/40 ZR- 19 199 255/30 R- 19XL 237 255/40 ZR- 19 207 265/30 R- 19XL 212 275/30 R- 19XL 220 275/35 ZR- 19 217 275/40 R- 19 227 225/35 ZR- 20XL 136 245/35 ZR- 20XL 153 245/40 ZR- 20XL 144 255/30 R- 20XL 158 255/35 ZR- 20XL 153 275/30 ZR- 20XL 166 275/35 ZR- 20XL 181 285/30 ZR- 20XL 193

S.drive continued

205/50 R- 15 $121 205/55 R- 16 145 225/50 R- 16 158 205/45 R- 17 169 205/50 R- 17 161 215/40 R- 17 170 215/45 R- 17 178 225/45 R- 17 187 235/40 R- 17 198 235/45 R- 17 204 245/40 R- 17 217 245/45 R- 17 219 255/40 R- 17 226 215/45 R- 18 222 225/40 R- 18 217 225/45 R- 18 242 235/40 R- 18 248 245/40 R- 18 255 245/45 R- 18 254 255/35 R- 18 272 255/40 R- 18 260 265/35 R- 18 282 285/30 R- 18 329 295/30 R- 18 333 225/35 R- 19XL 265 235/35 R- 19 272 245/35 R- 19 283 255/30 R- 19XL 295 255/35 R- 19 294 265/30 R- 19 301 275/30 R- 19 306 295/30 R- 19XL 316

ADVAN Neova AD08

175/55 ZR- 16L $192 225/45 ZR- 17LO 271

ADVAN Neova AD07

195/50 ZR- 16L $219 225/45 ZR- 17LT 259

ADVAN A048competition tire

205/55 R- 16 $134 215/55 R- 16 124 215/60 VR- 16 119 225/50 R- 16 125 225/55 R- 16 129 225/60 R- 16 125 205/50 R- 17XL 145 215/45 R- 17 162 225/45 R- 17XL 154 225/50 R- 17 174 225/55 R- 17 160 235/45 R- 17 154 235/50 R- 17 153 245/40 R- 17 171 245/45 R- 17 173 255/40 R- 17 176 225/40 R- 18XL 194 235/40 R- 18 195 245/40 R- 18 207 245/45 R- 18 203 245/50 VR- 18 220 255/35 R- 18 220 255/45 R- 18 218 265/35 R- 18 224 265/40 R- 18XL 222 275/35 R- 18XL 237 245/45 R- 19 234 255/35 WR- 19XL 255 255/35 R- 19XL 253 255/40 WR- 19XL 242 275/40 R- 19XL 268 275/40 WR- 19XL 265

ADVAN S.4.

205/55 ZR- 16 $73

225/50 ZR- 16 79

205/50 ZR- 17 102

215/45 ZR- 17XL 89

215/50 ZR- 17XL 102

235/45 ZR- 17XL 99

235/55 ZR- 17 94

245/45 ZR- 17 98

255/40 ZR- 17 105

255/45 ZR- 17 101

255/50 ZR- 17 116

275/40 ZR- 17 119

285/40 ZR- 17 131

215/40 ZR- 18 118

215/45 ZR- 18 119

225/45 ZR- 18 110

235/40 ZR- 18XL 117

235/50 ZR- 18 129

245/45 ZR- 18 132

265/35 ZR- 18 175

275/35 ZR- 18 176

275/40 ZR- 18 166

295/30 ZR- 18XL 185

215/35 ZR- 19 119

225/35 ZR- 19 146

225/40 ZR- 19XL 160

235/35 ZR- 19 139

245/35 ZR- 19 152

245/40 ZR- 19 172

245/45 ZR- 19 166

255/30 ZR- 19 159

255/35 ZR- 19XL 173

255/40 ZR- 19XL 176

275/35 ZR- 19XL 183

275/40 ZR- 19XL 193

285/35 ZR- 19 188

225/35 ZR- 20 137

245/35 ZR- 20 109

245/40 ZR- 20 127

235/35 ZR- 20 153

255/35 ZR- 20 109

275/30 ZR- 20 213

275/35 ZR- 20 207

235/30 ZR- 22 179

265/30 ZR- 22 188

Ecsta SPT KU31

195/55 R- 15 $68 195/60 R- 15 59 195/65 R- 15 61 205/50 ZR- 15 66 205/55 R- 15 68 205/60 R- 15 62 205/65 R- 15 62 225/60 R- 15 66 195/50 ZR- 16 70 205/40 ZR- 16 81 205/45 ZR- 16XL 77 205/50 ZR- 16 75 205/55 ZR- 16 74 215/50 ZR- 16 92 215/55 ZR- 16 78 225/50 ZR- 16 75 225/55 ZR- 16 83 225/60 R- 16 79 235/60 R- 16 78 205/40 ZR- 17XL 69 205/50 ZR- 17 96 215/40 ZR- 17 89 215/45 ZR- 17 88 215/50 ZR- 17 97 215/55 R- 17 94 225/45 ZR- 17 88 225/50 ZR- 17 99 225/55 ZR- 17 96 235/40 ZR- 17 99 235/45 ZR- 17 98 235/50 ZR- 17 114 235/55 ZR- 17 96 245/40 ZR- 17 108 245/45 ZR- 17 98 255/40 ZR- 17 108 255/45 ZR- 17 108 255/50 ZR- 17 118 275/40 ZR- 17 118 285/40 ZR- 17 136 215/35 ZR- 18RF 106 225/40 R- 18 93 225/45 ZR- 18 123 235/50 ZR- 18 131 235/45 ZR- 18 125 245/40 ZR- 18 137 245/45 ZR- 18 136 255/35 ZR- 18 170 255/45 ZR- 18 145 265/35 ZR- 18 177 275/35 ZR- 18 183 245/40 ZR- 20 166 255/45 ZR- 20 151 245/30 ZR- 22X 195 285/25 ZR- 22XL 195 285/25 ZR- 22XL 244 255/30 ZR- 24 184

Ecsta ASX

205/55 ZR- 16 $146 205/50 ZR- 17 176 245/40 ZR- 17 209 245/45 ZR- 17 178 255/40 ZR- 17 220 225/40 ZR- 18 208 225/45 ZR- 18 216 245/45 ZR- 18XL 233 255/40 ZR- 18 261 265/35 ZR- 18 270 275/40 ZR- 18 275 285/30 ZR- 18 349 245/35 ZR- 19XL 280 275/30 ZR- 19XL 313 275/35 ZR- 19XL 308 245/35 ZR- 20XL 307 255/35 ZR- 20XL 303 275/30 ZR- 20XL 325

Potenza RE050A Pole Position

225/40 ZR- 18 $208Potenza RE050

225/40 ZR- 19 $278 245/40 R- 19 301

Potenza RE050A

245/45 ZR- 18 $317 285/40 ZR- 18 398

Potenza RE050RFT

195/65 R- 15 $109 205/65 R- 15 118 205/55 R- 16 123 205/60 R- 16 125P 205/60 R- 16 115 215/55 R- 16 130P 215/60 R- 16 140 225/55 R- 16 118 225/55 R- 16 157 225/60 R- 16 135 235/60 R- 16 143 215/50 R- 17 157 215/55 R- 17 158 215/65 R- 17 132 225/45 ZR- 17 219 225/50 ZR- 17 165 225/55 R- 17 157 235/45 ZR- 17 245 235/50 R- 17 173 235/55 R- 17 144 245/45 R- 17 246 245/50 R- 17 186P 225/60 R- 18 155 235/40 R- 18XL 259 235/50 R- 18 223 245/40 R- 18 260 245/45 R- 18 251 255/45 ZR- 18XL 276 245/45 ZR- 19 340 255/40 R- 19 326 275/40 ZR- 19XL 367

Turanza with Serenity Techn.

P 225/55 ZR- 17 $121Potenza RE92A

195/65 R- 15 $82 205/40 ZR- 17XL 139 215/45 ZR- 17XL 146 215/50 ZR- 17XL 158 235/50 ZR- 17 173 235/35 ZR- 19XL 218 245/35 ZR- 20XL 248 255/35 ZR- 20 263 285/30 ZR- 20XL 279

Potenza RE960AS Pole Position

P 185/65 R- 15 $71P 195/60 R- 15 72P 195/65 R- 15 75P 205/60 R- 15 74P 205/65 R- 15 77P 215/60 R- 15 76 195/55 R- 16 92 205/55 R- 16 96 205/55 VR- 16 103P 205/60 R- 16 92P 205/60 VR- 16 85 215/55 R- 16 100P 215/60 R- 16 95 P 225/60 R- 16 88 205/40 R- 17XL 116 205/45 R- 17 102 205/50 R- 17 113 215/45 R- 17XL 113 215/50 R- 17XL 154 215/55 R- 17 129 225/50 R- 17 156 235/50 R- 17 161 245/45 R- 17 129P 225/60 R- 18 134

Potenza G 019 Grid

205/45 ZR- 16 $103 205/50 ZR- 16 101 205/55 ZR- 16 106 225/50 ZR- 16 113 225/55 ZR- 16 111 205/45 ZR- 17XL 104 215/45 ZR- 17XL 124 225/45 ZR- 17XL 130 235/45 ZR- 17 138 245/40 ZR- 17 146 245/45 ZR- 17 139 255/40 ZR- 17 151 275/40 ZR- 17 159 225/40 ZR- 18XL 146 215/35 ZR- 18XL 143 225/45 ZR- 18 155 235/40 ZR- 18XL 152 245/35 ZR- 18 172 245/40 ZR- 18XL 159 245/45 ZR- 18XL 165 255/35 ZR- 18 175 255/40 ZR- 18 167 255/45 ZR- 18 169 265/35 ZR- 18 184 275/35 ZR- 18 189 235/35 ZR- 19XL 197 245/35 ZR- 19XL 204 275/30 ZR- 19XL 229 245/35 ZR- 20XL 205 255/30 ZR- 20XL 215 255/35 ZR- 20XL 215 275/30 ZR- 20XL 216 285/30 ZR- 20XL 250

Potenza RE760 Sport

195/50 R- 15 $59 195/55 R- 15 64 205/50 R- 15 68 205/55 R- 15 69 195/50 ZR- 16 69 205/40 ZR- 16 79 205/45 ZR- 16 73 205/55 R- 16 74 215/55 R- 16 76 225/50 ZR- 16 81 225/55 R- 16 82 205/40 ZR- 17XL 70 205/45 ZR- 17 90 205/50 ZR- 17XL 96 215/40 ZR- 17XL 83 215/45 ZR- 17 86 215/50 R- 17XL 97 225/45 ZR- 17 90 225/50 ZR- 17 97 235/45 ZR- 17 97 235/50 ZR- 17 112 245/40 ZR- 17 106 245/45 ZR- 17 98 245/50 ZR- 17 113 275/40 ZR- 17 121 215/35 ZR- 18XL 94 225/40 ZR- 18XL 95 225/45 ZR- 18 111 235/40 ZR- 18 120 235/55 R- 18 123 245/40 ZR- 18 133 245/45 ZR- 18 134 275/35 ZR- 18 168 275/40 ZR- 18 154 215/35 ZR- 19XL 115 225/35 ZR- 19XL 131 235/35 ZR- 19XL 142 245/35 ZR- 19XL 150 265/30 ZR- 19XL 162 275/30 ZR- 19XL 177 225/30 ZR- 20XL 145 245/35 ZR- 20XL 120 245/40 ZR- 20XL 133 255/35 ZR- 20XL 113 275/35 R- 20XL 208 285/30 ZR- 20XL 197 295/25 ZR- 22XL 293

Exclaim UHP 185/65 R- 15 $69 195/65 R- 15 72 205/60 R- 15 77 205/65 R- 15 76 215/60 R- 15 79 205/60 R- 16 82 205/60 R- 16 96 215/60 R- 16 92 215/60 R- 16 94 225/60 R- 16 87 225/60 R- 16 88 235/60 R- 16 104 215/55 R- 17 118 225/55 R- 17 119 225/55 R- 17 126 235/55 R- 17 108 225/60 R- 18 115

Advantage T/A

185/65 R- 14 $55 195/60 R- 14 58P 195/65 R- 14 49P 195/70 R- 14 68 205/60 R- 14 75 195/60 R- 15 68 205/55 R- 16 93 215/55 R- 16 90 225/55 R- 16 107P 235/45 R- 17 122P 245/45 R- 17 133

Traction T/A H

P 185/65 R- 14 $59P 185/70 R- 14 55P 195/70 R- 14 65P 185/60 R- 15 69 185/65 R- 15 65P 195/60 R- 15 59P 195/65 R- 15 62P 205/60 R- 15 65P 205/65 R- 15 71P 205/70 R- 15 70P 215/60 R- 15 63P 215/65 R- 15 69P 205/55 R- 16 76P 205/60 R- 16 74P 205/65 R- 16 72P 215/55 R- 16 89P 215/60 R- 16 85 215/65 R- 16 85P 225/60 R- 16 83P 235/55 R- 16 97P 225/55 R- 17 93

Traction T/A T

P 195/55 R- 15 $87 205/55 R- 15 91 205/65 R- 15 89 205/50 R- 16 106 205/55 R- 16 97P 215/50 R- 16 118 225/50 R- 16 114 225/55 R- 16 114 215/50 R- 17 113 225/50 R- 17 117 245/45 R- 18 159

Traction T/A V

205/50 ZR- 15XL $91 205/45 ZR- 16XL 102 205/50 ZR- 16 105 205/55 ZR- 16 102 225/50 ZR- 16 114 225/55 ZR- 16 125 245/50 ZR- 16 120 225/40 ZR- 17XL 116 205/50 ZR- 17 132 205/50 R- 17XL 126 215/45 ZR- 17XL 114 215/50 ZR- 17 128 225/45 ZR- 17XL 123 225/50 ZR- 17 138 235/45 ZR- 17 127 245/40 ZR- 17 147 245/45 ZR- 17 138 255/40 ZR- 17 146 255/45 ZR- 17 163 275/40 ZR- 17 141 215/35 ZR- 18XL 147 225/40 ZR- 18XL 129 235/40 ZR- 18 147 245/40 ZR- 18 151 245/45 ZR- 18 168 255/45 ZR- 18 174 275/35 ZR- 18XL 198 275/40 ZR- 18 176 245/35 ZR- 20XL 168 255/35 ZR- 20XL 199

g-Force Super Sport A/S 195/50 R- 15 $77

195/55 R- 15 83 205/50 R- 15 84 205/55 R- 15 85 205/60 R- 15 74 215/50 R- 15 96 225/50 R- 15 99 225/60 R- 15 96 205/40 ZR- 16 77 205/45 ZR- 16 79 205/50 ZR- 16 84 205/55 ZR- 16 85 215/40 ZR- 16XL 98 215/55 ZR- 16 80 225/50 ZR- 16 87 225/55 ZR- 16 94 245/50 ZR- 16 109 255/50 ZR- 16 118 205/40 ZR- 17 86 205/45 ZR- 17 118 205/50 ZR- 17 111 215/40 ZR- 17 99 215/45 ZR- 17 107 225/45 ZR- 17 114 225/50 ZR- 17 102 225/55 ZR- 17 102 235/45 ZR- 17 105 245/40 ZR- 17 134 245/45 ZR- 17 118 255/40 ZR- 17 121 255/45 ZR- 17 126 275/40 ZR- 17 142 225/35 ZR- 18 137 225/40 ZR- 18 137 225/45 ZR- 18XL 148 235/40 ZR- 18 142 245/40 ZR- 18 158 255/35 ZR- 18 168 265/35 ZR- 18 182 275/35 ZR- 18 187 275/40 ZR- 18 169

g-Force Sport

P 215/60 R- 17 $101P 215/65 R- 16 84P 235/60 R- 16 113P 235/65 R- 17 112

Traction T/A Spec

245/55 ZR- 18 $169

g-Force T/A KDWS

205/50 ZR- 17XL $79 215/45 ZR- 17 86 215/50 ZR- 17 81 225/45 ZR- 17XL 92 225/50 ZR- 17 116 235/45 ZR- 17 94 235/50 ZR- 17 123 235/55 ZR- 17 107 245/40 ZR- 17XL 101 245/45 ZR- 17 102 255/40 ZR- 17 99 275/40 ZR- 17 111 215/40 ZR- 18 106 225/40 ZR- 18XL 111 225/45 ZR- 18XL 136 235/40 ZR- 18XL 112 235/50 ZR- 18 142 245/40 ZR- 18XL 119 245/45 ZR- 18XL 145 255/35 ZR- 18XL 165 255/40 ZR- 18XL 155 255/45 ZR- 18XL 162 265/35 ZR- 18XL 163 265/40 ZR- 18 164 275/35 ZR- 18 179 275/40 ZR- 18 139 285/30 ZR- 18XL 179 285/35 ZR- 18 189 295/30 ZR- 18 185 235/35 ZR- 19XL 159 245/35 ZR- 19XL 188 245/40 ZR- 19XL 183 245/45 ZR- 19 172 255/35 ZR- 19 197 255/40 ZR- 19 192 275/30 ZR- 19XL 224 275/40 ZR- 19 214 225/35 ZR- 20 159 245/35 ZR- 20 141 245/40 ZR- 20 177 255/35 ZR- 20XL 148 275/30 ZR- 20XL 215 275/35 ZR- 20 198 285/30 ZR- 20XL 219 265/30 ZR- 22 235 295/25 ZR- 22XL 273

HTR Z III 195/55 R- 15 $68 205/40 R- 16 57 205/55 R- 16 73 205/60 R- 16 79 215/40 R- 16 62 215/60 R- 16 85 225/50 ZR- 16 75 225/60 R- 16 68 245/50 ZR- 16 82 205/40 ZR- 17 65 215/40 ZR- 17 80 215/45 ZR- 17 83 215/50 ZR- 17 83 225/45 ZR- 17 86 225/50 ZR- 17 113 235/40 ZR- 17 86 235/45 ZR- 17 91 235/50 ZR- 17XL 118 245/40 ZR- 17 93 245/45 ZR- 17 98 255/45 ZR- 17 101 275/40 ZR- 17 105 215/35 ZR- 18 99 225/35 ZR- 18 105 225/40 ZR- 18 98 235/40 ZR- 18 103 245/40 ZR- 18 109

HTR+

P 175/65 R- 14 $56P 185/60 R- 14 49P 185/65 R- 14 52P 195/60 R- 14 49P 195/65 R- 14 56P 195/70 R- 14 56P 205/60 R- 14 55P 185/65 R- 15 55P 195/60 R- 15 56P 195/65 R- 15 57P 205/60 R- 15 57P 205/65 R- 15 57P 215/60 R- 15 60P 215/65 R- 15 61P 205/55 R- 16 81P 215/55 R- 16 82P 215/60 R- 16 66P 225/50 R- 16 85P 225/55 R- 16 84P 225/60 R- 16 69P 235/55 R- 16 87P 245/50 R- 16 91P 225/55 R- 17 91

HTR H4 P 165/70 R- 13 $45P 175/70 R- 13 47P 185/70 R- 13 49P 175/65 R- 14 49P 175/70 R- 14 49P 185/60 R- 14 55P 185/65 R- 14 54P 185/70 R- 14 49P 195/60 R- 14 58P 195/70 R- 14 54P 205/70 R- 14 57P 215/70 R- 14 58P 195/60 R- 15 61P 195/65 R- 15 56P 205/60 R- 15 67P 205/65 R- 15 61P 205/70 R- 15 58P 215/60 R- 15 67P 215/65 R- 15 62P 215/70 R- 15 61P 205/55 R- 16 73P 215/60 R- 16 68P 225/60 R- 16 74

HTR T4 175/50 R- 13 $51 175/70 R- 13 45 185/60 R- 13 46 195/60 R- 13 49 205/60 R- 13 54 215/50 R- 13 53 175/65 R- 14 52 175/70 R- 14 49 185/60 R- 14 49 185/65 R- 14 57 185/70 R- 14 52 195/60 R- 14 53 195/70 R- 14 55 205/60 R- 14 56 205/70 R- 14 58 195/50 R- 15 72 195/60 R- 15 56 195/65 R- 15 66 205/50 R- 15 74 205/60 R- 15 57 205/65 R- 15 66 215/60 R- 15 62 225/50 R- 15 82

HTR 200

205/50 ZR- 17 $65 245/45 ZR- 17 71P 275/40 ZR- 17 94P 315/35 ZR- 17 115

HTR Z

SPECIALS

©2009 Tire Rack1-800-981-3782 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pmPricing Effective July 1-31, 2009

Prices Subject to Change

P 175/70 R- 13 $70P 175/65 R- 14 83P 175/70 R- 14 79P 185/65 R- 14 85P 185/70 R- 14 86P 195/65 R- 14 97P 195/70 R- 14 86P 205/70 R- 14 93P 205/75 R- 14 86P 215/70 R- 14 98P 185/60 R- 15 101P 195/60 R- 15 99P 195/65 R- 15 85P 205/60 R- 15 99P 205/65 R- 15 102P 205/70 R- 15 99P 215/65 R- 15 111P 215/70 R- 15 97 205/55 R- 16 113P 205/60 R- 16 111 215/65 R- 16 104P 225/60 R- 16 115

Harmony

185/65 R- 15 $103 195/60 R- 15 108 195/60 R- 15 145 195/65 R- 15 111 205/60 R- 15 106 205/65 R- 15 105 205/65 VR- 15 131 215/60 R- 15 85 225/60 R- 15 133 205/55 R- 16 125 205/55 R- 16 149 205/60 R- 16 120 205/60 R- 16 171 205/65 R- 16 124 215/55 HR- 16 125 215/55 R- 16 151P 215/60 R- 16 131 225/60 R- 16 131 225/60 R- 16 140 225/65 R- 16 132 235/60 R- 16 137 215/50 R- 17XL 155 215/50 R- 17XL 169 215/55 R- 17 139 225/45 R- 17XL 175 225/55 R- 17XL 167 225/55 R- 17XL 178 235/55 R- 17XL 162 225/55 R- 18 179 225/60 R- 18 151 245/45 R- 18XL 217

Primacy MXV4

225/55 R- 16 $130 205/50 R- 17 194 235/45 R- 17 168

Pilot Exalto A/S

205/55 ZR- 16N $141 225/50 ZR- 16N0 159

Pilot Exalto PE2

205/55 ZR- 16 $131 215/55 ZR- 16 145 225/50 ZR- 16 168 225/55 ZR- 16 181 225/60 ZR- 16 140 245/50 ZR- 16 165 205/45 ZR- 17 182 205/50 ZR- 17 161 225/45 ZR- 17 169 225/50 ZR- 17 159 225/55 ZR- 17 189 235/45 ZR- 17 181 235/50 ZR- 17 189 235/55 ZR- 17 205 245/40 ZR- 17 193 245/45 ZR- 17 178 245/50 ZR- 17 222 255/40 ZR- 17 184 255/45 ZR- 17 217 275/40 ZR- 17 225 285/40 ZR- 17 269 225/40 ZR- 18XL 205 225/45 ZR- 18XL 202 235/40 ZR- 18 205 235/45 ZR- 18XL 204 235/50 ZR- 18 196 245/40 ZR- 18 233 245/45 ZR- 18XL 234 255/35 ZR- 18XL 251 255/40 ZR- 18 221 255/45 ZR- 18 212 265/35 ZR- 18XL 234 275/35 ZR- 18 248 275/40 ZR- 18 235 285/30 ZR- 18XL 308 285/35 ZR- 18 288 225/40 ZR- 19XL 245 235/35 ZR- 19XL 269 245/35 ZR- 19XL 269 245/40 ZR- 19 288 245/45 ZR- 19 272 255/35 ZR- 19XL 269 255/40 ZR- 19 299 275/30 ZR- 19XL 289 275/35 ZR- 19 328 275/40 ZR- 19 323 285/30 ZR- 19XL 353 245/30 ZR- 20XL 275 245/35 ZR- 20XL 248 245/40 ZR- 20 368

Pilot Sport A/S Plus

245/45 ZR- 17R $205 275/40 ZR- 18RFT 260

Pilot Sport A/SPlus ZP

205/50 ZR- 17 $187 205/55 ZR- 17 177 225/45 ZR- 17 191 235/40 ZR- 17 212 235/45 ZR- 17 195 235/50 ZR- 17N0 212 245/40 ZR- 17 236 245/45 ZR- 17 219 255/40 ZR- 17 242 265/40 ZR- 17 262 275/40 ZR- 17 285 335/35 ZR- 17XL 457 225/40 ZR- 18 259 225/40 ZR- 18XL 239 225/45 ZR- 18XL 225 235/40 ZR- 18 288 235/40 ZR- 18XL 267 245/40 ZR- 18XL 286 255/35 ZR- 18XL 304 255/40 ZR- 18 298 265/35 ZR- 18XL 316 275/35 ZR- 18 340 295/30 ZR- 18N2 416 295/35 ZR- 18 385 335/30 ZR- 18 436 235/35 ZR- 19 332 245/35 ZR- 19XL 341 245/35 ZR- 19XL 341 245/40 ZR- 19 266 245/40 ZR- 19XL 318 255/35 ZR- 19XL 368 255/40 ZR- 19 362 265/35 ZR- 19 365 265/35 ZR- 19XL 384 275/30 ZR- 19XL 391 275/35 ZR- 19XL 368 285/30 ZR- 19XL 427 285/35 ZR- 19 448 295/30 ZR- 19XL 497 305/30 ZR- 19XL 530 345/30 ZR- 19 480 255/35 ZR- 20XL 397 275/35 ZR- 20XL 376 285/30 ZR- 20XL 418

Pilot Sport PS2

255/30 ZR- 20X $330 255/35 ZR- 20XL 305 275/30 ZR- 20XL 308 275/35 ZR- 20XL 355 285/30 ZR- 20XL 287 295/25 ZR- 20XL 338

Pilot Sport A/SPlus continued

205/55 ZR- 16 $143 225/55 ZR- 16 167 245/50 ZR- 16 173 215/45 ZR- 17XL 160 225/45 ZR- 17XL 159 225/45 ZR- 17 158 225/50 ZR- 17 168 225/55 ZR- 17XL 185 245/45 ZR- 17 208 255/40 ZR- 17 207 255/45 ZR- 17 229 275/40 ZR- 17 234 285/40 ZR- 17 245 315/35 ZR- 17 323 225/40 ZR- 18XL 192 235/40 ZR- 18 227 235/50 ZR- 18XL 196 245/35 ZR- 18 213 245/45 ZR- 18XL 231 255/40 ZR- 18 265 255/45 ZR- 18XL 234 255/55 ZR- 18 217 275/40 ZR- 18 294 285/35 ZR- 18 290 295/35 ZR- 18 307 245/40 ZR- 19XL 330 245/45 ZR- 19 243 255/35 ZR- 19XL 272 255/40 ZR- 19 298 265/30 ZR- 19 287 265/50 ZR- 19XL 208 275/40 ZR- 19 272 305/35 ZR- 20 429 245/35 ZR- 21XL 427

Eagle F1 GS-D3

P 185/70 R- 14 $76P 195/70 R- 14 87P 195/60 R- 15 94P 195/65 R- 15 97P 205/60 R- 15 108P 205/65 R- 15 102P 205/70 R- 15 94 P 215/65 R- 15 101P 215/70 R- 15 99P 205/55 R- 16 116P 205/60 R- 16 113P 215/55 R- 16 117P 215/60 R- 16 119 215/65 R- 16 112P 225/50 R- 16 127 225/55 R- 16 126

Assurance TripleTred

P 235/45 ZR- 18 $289P 255/45 ZR- 18 128

Eagle F1 Supercar

195/55 R- 16 $220 195/55 R- 16 207

Excellence ROF

P 185/60 R- 15 $80P 185/65 R- 15 74P 195/60 R- 15 81P 195/65 R- 15 79P 205/60 R- 15 84P 205/65 R- 15 79P 205/70 R- 15 73P 215/60 R- 15 85 215/70 R- 15 79P 205/50 R- 16 106P 205/55 R- 16 99P 205/60 R- 16 93P 205/65 R- 16 90P 215/55 R- 16 103P 215/60 R- 16 90 215/65 R- 16 87P 225/60 R- 16 94 235/60 R- 16 108 235/65 R- 16 92P 215/55 R- 17 121P 215/60 R- 17 114P 215/65 R- 17 92P 225/55 R- 17 123P 225/60 R- 17 119 225/65 R- 17 100P 235/55 R- 17 127P 235/65 R- 17 105

Assurance Fuel Max

215/45 R- 17X $144 225/45 ZR- 17XL 138 235/40 ZR- 17 159 235/45 ZR- 17XL 150 245/40 ZR- 17XL 174 215/35 R- 18XL 144 225/35 ZR- 18XL 198 225/40 R- 18XL 176 235/40 ZR- 18XL 209 235/50 ZR- 18XL 189 245/35 ZR- 18XL 218 245/40 ZR- 18XL 193 245/45 ZR- 18XL 230 255/35 ZR- 18XL 229 255/45 ZR- 18XL 223 265/35 ZR- 18XL 252 265/40 ZR- 18XL 218 275/35 ZR- 18XL 229 225/35 ZR- 19XL 198 235/35 ZR- 19XL 223 245/35 ZR- 19XL 263 245/40 R- 19XL 311 255/30 ZR- 19XL 285 255/35 ZR- 19XL 252 265/30 ZR- 19XL 252 275/30 ZR- 19XL 303 245/30 ZR- 20XL 299 255/30 ZR- 20XL 276 255/35 ZR- 20XL 247 285/25 ZR- 20XL 323 295/30 ZR- 20XL 379

Eagle F1 Asymmetric

195/55 R- 15 $72 195/60 R- 15 64 195/65 R- 15 64 205/60 R- 15 67 205/65 R- 15 72 215/60 R- 15 68 205/50 R- 16 87 205/55 R- 16 89 205/60 R- 16 79 215/55 R- 16 90 215/60 R- 16 87 225/50 R- 16 95 225/55 R- 16 99 225/60 R- 16 85 205/50 R- 17XL 110 215/45 ZR- 17XL 98 215/50 R- 17 110 215/55 R- 17 120 225/45 ZR- 17XL 102 225/50 ZR- 17 113 225/55 R- 17 114 235/45 ZR- 17 113 235/50 ZR- 17 125 235/55 ZR- 17 121 245/40 ZR- 17 130 245/45 ZR- 17 113 255/40 ZR- 17 124 215/45 ZR- 18XL 125 225/40 ZR- 18XL 116 225/45 ZR- 18XL 129 235/40 ZR- 18XL 134 235/50 ZR- 18 153 245/40 ZR- 18 135 245/45 ZR- 18 143 255/40 ZR- 18XL 159 245/40 ZR- 19XL 190 245/35 ZR- 20XL 149 255/35 ZR- 20XL 147 265/35 ZR- 22XL 132

Eagle GT

P 225/60 R- 16 $116 235/65 R- 16 119P 215/50 R- 17 142P 215/55 R- 17 141P 215/60 R- 17 133P 215/65 R- 17 115P 225/55 R- 17 144 235/55 R- 17 140 235/65 R- 17 135P 225/50 R- 18 152

Assurance TripleTred continued

Sumitomo HTR Z III

The HTR Z III (High Technology Radials-3rd generation) tire was developed for sports cars, sporty coupes and high performance sedans and is designed to showcase Sumitomo’s technical resources by providing high-speed handling stability along with traction on dry and wet roads. Like all summer tires, it is not intended to be driven in near-freezing temperatures, through snow or on ice.

205/50 ZR- 17 XL

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

225/50 ZR- 17 235/45 ZR- 17 235/50 ZR- 17 235/55 ZR- 17 245/40 ZR- 17XL

245/45 ZR- 17 255/40 ZR- 17 275/40 ZR- 17 215/40 ZR- 18 225/40 ZR- 18 XL

225/45 ZR- 18 XL

235/40 ZR- 18 XL

235/50 ZR- 18 245/40 ZR- 18 XL

245/45 ZR- 18 XL

255/35 ZR- 18 XL

255/40 ZR- 18 XL

255/45 ZR- 18 XL

265/35 ZR- 18 XL

265/40 ZR- 18 275/35 ZR- 18 275/40 ZR- 18 285/30 ZR- 18 XL

285/35 ZR- 18 295/30 ZR- 18 235/35 ZR- 19 XL

245/35 ZR- 19 XL

245/40 ZR- 19 XL

245/45 ZR- 19 255/35 ZR- 19 255/40 ZR- 19 275/30 ZR- 19 XL

275/40 ZR- 19 225/35 ZR- 20 245/35 ZR- 20 XL

245/40 ZR- 20 255/35 ZR- 20 XL

275/30 ZR- 20 XL

275/35 ZR- 20 285/30 ZR- 20 XL

265/30 ZR- 22 295/25 ZR- 22 XL

195/55 R- 15 205/40 R- 16 205/55 R- 16 205/60 R- 16 215/40 R- 16 215/60 R- 16 225/50 ZR- 16 225/60 R- 16 245/50 ZR- 16 205/40 ZR- 17 215/40 ZR- 17 215/45 ZR- 17

215/50 ZR- 17 225/45 ZR- 17 225/50 ZR- 17 235/40 ZR- 17 235/45 ZR- 17 235/50 ZR- 17 XL

245/40 ZR- 17 245/45 ZR- 17 255/45 ZR- 17 275/40 ZR- 17 215/35 ZR- 18 225/35 ZR- 18

225/40 ZR- 18 235/40 ZR- 18 245/40 ZR- 18

For a complete list of sizes and prices visit www.tirerack.com

Five Rib Tread Pattern Independent shoulder and intermediate tread blocks and a continuous center rib enhance dry cornering and stability.

Sumitomo’s Reverse Pattern Siping adds strategically located biting edges in the treadpattern to increase light snow and slush traction.

Circumferential and Curvilinear Grooves evacuate water from the footprint to enhance wet traction and reduce the risk of hydroplaning.

Ask about our Tire Road Hazard Service Program

©2009 Tire Rack1-800-981-3782 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm

NOTE: Like all summer tires, the HTR Z III is not intended to be driven in near-freezing temperatures,through snow or on ice.

Five Rib Asymmetric Tread PatternLarge outboard tread blocks promote responsive handling, high-speed stability and dry road traction.

Wide Circumferentialand Long Lateral Groovesprovide drainage that helps evacuate water toincrease wet traction and hydroplaning resistance.

Continuous Inboard Ribsimprove tire longevity by resisting irregular wear associated with independent rear suspensions.

Sumitomo HTR+

The HTR+ (High Technology Radials-Plus All-Season traction) was developed to meet the year-round driving needs of sports

car, coupe and sedan drivers by blending dry and wet road performance with light snow traction. HTR+ radials combine Sumitomo’s high-tech, ultra high-performance materials with their All-Season technology.PLUS

HIGHTECHRADIALHIGHTECHRADIAL

PLUS

©2009 Tire Rack1-800-981-3782 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pmPricing Effective July 1-31, 2009

Prices Subject to Change

Ask about our Tire Road Hazard Service Program

L I G H T T R U C K & S U V T I R E S L I G H T T R U C K & S U V T I R E SL I G H T T R U C K & S U V T I R E S

SPECIALS

P 225/70 R- 16 $86 P 235/70 R- 16 89 P 245/70 R- 16 94 P 255/70 R- 16 98 P 265/70 R- 16 106 LT 265/75 R- 16C 116 P 235/65 R- 17 109 P 245/65 R- 17 114 P 265/65 R- 17 121 P 265/70 R- 17 109 P 275/65 R- 18 153 P 285/60 R- 18 145 P 275/55 R- 20 155 P 275/60 R- 20 154

XTi

185/60 R- 14 $45 195/60 R- 14 49 185/65 R- 15 52 195/60 R- 15 48 195/65 R- 15 52 205/60 R- 15 51 205/65 R- 15 54 215/60 R- 15 54 215/65 R- 15 55 225/60 R- 15 56 205/50 R- 16 69 205/55 R- 16 72 205/60 R- 16 59 215/55 R- 16 78 215/60 R- 16 60 225/50 R- 16 81 225/55 R- 16 85 225/60 R- 16 64 205/40 R- 17XL 63 215/45 R- 17 74 215/50 R- 17 89 225/45 R- 17 79 235/45 R- 17 88 245/45 R- 17 89

HRi

195/55 R- 15 $70 205/50 R- 16 75 205/55 R- 16 73 215/60 R- 16 71 225/50 R- 16 88 215/50 R- 17XL 92 215/55 R- 17 92P 225/55 R- 17 96

VRi 205/55 ZR- 16 $81

225/50 ZR- 16 91

225/55 ZR- 16 92

245/45 ZR- 16 102

245/50 ZR- 16 98

205/40 ZR- 17XL 76

215/40 ZR- 17 83

215/45 ZR- 17 86

215/50 ZR- 17XL 104

225/45 ZR- 17 91

235/40 ZR- 17 98

235/45 ZR- 17 102

245/40 ZR- 17 103

245/45 ZR- 17 103

255/40 ZR- 17 105

P 255/45 ZR- 17 110

255/50 ZR- 17 125

275/40 ZR- 17 121

215/35 ZR- 18ZRF 109

225/40 ZR- 18 95

235/40 ZR- 18 117

245/40 ZR- 18 135

265/35 ZR- 18 154

285/60 R- 18 119

225/35 ZR- 19XL 140

235/35 ZR- 19ZRF 148

245/35 ZR- 19ZRF 157

275/30 ZR- 19ZRF 176

255/35 ZR- 20 135

265/50 R- 20 139

275/45 R- 20 125

275/55 R- 20 128

ZRi

P 225/70 R- 14OWL $90 P 215/70 R- 15 76 P 215/75 R- 15OWL 87 P 225/70 R- 15OWL 89 P 225/75 R- 15OWL 89 P 235/70 R- 15OWL 95 P 235/75 R- 15OWL 93 LT 235/75 R- 15C OWL 98 P 255/70 R- 15OWL 95 P 265/75 R- 15OWL 100 LT 31X10.5 R- 15C OWL 109 P 215/70 R- 16 88 P 225/70 R- 16OWL 94 P 225/75 R- 16XL 94 P 235/65 R- 16 102 P 235/70 R- 16XL OWL 99 P 235/75 R- 16XL OWL 98 P 245/70 R- 16OWL 104 P 245/75 R- 16OWL 99 P 255/65 R- 16OWL 116 P 255/70 R- 16OWL 109 P 265/70 R- 16OWL 114 P 265/75 R- 16OWL 125 LT 265/75 R- 16C OWL 125 225/65 R- 17 109 P 235/60 R- 17 112 P 235/65 R- 17 114 P 235/70 R- 17XL OWL 115 P 245/65 R- 17OWL 125 P 245/70 R- 17OWL 119 P 255/65 R- 17OWL 127 P 265/65 R- 17 131 P 265/70 R- 17OWL 123 P 265/75 R- 16OWL 108 P 275/60 R- 17 132 P 235/65 R- 18OWL 125 P 245/60 R- 18 129 P 265/60 R- 18OWL 144 P 265/65 R- 18 125 P 265/65 R- 18OWL 133 P 265/70 R- 18OWL 139 P 265/50 R- 20 169 P 275/55 R- 20 158 P 275/60 R- 20OWL 155

Destination LE

255/55 ZR- 18XL $276 275/45 ZR- 19XL 280 275/45 ZR- 20XL 347 295/35 ZR- 21XL 428

Latitude Sport

31X10.5 R- 15C OWL $167 33X12.5 R- 15C OWL 203 35X12.5 R- 15C OWL 228 LT 265/75 R- 16E OWL 220 LT 285/75 R- 16D OWL 216 LT 305/70 R- 16D OWL 246 LT 315/75 R- 16E OWL 255 LT 265/70 R- 17E OWL 228 LT 285/70 R- 17D OWL 280 LT 305/65 R- 17E 253 LT 315/70 R- 17D OWL 282

Crusher

295/40 R- 22XL $382Latitude Tour HP

31X10.5 R- 15C OWL $158 33X12.5 R- 15C OWL 195 35X12.5 R- 15C OWL 222 LT 265/75 R- 16E OWL 205 LT 285/75 R- 16D OWL 204 LT 305/70 R- 16D OWL 234 LT 315/75 R- 16D OWL 243 LT 265/70 R- 17E OWL 209 LT 285/70 R- 17D OWL 261 33X12.5 R- 17D OWL 235 35X12.5 R- 17D OWL 291 LT 305/60 R- 18E 296 LT 305/70 R- 18E 309 LT 325/60 R- 18E 293 LT 325/65 R- 18E 338 LT 305/55 R- 20E 317 LT 325/50 R- 20E 348 35X12.5 R- 20E 350 35X13.5 R- 20E 381

Radial F-C II

P 235/75 R- 15OWL $123 P 265/70 R- 15 139 P 215/75 R- 16OWL 127 P 225/70 R- 16OWL 161 P 225/75 R- 16OWL 117 P 235/70 R- 16 149 P 235/70 R- 16OWL 139 P 245/70 R- 16 142 P 245/70 R- 16OWL 135 P 245/75 R- 16OWL 147 P 255/65 R- 16 159 P 255/70 R- 16OWL 148 P 265/70 R- 16OWL 167 225/65 R- 17 169 P 245/65 R- 17 169 P 245/65 R- 17OWL 172 P 255/60 R- 17 179 P 255/75 R- 17 182 P 265/65 R- 17OWL 194 P 265/70 R- 17 186 P 265/70 R- 17OWL 187 P 245/60 R- 18 142 P 265/70 R- 18 203 P 275/55 R- 18 183 P 255/60 R- 19 108

Latitude Tour

P 225/70 R- 14OWL $91 P 205/75 R- 15OWL 84 P 215/75 R- 15OWL 92 P 225/70 R- 15OWL 98 P 225/75 R- 15OWL 94 P 235/70 R- 15OWL 104 LT 235/75 R- 15OWL 105 P 235/75 R- 15XL 101 P 235/75 R- 15XL OWL 102 LT 30X9.5 R- 15OWL 108 LT 31X10.5 R- 15OWL 117 LT 33X12.5 R- 15OWL 139 P 235/70 R- 16OWL 109 P 235/75 R- 16 102 P 235/75 R- 16OWL 105 P 245/70 R- 16OWL 109 LT 245/75 R- 16OWL C 133 P 245/75 R- 16OWL 110 P 255/70 R- 16OWL 119 P 265/70 R- 16OWL 119 LT 265/70 R- 16D OWL 146 P 265/75 R- 16OWL 122 LT 265/75 R- 16OWL C 139 LT 285/75 R- 16OWL E 166 LT 305/70 R- 16OWL 175 LT 315/75 R- 16D 192 P 235/65 R- 17 132 P 235/70 R- 17OWL XL 123 P 235/75 R- 17OWL 122 P 245/65 R- 17OWL 135 P 245/70 R- 17OWL 122 P 245/75 R- 17OWL 126 P 255/65 R- 17OWL 132 P 255/70 R- 17OWL 129 P 255/75 R- 17 133 P 265/65 R- 17OWL 151 P 265/70 R- 17OWL 134 LT 265/70 R- 17C OWL 155 LT 275/70 R- 17C OWL 167 LT 285/70 R- 17D OWL 183 P 285/70 R- 17OWL 144 LT 315/70 R- 17D OWL 195 P 255/70 R- 18OWL 142 P 265/60 R- 18OWL 161 P 265/70 R- 18OWL 150 P 275/65 R- 18OWL 159 LT 325/65 R- 18E 270 P 275/55 R- 20OWL 145 P 275/60 R- 20OWL 167

Destination A/T

LT 235/75 R- 15C $104 LT 215/85 R- 16E 123 LT 225/75 R- 16E 125 LT 235/85 R- 16E 114 LT 245/75 R- 16E 129 LT 265/75 R- 16E 134 LT 265/75 R- 16E OWL 134 LT 8.75 R- 16.5E 125 LT 9.50 R- 16.5E 136 LT 235/80 R- 17E 138 LT 245/70 R- 17E 135 LT 245/75 R- 17E OWL 149 LT 265/70 R- 17E OWL 149 LT 275/65 R- 18E OWL 178 LT 275/70 R- 18E OWL 169

Transforce HT

P 205/70 R- 15OWL $111 P 215/75 R- 15OWL 116 P 225/70 R- 15OWL 113 P 225/75 R- 15OWL 120 P 235/70 R- 15OWL 116 P 235/75 R- 15OWL 123 P 265/70 R- 15 150 P 215/70 R- 16OWL 139 P 225/70 R- 16OWL 142 P 225/75 R- 16OWL 126 P 235/70 R- 16 117 P 235/75 R- 16OWL 133 P 245/70 R- 16 144 P 245/75 R- 16OWL 143 255/65 R- 16 159 P 265/70 R- 16OWL 159 P 265/75 R- 16 152 P 275/70 R- 16 173 225/65 R- 17 139 235/65 R- 17 133 P 245/65 R- 17 165 P 255/75 R- 17 155 275/55 R- 17 165 P 275/60 R- 17 158 255/55 R- 18XL 185 P 285/60 R- 18 199 275/40 R- 20XL 234 P 275/55 R- 20 183 P 285/45 R- 22 210

Dueler H/L Alenza

P 225/75 R- 15OWL $121 P 235/70 R- 15OWL 132 P 235/75 R- 15OWL 126 LT 235/75 R- 156P OWL 140 LT 30x9.5 R- 15OWL 145 LT 31x10.5 R- 15OWL 163 P 265/70 R- 15OWL 147 LT 215/85 R- 16E OWL 169 LT 225/75 R- 16E OWL 174 P 235/70 R- 16OWL 142 LT 235/85 R- 16OWL 178 P 245/70 R- 16OWL 148 LT 245/75 R- 1610P/OW 179 LT 245/75 R- 16OWL 166 P 245/75 R- 16OWL 137 P 255/70 R- 16OWL 153 LT 265/75 R- 1610P/OW 200 LT 265/75 R- 166P/OWL 181 P 265/75 R- 16OWL 146 P 275/70 R- 16OWL 172 LT 285/75 R- 16OWL 198 P 235/65 R- 17OWL 147 P 235/75 R- 17OWL 150 P 245/70 R- 17OWL 154 P 265/65 R- 17OWL 187 LT 265/70 R- 17OWL E 202

Dueler A/T Revo

P 235/75 R- 15XL OWL $109 P 265/70 R- 15 116 P 225/70 R- 16OWL 120 P 265/70 R- 16OWL 137 P 245/65 R- 17 155 P 265/70 R- 18OWL 162

Scorpion STR A

P 245/70 R- 16 $133 LT 245/75 R- 16E 148 P 265/70 R- 16 147 LT 265/75 R- 16E 149 P 245/65 R- 17 136 LT 325/60 R- 20D 266 LT 325/45 R- 24E 423

Scorpion ATR

P 205/70 R- 15 $97 215/65 R- 16 121 P 215/70 R- 16 119 P 235/70 R- 16 118 P 255/65 R- 16 153 235/50 R- 18 180 P 275/45 R- 20 265 P 305/50 R- 20 213

Scorpion STR

325/35 R- 28XL $812Ecsta STX KL12

205/70 R- 15 $69 265/70 R- 15 100 215/65 R- 16 86 215/70 R- 16 87 225/70 R- 16 91 235/60 R- 16 87 235/70 R- 16 95 245/70 R- 16 98 255/55 R- 16 94 255/65 R- 16 96 265/70 R- 16 99 275/70 R- 16 102 235/65 R- 17XL 115 255/60 R- 17 124 275/55 R- 17 136 255/55 ZR- 18XL 119 255/50 ZR- 19XL 156 285/45 ZR- 19 189 275/55 R- 20XL 124 285/50 R- 20 134 295/45 R- 20XL 125 295/50 R- 20XL 128 305/40 R- 22XL 154 305/45 R- 22XL 154 305/40 R- 23XL 156 305/40 R- 24XL 264 315/35 R- 24XL 230

Grabber UHP

P 255/70 R- 15 $90 P 225/70 R- 16 91 235/75 R- 16 91 P 235/75 R- 16 95 245/70 R- 16 97 P 245/70 R- 16 94 P 245/75 R- 16 95 P 255/65 R- 16 112 P 255/70 R- 16 103 P 265/70 R- 16 104 P 275/70 R- 16 122 P 275/70 R- 16BW 118 P 255/65 R- 17 123 LT 265/70 R- 17 112 P 265/70 R- 17 116 P 275/60 R- 17 128 255/55 R- 18XL 139L T 275/65 R- 18E 170L T 275/70 R- 18E 165 275/55 R- 20XL 137

Grabber HTS

205/75 R- 15OWL $76Grabber AT2

255/55 R- 18 $108 285/60 R- 18 114 275/45 R- 20 117 275/55 R- 20XL 126 285/50 R- 20 129 P 295/45 R- 20 133 305/50 R- 20 126 265/35 R- 22XL 153 285/35 R- 22 195 305/40 R- 22 158 P 305/45 R- 22 159

HTR Sport H/P

205/70 R- 15 $75 215/70 R- 15 77 LT 215/75 R- 15OWL 92 P 225/70 R- 15OWL 83 P 235/70 R- 15OWL 96 LT 235/75 R- 15C OWL 89 P 235/75 R- 15OWL 95 30X9.5 R- 15C OWL 99 265/70 R- 15 107 31X10.5 R- 15OWL 107 32X11.5 R- 15C OWL 126 33X12.5 R- 15OWL 133 215/60 R- 16 98 215/65 R- 16 92 215/70 R- 16 89 LT 215/85 R- 16D OWL 106 225/70 R- 16 98 LT 225/75 R- 16D OWL 104 235/60 R- 16 108 P 235/70 R- 16OWL 94 LT 235/85 R- 16E OWL 108 P 245/70 R- 16OWL 100 LT 245/75 R- 16E OWL 117 255/65 R- 16 113 P 255/70 R- 16OWL 108 P 265/70 R- 16OWL 109 LT 265/75 R- 16E 127 LT 265/75 R- 16D OWL 122 275/70 R- 16 111 LT 285/75 R- 16D 136 LT 315/75 R- 16D 169 225/60 R- 17 119 225/65 R- 17 116 225/70 R- 17 101 235/65 R- 17XL 119 P 235/70 R- 17OWL 107 245/65 R- 17 125 LT 245/70 R- 17E 138 255/65 R- 17 130 P 255/70 R- 17OWL 114 265/65 R- 17 137 LT 265/70 R- 17E 151 P 265/70 R- 17OWL 123 P 275/60 R- 17OWL 167 275/65 R- 17 155 LT 315/70 R- 17D 182 37X12.5 R- 17D 275 225/55 R- 18 140 265/60 R- 18 176 P 265/70 R- 18 157 275/60 R- 18 183 LT 275/65 R- 18C OWL 167 305/45 R- 20 185

Geolandar A/T-S

265/60 R- 18 $140Geolandar H/T-S G052

225/65 R- 17 $107 225/60 R- 18 142 235/55 R- 18 148 235/60 R- 18 142 245/60 R- 18 151 235/55 R- 19 162 245/45 R- 20 142 245/50 R- 20 160 255/45 R- 20XL 141 255/50 R- 20XL 155 265/50 R- 20XL 141 255/40 R- 20 145 275/40 R- 20XL 141 275/45 R- 20XL 131 275/55 R- 20XL 141

Parada Spec-X

285/50 R- 20XL $135 295/45 R- 20XL 139 305/50 R- 20XL 142 255/30 R- 22XL 192 265/30 R- 22XL 206 265/35 R- 22XL 165 265/40 R- 22XL 186 285/35 R- 22XL 198 285/40 R- 22XL 224 285/45 R- 22XL 164 305/40 R- 22XL 154 305/45 R- 22XL 157 285/35 R- 23XL 179 285/40 R- 23XL 218 305/40 R- 23XL 204 285/40 R- 24XL 316 295/35 R- 24XL 339 305/35 R- 24XL 339 315/35 R- 24XL 379 315/40 R- 25XL 716 315/40 R- 26XL 482 325/35 R- 28XL 1050 315/35 R- 30 1978

Parada Spec-X continued

215/75 R- 15OWL $91 235/75 R- 15OWL 94 255/70 R- 15OWL 102 215/70 R- 16 96 225/75 R- 16 99 235/65 R- 16 112 235/70 R- 16 107 P 235/70 R- 16OWL 106 245/70 R- 16 105 245/75 R- 16OWL 108 255/65 R- 16 121 255/70 R- 16OWL 111 P 265/70 R- 16 119 265/70 R- 16 121 265/75 R- 16OWL 117 235/65 R- 17 128 235/65 R- 17OWL 122 245/65 R- 17 129 245/65 R- 17OWL 131 255/60 R- 17 133 265/65 HR- 17 131 265/65 R- 17 131 275/55 R- 17 156 275/60 R- 17OWL 133 P 245/60 R- 18 105 255/55 R- 18XL 154 275/60 R- 18 158 255/70 R- 18 149 265/70 R- 18OWL 153

CrossContact LX

C 195/70 R- 15D $88Vanco 2

C 195/70 R- 15D $108 C 215/85 R- 16E 92 LT 245/75 R- 16E 110

Vanco 4 Season

P 215/75 R- 15OWL $79 P 225/70 R- 15OWL 91 P 225/75 R- 15OWL 87 P 235/70 R- 15OWL 97 P 235/75 R- 15XL OWL 95 P 265/70 R- 15OWL 121 P 265/75 R- 15OWL 110 P 215/70 R- 16OWL 98 P 215/75 R- 16OWL 100 P 225/70 R- 16OWL 104 P 225/75 R- 16XL OWL 98 P 235/65 R- 16 120 P 235/70 R- 16OWL 113 P 235/75 R- 16XL OWL 100 P 245/70 R- 16OWL 116 P 245/75 R- 16OWL 100 P 255/65 R- 16 117 P 255/70 R- 16OWL 115 P 265/75 R- 16OWL 118 P 225/65 R- 17OWL 144 P 235/60 R- 17 122 P 235/65 R- 17OWL 123 P 235/70 R- 17XL 131 P 235/75 R- 17 125 P 245/65 R- 17OWL 137 P 245/70 R- 17OWL 127 P 255/65 R- 17OWL 129 P 255/70 R- 17OWL 132 P 265/65 R- 17 141 P 265/70 R- 17OWL 133 P 275/60 R- 17OWL 120 P 235/65 R- 18 134 P 265/70 R- 18OWL 144 P 275/55 R- 20 156 P 275/60 R- 20 156

Long Trail T/A Tour

LT 225/75 R- 16E $141All-Terrain T/A KO

195/55 R- 16 $141 205/55 R- 16 137 205/45 R- 17 202 225/45 R- 17 172

ContiProContact SSR

285/30 ZR- 18 $288

ContiSportContact 2

175/65 R- 15 $79P 185/65 R- 15 74 195/55 R- 15XL 97 195/60 R- 15 66P 195/65 R- 15 56 195/65 R- 15 64 205/60 R- 15 79 205/70 R- 15 67 205/65 R- 15 69 215/60 R- 15 79 215/60 HR- 15 77 215/65 R- 15 71 215/70 R- 15 69 225/70 R- 15OWL 73 235/70 R- 15OWL 79 205/50 R- 16 115 205/55 R- 16 102P 205/55 R- 16 91 205/60 R- 16 109P 205/60 R- 16 92 205/65 R- 16 79 215/55 R- 16 102 215/55 R- 16XL 104 215/55 R- 16 111P 215/60 R- 16 77 225/50 R- 16 122 225/60 R- 16 81 235/60 R- 16 113 205/50 R- 17 140 215/50 R- 17 131 215/65 R- 17 96 225/45 R- 17 132 225/45 R- 17MO 132 225/55 R- 17 129 235/45 R- 17 131 235/55 ZR- 17 136 235/50 R- 18 139 245/40 HR- 18 159 245/40 HR- 18 204 255/45 R- 18 198 245/40 R- 19 228

ContiProContact

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

Wrangler MT/R with Kevlar

225/45 ZR- 17 $133 235/45 ZR- 17XL 154 245/40 ZR- 17 221 255/40 ZR- 17N3 229 235/40 ZR- 18XL 255 245/40 ZR- 18 251 255/35 ZR- 18 295 255/40 ZR- 18 269 255/40 ZR- 18XL 282 255/45 ZR- 18 259 265/35 ZR- 18XL 277 285/40 ZR- 18 418 235/35 ZR- 19XL 320 235/45 ZR- 19 310 245/45 ZR- 19BM 269 255/40 ZR- 19XL 325 255/50 ZR- 19 176 285/35 ZR- 19 423 295/30 ZR- 19N1 433 315/35 ZR- 20 431 295/35 ZR- 21XL 249

PZero Rosso Asimmetrico 225/45 ZR- 17X $185

235/45 ZR- 17XL 224

245/45 ZR- 17XL 275

225/40 ZR- 18XL 225

235/40 ZR- 18XL 283

245/40 ZR- 18XL 289

245/45 ZR- 18XL 284

265/40 ZR- 18XL 362

235/35 ZR- 19XL 332

245/35 ZR- 19XL 367

245/40 ZR- 19 379

255/40 ZR- 19XL 396

265/30 ZR- 19XL 399

275/40 ZR- 19XL 409

285/30 ZR- 19XL 466

295/30 ZR- 19XL 465

245/35 ZR- 20XL 407

255/35 ZR- 20XL 409

265/35 ZR- 20XL 476

275/35 ZR- 20XL 387

PZero

205/50 WR- 17 $244 205/50 R- 17 233 225/45 R- 17 198 225/50 R- 17 274 245/45 R- 17 309 255/40 R- 17 283 205/40 R- 18 260 225/40 R- 18 262 245/40 R- 18 333 255/35 R- 18 359 245/45 R- 19 433 275/40 R- 19 454 245/35 R- 21XL 509 275/30 R- 21XL 576

PZero RFT

245/40 YR- 19X $370

PZero Rosso Direzionale

205/45 ZR- 17 $206

225/45 ZR- 17 173

245/50 ZR- 17 313

225/40 ZR- 18N3 214

265/35 ZR- 18N3 305

275/40 ZR- 18 375

295/30 ZR- 18N3 392

PZero System Asimmetrico

225/45 WR- 17BM 199 255/40 ZR- 18 248 225/40 ZR- 19 290 255/35 ZR- 19 285

ContiSportContact

195/60 R- 14 $75

195/50 ZR- 15 77

205/50 ZR- 15 94

225/45 ZR- 15 99

225/50 ZR- 15 99

205/45 ZR- 16 96

205/50 ZR- 16 95

205/55 ZR- 16 97

215/45 ZR- 16 102

225/45 ZR- 16 106

225/50 ZR- 16 98

245/45 ZR- 16 113

215/40 ZR- 17XL 114

215/45 ZR- 17XL 114

225/45 ZR- 17XL 114

235/40 ZR- 17XL 122

245/40 ZR- 17XL 126

245/45 ZR- 17XL 125

215/35 ZR- 18XL 145

225/40 ZR- 18XL 157

235/40 ZR- 18XL 161

265/35 ZR- 18XL 206

315/30 ZR- 18 268

Ventus R-S2

225/45 ZR- 15 $124

225/50 ZR- 16 123

225/45 ZR- 17XL 142

255/40 ZR- 17XL 152

245/40 ZR- 18XL 211

265/35 ZR- 18XL 264

285/35 ZR- 18XL 300

Ventus R-S3

205/55 R- 16 $107 235/45 R- 17 138 235/50 R- 17 159 245/45 R- 17 145 275/40 R- 17 171 225/45 R- 18 161 235/35 R- 18 199 235/40 R- 18 181 235/45 R- 18XL 186 235/50 R- 18 189 245/45 R- 18 199 255/40 R- 18XL 227 275/35 R- 18 245 275/40 R- 18 237 255/40 R- 19XL 239 275/40 R- 19 245 245/30 R- 20XL 224 245/40 R- 20XL 255 255/35 R- 20XL 212 275/35 R- 20XL 295

ExtremeContact DW

205/55 R- 16 $97 225/55 R- 16 104 225/45 R- 17 122 235/45 R- 17 127 235/50 R- 17 149 245/45 R- 17 129 275/40 R- 17 149 225/45 R- 18 143 235/40 R- 18 149 235/40 R- 18XL 181 235/45 R- 18XL 179 235/50 R- 18 175 245/40 R- 18 159 245/45 R- 18 169 255/35 R- 18 211 255/40 R- 18XL 202 255/45 R- 18XL 189 265/35 R- 18XL 225 275/40 R- 18 211 235/35 R- 19XL 181 275/40 R- 19 231 245/30 R- 20XL 211 245/35 R- 20XL 199 245/40 R- 20XL 253 255/35 R- 20XL 159 275/35 R- 20XL 242 275/40 R- 20XL 231 265/30 R- 22XL 291 285/30 R- 22XL 305 255/30 R- 24XL 349

ExtremeContact DWS

P 215/70 R- 14 $74P 225/70 R- 14 78P 215/65 R- 15 80P 215/70 R- 15 75P 225/70 R- 15 79P 235/60 R- 15 86P 235/70 R- 15 82P 255/60 R- 15 92P 255/70 R- 15 89P 275/60 R- 15 95P 295/50 R- 15 119

Firehawk Indy 500

205/50 ZR- 16 $104P 205/55 R- 16 109P 225/50 ZR- 16 118P 225/55 ZR- 16 116P 225/60 ZR- 16 114P 245/50 ZR- 16 125 215/45 ZR- 17 125 235/50 ZR- 17 152 245/45 ZR- 17 143P 255/45 ZR- 17 175 265/40 ZR- 17 159P 275/40 ZR- 17 160P 285/40 ZR- 17 176 225/40 ZR- 18 145 295/35 ZR- 18 235P 255/45 R- 19 219 245/40 ZR- 20XL 235 275/35 ZR- 20 242P 295/40 R- 20 246

Firehawk Wide Oval

P 245/40 ZR- 18L $212P 285/35 ZR- 19 295

Firehawk Wide Oval RFT

285/50 ZR- 18 $178 SP Sport 9000

195/55 R- 15 $86

205/50 R- 16 102

205/55 R- 16 101

225/50 R- 16 119

215/40 ZR- 17 118

215/45 ZR- 17 125

225/45 ZR- 17 129

235/40 ZR- 17 141

235/45 ZR- 17 135

245/40 ZR- 17 156

245/45 ZR- 17 146

255/40 ZR- 17 161

225/40 ZR- 18 166

225/45 ZR- 18 173

235/40 ZR- 18 182

245/40 ZR- 18 187

245/45 ZR- 18 189

255/35 ZR- 18 225

265/35 ZR- 18 241

275/35 ZR- 18 246

Direzza Sport Z1 Star Spec 195/50 R- 15 $61

195/55 R- 15 69

205/50 R- 15 61

205/55 R- 15 74

195/50 R- 16 71

205/40 ZR- 16XL 77

205/45 ZR- 16 78

205/50 R- 16 83

205/55 R- 16 77

215/45 ZR- 16 123

215/50 R- 16 87

215/55 R- 16 84

225/50 R- 16 83

225/55 R- 16 90

205/45 ZR- 17 112

215/40 ZR- 17XL 89

215/45 ZR- 17 90

215/50 R- 17 90

225/45 ZR- 17XL 97

235/45 ZR- 17 99

245/40 ZR- 17 110

245/45 ZR- 17 99

255/40 ZR- 17 109

265/40 ZR- 17 127

215/35 ZR- 18XL 105

225/40 ZR- 18 115

225/45 ZR- 18 137

235/40 ZR- 18 120

245/40 ZR- 18 131

245/45 ZR- 18 156

Direzza DZ101

205/65 R- 15 $76 205/55 R- 16 89P 205/60 R- 16 81 215/55 R- 16 89 225/50 R- 16 95 225/55 R- 16 96 205/50 R- 17XL 104 215/45 R- 17XL 97 215/50 R- 17XL 109P 215/55 R- 17 111 225/45 ZR- 17XL 101 225/50 ZR- 17 112 235/45 R- 17XL 110 235/50 R- 17 122 235/55 R- 17 118 245/40 ZR- 17 121 245/45 ZR- 17XL 117 225/40 ZR- 18XL 108 225/45 R- 18XL 127P 225/60 R- 18 121 235/40 R- 18XL 126 235/50 R- 18 144 245/45 ZR- 18XL 141 245/35 ZR- 20XL 96 255/35 R- 20XL 136

SP Sport Signature

255/35 ZR- 18 $158

265/35 ZR- 18 153

275/35 ZR- 18 155

215/35 ZR- 19XL 120

225/35 ZR- 19XL 131

245/35 ZR- 19 155

275/30 ZR- 19 209

255/35 ZR- 20XL 124

Direzza DZ101continued

Grand Touring All-SeasonDeveloped to meet the needs of sporty coupe and luxury performance sedan drivers by blending touring tire characteristics with perfor-mance tire competence, the Ecsta LX Platinum is designed to provide responsive handling, long wear and a quiet, comfortable ride along with traction in dry, wet and wintry conditions, even in light snow.

185/60 R- 14 195/60 R- 14 185/65 R- 15 195/55 R- 15 195/60 R- 15 195/65 R- 15 205/60 R- 15 205/65 R- 15

215/60 R- 15 225/60 R- 15 205/55 ZR- 16 205/60 R- 16XL

205/65 R- 16 215/55 ZR- 16XL

215/60 R- 16 225/55 ZR- 16

225/60 ZR- 16 235/60 ZR- 16 205/50 ZR- 17XL

215/50 ZR- 17 215/55 ZR- 17 225/45 ZR- 17 225/50 ZR- 17XL

225/55 ZR- 17XL

235/45 ZR- 17 235/50 ZR- 17 235/55 ZR- 17XL

225/40 ZR- 18XL

225/45 ZR- 18XL

225/50 ZR- 18 235/40 ZR- 18XL

235/50 ZR- 18

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

255/45 ZR- 18 245/40 ZR- 19

XS Extreme Performance SummerThe Ecsta XS (eXtreme Street) was developed for passionate driving enthusiasts looking to make the most of their vehicle’s capabilities in competition, at the track or on the street. The Ecsta XS offers Kumho’s ultimate level of dry road performance.

205/50 R- 15 215/45 R- 16 225/50 R- 16 265/45 R- 16 215/45 R- 17 225/45 R- 17 235/45 R- 17 245/40 R- 17 245/45 R- 17

255/40 R- 17 275/40 R- 17 285/40 R- 17 295/35 R- 17 315/35 R- 17 335/35 R- 17 225/40 R- 18XL

225/45 R- 18XL

235/40 R- 18XL

245/35 R- 18XL

245/40 R- 18 265/35 R- 18XL

275/35 R- 18XL

315/30 R- 18 285/35 R- 19 345/30 R- 19

NOTE: Like all summer tires, the Ecsta XS is not intended to be driven in near-freezing temperatures, through snow or on ice.

ASX Ultra High Performance All-SeasonDeveloped for sports cars, coupes and sedans. The Ecsta ASX (ASX for All-Season Xtreme) is designed to blend responsive handling with dry, wet and year-round traction, even in light snow.

195/55 R- 15 195/60 R- 15 195/65 R- 15 205/50 ZR- 15 205/55 R- 15 205/60 R- 15 205/65 R- 15 225/60 R- 15 195/50 ZR- 16 205/40 ZR- 16 205/45 ZR- 16XL

205/50 ZR- 16 205/55 ZR- 16 215/50 ZR- 16 215/55 ZR- 16 225/50 ZR- 16

225/55 ZR- 16 225/60 R- 16 235/60 R- 16 245/50 ZR- 16 205/40 ZR- 17XL

205/50 ZR- 17 215/40 ZR- 17 215/45 ZR- 17 215/50 ZR- 17 215/55 R- 17 225/45 ZR- 17 225/50 ZR- 17 225/55 ZR- 17 235/40 ZR- 17 235/45 ZR- 17 235/50 ZR- 17

235/55 ZR- 17 245/40 ZR- 17 245/45 ZR- 17 255/40 ZR- 17 255/45 ZR- 17 255/50 ZR- 17 275/40 ZR- 17 285/40 ZR- 17 215/35 ZR- 18XL

215/45 ZR- 18XL

225/40 R- 18RF

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

235/45 ZR- 18 235/50 ZR- 18 245/40 ZR- 18

245/45 ZR- 18 255/35 ZR- 18 255/45 ZR- 18 265/35 ZR- 18 275/35 ZR- 18 275/40 ZR- 18 245/40 ZR- 20 245/45 ZR- 20 255/45 ZR- 20 245/30 ZR- 22XL

255/30 ZR- 22XL

285/25 ZR- 22XL

295/25 ZR- 22 255/30 ZR- 24XL

275/30 ZR- 24XL

275/25 ZR- 24

Ask about our Tire Road Hazard Service Program

©2009 Tire Rack1-800-981-3782 www.tirerack.comHours: EST M-F 8am-8pm SAT 9am-4pm

AUG 200990

ROAD TEST

THE BULL REDUXTHE TAURUS MOVES UPSCALE, IF NOT COMPLETELY BACK INTO OUR HEARTS.

BY TONY SWAN

PHOTOGRAPHY BY AARON KILEY

AUG 2009 91

THE VERDICT

Pleasant to behold,

easy to respect,

but hard to love.

2010 FORD TAURUS LIMITEDTHE HIGHS

Subdued good looks, solid

chassis, roomy interior,

quiet comfort at all speeds.

THE LOWS

Rubbery steering, tepid

responses, lamentable braking

distances, hefty curb weight.

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2010 FORD TAURUS LIMITEDROAD TEST

MARK GILLIESNo matter how beautifully styled

and luxurious this new Taurus is, I

still can’t get my head past the fact

that it’s based on Volvo architecture

that’s seemingly as old as the ark.

The Taurus rides nicely on the

highway and is very refined, but

it’s a plodder on any winding road.

More significantly for the target

audience, which isn’t comprised

of mental-nutter-bastards like me,

there’s no headroom for anyone

over 5 feet 10 inches tall, and that’s

a travesty in such a big car.

TONY QUIROGAA confession: I’m a fan of the

previous Five Hundred/Taurus.

Why? It was a big, solid sedan

that blended quiet refinement

with unobtrusiveness. Sounds

backhanded? Don’t underestimate

unobtrusiveness. Not being irritated

and actually being soothed by your

car is how Lexus built its brand.

For 2010, the Taurus truly enters

the 21st century (finally), with a

new design and its manners intact.

Gripes? Headroom is fine, but the

headrests will poke your occiput;

maybe that’s what Gillies thought

was the ceiling.

COUNTERPOINT

92 AUG 2009

93 AUG

2009

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BLACK IS BEAUTIFULTouch pad, now flush (at right), unlocks and locks. In back, enough space for three adults.

ROAD TEST

94

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FWFO�UIF�)POEB�"DDPSE��� L

AUG 2009

CARANDDRIVER.COM 95AUG

2009

Price (AS TESTED)

Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

Options: navigation system, $1995; Rapid Spec package 302A (includes power-adjustable pedals, auto high-beams, rain-sensing wipers, blind-spot detection, and premium audio), $1500; adaptive cruise control, $1195; power sunroof, $895

$37,580BASE: $31,995

Chassis type: unit construction with 2 rubber-isolated body crossmembersBody material: welded steel stampings

SUSPENSION

Front: ind, strut located by a control arm, coil springs, anti-roll bar Rear: ind; 1 control arm, 1 trailing link, 1 lateral link, and 1 toe-control link per side; coil springs; anti-roll bar

WHEELS +TIRES

Wheel size/type: 8.0 x 19 in/ cast aluminum

Tires: Goodyear Eagle RS-A, P255/45R-19 100V M+S

Spare: high-pressure compact

BRAKES

Hydraulic with vacuum power assist, anti-lock control, and electronic panic assist

Front: 12.8 x 1.2-in vented disc

Rear: 13.0 x 0.4-in disc

S A E

V O L U M E

Front

55 cu ft

Rear

47 cu ft

STEERING

Rack-and-pinion with variable hydraulic power assistRatio: 17.0:1 Turns lock-to-lock: 3.1Turning circle curb-to-curb: 39.5 ft

MEASUREMENTS (in)

F R O N T

R E A R

Leg

41.938.1

Shoulder

57.956.9

Head

39.037.8

RESTRAINT SYSTEMS

Front: 3-point belts; driver and passenger front, side, and curtain airbags Rear: 3-point belts, curtain airbags

SEAT ADJUSTMENTS

Front: fore-and-aft, seatback angle, front height, rear height, lumbar support

Stability control: partially defeatable competition mode launch mode

CITY

Fuel Capacity

MPG

HWY

C/D OBSERVED

EPA

18

19.0 gal

REQUIRED FUEL: 87 OCTANE

Transmission: 6-speed automatic with manumatic shifting

GEAR: Ratios/mph per 1000 rpm

1st: 4.48/5.7 4th: 1.41/18.0

2nd: 2.87/8.9 5th: 1.00/25.5 3rd: 1.84/13.8 6th: 0.74/34.3

Final-drive ratio: 3.16:1

ACCELERATION SECONDS

Zero to 30 mph . . . . . . . . . . . 2.5

40 mph . . . . . . . . . . . 3.7

50 mph . . . . . . . . . . . 5.1

60 mph . . . . . . . . . . 7.0

70 mph . . . . . . . . . . . 9.2

80 mph . . . . . . . . . . 11.6

90 mph . . . . . . . . . . 14.7

100 mph . . . . . . . . . . 18.5

110 mph . . . . . . . . . . 23.5

BRAKING

70 to 0 mph . . . . . . . 191 ft

ROADHOLDING

HANDLING

0.82 g300-ft-dia skidpad

UNDERSTEER

MINIMAL

MODERATE

EXCESSIVE

NOTES

Absolutely pathetic braking performance—not a lot of

fade but a mushy pedal and consistently long distances.

Quickest acceleration is achieved by brake torquing.

Chrysler 300 Touring $27,665

The visage is now familiar, but Chrysler’s

big kahuna is still among the roomiest,

still stands out in a crowd, and despite

substantial mass, is still quick on its feet.

Honda Accord V-6 $27,275

The Accord is new to this size class. But

even so, it hasn’t forgotten the nimble

responses that make it a perennial

winner, and its V-6 is great..

Toyota Avalon $28,595

Smooth, quiet, powerful, roomy, and

attractive within, the Avalon still suffers

from visual anonymity, but there’s no

shortage of acceleration—or quality.

Wheelbase: 112.9 in Length: 202.9 in

Height: 60.7 in Width: 76.2 in

Front track: 65.3 in Rear track: 65.5 in

Drag area: Cd (0.32) x frontal area (28.9 sq ft) = 9.2 sq ft

Ground clearance: 6.1 in

WEIGHT

Curb: 4097 lb Per horsepower: 15.6 lb

DISTRIBUTION Front: 60.7% Rear: 39.3%

TOWING CAPACITY: 1000 lb

GVWR: 5260 lb

TEST RESULTS

INTERIOR SOUND (dBA)

WEATHER

Temperature: 68˚FHumidity: 29% Barometric pressure: 29.15 in Hg

41

73

68 70-MPH CRUISING

FULL THROTTLE

IDLE

V-6, aluminum block and headsBore x stroke: 3.64 x 3.41 in, 92.5 x 86.7mm Displacement: 213 cu in, 3496cc Compression ratio: 10.3:1Fuel-delivery system: port injectionValve gear: chain-driven double overhead cams, 4 valves per cylinder, variable intake-valve timingPower (SAE net): 263 bhp @ 6250 rpmTorque (SAE net): 249 lb-ft @ 4500 rpmRedline: 6700 rpm

CHASSIS

ODOMETER

Test-vehicle mileage: 1660

TIRE INFLATION

Test

pressures:

Front:

32 psiRear:

32 psi

COMPETITORS

Top gear, 50–70: 5.2 secTop gear, 30–50: 3.8 sec5 –60 street star t: 7.4 sec

¼-MILE: 15.4 sec @ 92 mph

TOP SPEED: 111 mph (GOV LTD)

MAX SPEED IN GEAR

60 mph

6700 rpm

38 mph

6700 rpm92 mph

6700 rpm111 mph

4350 rpm

111 mph

6200 rpm111 mph

3250 rpm

1 3 5 7

2 4 6 8

28 23

ENGINE DIMENSIONS

YES NO

REAR SEATS

Folding Split Pass-Through

YES NO YES NO

Trunk

20 cu ft

INTERIORDRIVETRAIN

Standard: power windows, seats, and locks; remote locking; cruise control; tilting and telescoping steering wheel

Audio system: Sony; AM, FM, Sirius radio; CD/DVD player; 10-GB media storage; minijack, USB, and Bluetooth-audio inputs; 12 speakers

(STABILITY-CONTROL-INHIBITED)

2010 FORD TAURUS LIMITED

SKIPBARBER.com 866 .736.4370

Skip Barber Racing School

Get 30+ years experience

in three days

What started in with one man, a pair of rented

Formula Fords and a make-shift road course

in Connecticut is now the world’s biggest

racing school and the starting point for many

a racing career: the Skip Barber Three Day

Racing School. Learn the art and science of

road racing from our staff of race and

championship winning instructors. Then

apply your newly acquired skills on the track.

Call or click for more information.

The Skip Barber Racing School: Get 30+ years experience in three days.

Skip Barber Racing School

What started in with one man, a pair of rented

Formula Fords and a make-shift road course

in Connecticut is now the world’s biggest

racing school and the starting point for many

a racing career: the Skip Barber Three Day

Racing School. Learn the art and science of

road racing from our staff of race and

championship winning instructors. Then

apply your newly acquired skills on the track.

Call or click for more information.

The Skip Barber Racing School: Get 30+ years experience in three days.

CARANDDRIVER.COM AUG

2009

CLASS.

REF.

SEXY

ALIASESTYPE OF TIRES FINGERPRINTED

REASON FINGERPRINTED

SERIOUSLY?

SUSPECTS’ GRASP OF SITUATION

1.

6.

2.

7.

3.

8.

4.

9.

5.

10.

WHO CAME UP WITH THIS IDEA?

ALIBI

TEMPERAMENT AND ATTITUDE

PREVIOUS CRIMES

DATE

BOXERS? BRIEFS?

RAMPABILITY

KNOWN GANG AFFILIATE?.

TYPE OR PRINT ALL INFORMATION IN BLACK

O

R

I

RACE DIAM

FBI

IDENTIFYING MARKS

PLACE OF TESTAVG WGT EYES HAIR

LEAVE BLANK

LEAVE BLANKLEAVE BLANK

TIRE TEST

too hot or too cold

Ventus, Ecsta, Invo, Mickey, Minnie, Goofy, Grumpy ol’ Shel, Csaba

budget high performance

C/D tech department

yes, plus we get to wring out a BMW 3-series for three days. greatest car ever

cogent to unconscious

8/2009

various autocross crimes, jaywalking, donuts,loitering in parking lots

YES often blk BLK South Bend, IND

wear bars,

sipes,“Live Long” tattoo

OK

17” XX.X

aggressive to sloppy

felony understeer

them boys gotta breathe

you got some Fix-a-Flat?

member, WRX STI

BFGOODRICH G-FORCE T/A KDW

BRIDGESTONE POTENZA RE760 SPORT

DUNLOP DIREZZA SPORT Z1 STAR SPEC

FALKEN AZENIS RT-615 HANKOOK VENTUS V12 EVO

KUMHO ECSTA XS LING LONG L688 MICHELIN PILOT SPORT PS2

NITTO INVO YOKOHAMA S.DRIVE

COULD ANY OF THESE NINE AFFORDABLE SUMMER TIRES HAVE POSSIBLY KNOCKED OFF THE EXPENSIVE MICHELIN PS2?

BY DAVE VANDERWERP

PHOTOGRAPHY BY RICH CHENET

THE UNUSUAL

SUSPECTS

97

AUG 2009 CARANDDRIVER.COM

QUID PRO QUOWe’d like to reward Spencer Geswein’s expert assistance with an unqualified plug. Aside from providing independent testing, training, and coaching services (www.full-lock.com), Geswein and business partner Brian Smith are also involved in the operation and development of Carolina Motorsports Park (CMP) in Kershaw, South Carolina. With 2.28 miles of asphalt, 14 turns, three track configurations, and a wet/dry skidpad, plus a dedicated karting track in the works, CMP has much to offer. The recent addition of Palmetto Motorsports Club allows enthusiasts to enjoy plentiful track time and first-rate facilities at an affordable price. CMP even has trackside condos available (www.carolinamotorsportspark.com).

FODF��4UFBEZ�HSPXUI�TFFNT�MJLFMZ �IPXFWFS �

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BEST IN TEST

TY

PIC

AL

SELLIN

G

PR

ICE

SER

VIC

E

DES

CR

IPTI

ON

UTQ

G T

REA

D-

WEA

R R

ATI

NG

WEIG

HT,

lb

TREA

D D

EP

TH,

1/3

2 i

n

DIR

EC

TIO

NA

L

TIRE BRANDS, BY PRICE

LING LONG L688 $57 94W 280 23.1 9 yes

HANKOOK VENTUS V12 EVO $106 94Y 280 22.9 10 yes

YOKOHAMA S.DRIVE $115 91Y 300 22.6 10 yes

NITTO INVO $117 91W 260 24.6 10 no

KUMHO ECSTA XS $120 91W 180 23.1 7 no

FALKEN AZENIS RT-615 $121 94W 200 24.2 7 no

BFGOODRICH G-FORCE T/A KDW

$126 90Y 300 23.9 10 yes

BRIDGESTONE POTENZA RE760 SPORT

$132 94W 340 25.9 10 no

DUNLOP DIREZZA SPORT Z1 STAR SPEC

$137 90W 200 25.7 10 yes

MICHELIN PILOT SPORT PS2 BENCHMARK

$192 91Y 220 22.9 10 no

NOTES

Service description: The two-digit number (90 to 94, in this case) specifies the load rating; the higher this number is, the more weight the tire can carry. The letter is the speed rating: W means 168 mph; Y is for 186 mph.

UTOG tread-wear rating: This rating compares a tire’s wear with that of a reference tire. For example, a 340 rating estimates tire life at 3.4 times that of the reference tire, which scores 100.

Directional: Tires with a directional tread pattern can be mounted in only one direction, which limits their ability to be rotated.

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TIRE TEST

98

CARANDDRIVER.COM AUG

2009

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MICHELIN PILOT SPORT PS2

BMW M3; Porsche 911,

Boxster, and Cayman;

Chevrolet Corvette ZR1; Cadillac

CTS-V. A list of some of our

favorite cars? Yes. And they all

wear Michelin PS2s, which is

probably one of the reasons many

C/D staffers consider the PS2

their favorite summer tire and a

good enough reason to use it as

our benchmark in this test.

After which, we were

understandably surprised that the

pricey PS2s didn’t dominate the

dry portion of the test, finishing

only midpack in both autocross

time and braking. Geswein

thought excessive understeer

held back the lap times. Still, the

PS2s pulled an above-average

0.92 g on the skidpad and

exhibited a very sure-footed,

predictable demeanor. Unlike

most of the other tires, the PS2s

were responsive to steering

inputs at the limit and would tuck

back in nicely after their grip was

exceeded. Another positive is

pleasant ride quality, noted in the

street-driving portion.

In the wet, the benchmark

PS2s showed their mettle, feeling

the most connected to the road

and reeling in the quickest lap

time—beating the Ling Longs’ dry

time—and generating a heady

0.88 g on the skidpad, which was

as high as two of the competitors’

best efforts in the dry. The PS2s’

wet performance was certainly

impressive, but we’d like more

dry capability from an expensive

summer tire. —DV

99

AUG 2009 CARANDDRIVER.COM

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available choices to present

the most compelling roundup

possible. But space and time

constraints, along with fluctuating

prices, meant that some tires were

left out, including the Goodyear

Eagle F1 Asymmetric, Sumitomo

HTR Z III, General Exclaim UHP,

and Fuzion ZRi. The Tire Rack has

test results as well as 145,000

user reviews on these and more at

www.tirerack.com.

102

CARANDDRIVER.COM AUG

2009

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TIRE TEST

103

A brand-new standard-issue Chevrolet Corvette remains

an incredible performance-car bargain. For less than two-

thirds of the price of a Porsche 911, the latest C6 thunders to 60

mph in 4.0 seconds flat, corners at 0.99 g, and tops out at 190

mph. And for a two-seat rocket, a Vette is also very practical, with

57 percent more luggage capacity than a Honda Accord and tall

gearing that, during relaxed highway cruising, squeezes more

than 25 miles from each gallon of premium fuel.

Even so, the Corvette’s current base price of $49,515 might be

more than some people can or want to spend. If you fall into this

group, you’ll be happy to discover the many used Vettes on the

market, given that today’s C6 generation was born in the 2005

model year. When you peruse secondhand Corvettes, you’ll also

find that many of them have very low mileage, having been driven

mostly on summer weekends in cold states. Three- and four-year-

old cars with less than 10,000 miles are not unusual.

To reduce the risks of used-car buying, GM offers a certi-

fied used-vehicle (CUV) program. Similar to all such programs,

GM’s starts with a detailed, 117-item checklist to make sure

that everything is operating as it did when new. The car gets a

thorough cleaning and detailing, brakes and tires that are more

than half-worn are replaced, and the next scheduled mainte-

nance is performed.

Most important for the buyer’s peace of mind is the addition

VETTE DREAMSV-8 POWER FOR THE PRICE OF A HOT HATCH, WITH THE SECURITY OF GM’S CERTIFIED USED-VEHICLE PROGRAM.

BY CSABA CSERE

LIGHTLY USED CARS

104 AUG 2009

of a 12-month/12,000-mile bumper-to-bumper warranty that

goes on top of the original 36-month/36,000-mile bumper-to-

bumper warranty. The CUV is also covered by what remains of

the original five-year/100,000-mile powertrain warranty. So if, in

August, you buy an ’05 Vette with 25,000 miles on the odo that

was first sold in March 2005, you still have 12 months/12,000

miles of bumper-to-bumper coverage and powertrain coverage

until March 2010, or to 100,000 miles. On an ’08 model, the

roughly two years remaining on the new-car bumper-to-bumper

coverage gets upped to three years.

A CUV Corvette is easy to locate on www.gmcertified.com,

but the site’s search functions aren’t strong. For one, you can’t

filter by transmission type. Some of the descriptions don’t even

identify the gearbox type or the car’s color. Most options go

unmentioned. In more than 100 listings, we never saw a reference

to the desirable Z51 package, and only through the photos and

the 7.0-liter engine size could we determine whether a car was

a Z06 model. But free online CarFax history reports are available

through GM’s site for each car.

The bottom line is that instead of spending well over $50,000

for an optioned new Corvette—or $75,000 for a Z06—GM’s CUV

program has cars priced in the low 30s, with a warranty to protect

you if anything goes wrong. Suddenly that $30,000 hot hatch

doesn’t look so attractive. L

FIND ADVICE ON CERTIFIED

USED VEHICLES AND A

FULL RUNDOWN OF ALL 36

AUTOMAKER PROGRAMS

FOR MORE

C A R A ND D R I V ER•C OM / CERT IF IED PREOW NED

105 AUG

2009

INSURANCE FOR SIX MONTHS

Buying used can save a fair amount on premiums, at least with Progressive insurance in Michigan. It also helps to be older in our home state. In California, however, you basically pay through the nose no matter what. But the Progressive rates really penalize traffic citations in the Golden State. The figures below were tabulated with one speeding ticket for a 28-year-old man and two for a 57-year-old man. But for the 57-year-old driving a 2005 C6, the six-month rate goes from $2865 with no tickets to $3498 with one, $4506 with two, and $4699 with three. So once you’ve collected two tickets, you might as well keep your foot down.

ANN ARBOR, MICHIGAN TORRANCE, CALIFORNIA SINGLE, 28 MARRIED, 57 SINGLE, 28 MARRIED, 57

2005 COUPE $1260 $914 $3946 $4506

2006 COUPE $2095 $1468 $4308 $4892

2006 Z06 — — $4582 $5177

2007 COUPE $2195 $1530 $4408 $4999

2007 Z06 — — $4691 $5298

2008 COUPE $1835 $1267 $4505 $5108

2008 Z06 $2966 $2052 $4748 $5350

2009 COUPE $1966 $1363 $4602 $5215

2009 Z06 $2872 $1987 $4845 $5457

GM WARRANTIES AND PERKS

WARRANTY WHEN NEW CUV WARRANTY YEARS/MILES YEARS/MILES

POWERTRAIN WARRANTY 5/100,000 continues

BUMPER-TO-BUMPER WARRANTY 3/36,000 plus 1/plus 12,000

GM 24/7 ROADSIDE ASSISTANCE 5/100,000 continues

Note: If the bumper-to-bumper warranty has expired, the CUV warranty provides

that coverage for one year or 12,000 miles from the time of purchase. If the original

warranty is still in effect, the CUV program adds one year and 12,000 miles to the

original coverage. The CUV powertrain warranty is transferrable.

PRICES OF CERTIFIED USED C6s

To provide some idea of CUV Corvette prices, we tabulated, by year and model, the prices of every CUV C6 within 250 miles of our Ann Arbor headquarters. Convertibles generally bring about five grand more than coupes, though there is considerable variance. Notice also that there’s a big jump in price with the 2008 models because the C6 that year got a midcycle upgrade that included a larger, 6.2-liter engine; refined shifting and steering; and a very nice optional leather interior package. Keep in mind that these are the asking prices. There is definitely room for haggling here. LOW AVERAGE HIGH

2005 COUPE $29,998 $33,554 $36,995

2005 CONVERTIBLE $34,995 $38,616 $40,995

2006 COUPE $31,987 $36,669 $39,995

2006 CONVERTIBLE $36,395 $39,212 $44,995

2006 Z06 $46,995 $48,942 $50,888

2007 COUPE $33,895 $37,226 $40,995

2007 CONVERTIBLE $38,999 $43,632 $47,995

2007 Z06 $52,390 $54,432 $56,995

2008 COUPE $33,969 $46,175 $53,990

2008 CONVERTIBLE $43,999 $45,692 $47,995

2008 Z06 $59,290 $61,345 $63,399

PHOTOGRAPHY BY DON KUREK

GEAR BOXAFFORDABLE NAVIGATION

AN ALTERNATIVEIf you have a GPS-enabled mobile

phone (excluding the Apple iPhone),

TeleNav can turn it into a portable GPS

device for $9.99 a month. We tried it on

a BlackBerry Storm and liked the user-

friendliness and the constantly updated

traffic info. But maps can take a while to

load, and they don’t load at all without a

wireless signal. Most phone screens are

tiny compared with those of portable nav

units, but the price is attractive.

(888-353-6284; www.telenav.com)

I SPYThe Blackline GPS Snitch

won’t give you directions,

but it will tell you where

your car, or someone

else’s, is with up-to-the-

minute accuracy. The Snitch

also has a motion detector, and

you can be alerted via text message

or e-mail if your car, or something in

it, moves. If cloak-and-dagger isn’t your

thing, you can share your location with friends. The

rechargeable unit lasts up to a week on a full charge,

and the service is $14.99 a month or $169.99 a year.

($299.99; 403-451-0327; www.blacklinegps.com)

MAGELLAN ROADMATE 1430

THE HIGHS

Easiest and quickest route

programming, comes with

free traffic reports for

three months.

THE LOWS

Planning multiple stops is

a different function than

finding a single destination.

THE VERDICT

Even your grandpa

could figure out how to

use this one.

($229.99; 800-707-9971;

www.magellangps.com)

GARMIN NÜVI 255WTHE HIGHS

Fast rerouting, shows speed

limits on map, fuel-efficient

“ecoRoute” feature.

THE LOWS

Prompts for a street address

before the street name,

often long search time for

points of interest.

THE VERDICT

You’ll be happy, but maybe

not as happy as the guy

with the Magellan.

($219.99; 800-800-1020;

www.garmin.com)

ALPINE PND-K3THE HIGHS

Works as a Bluetooth

speakerphone, plays audio

files via an SD card.

THE LOWS

Menus aren’t as good as

the best, windshield mount

includes a huge

docking port.

THE VERDICT

A solid pick if you like the

extra features and don’t

need traffic info.

($199.95; 800-257-4631;

www.alpine-usa.com)

TOMTOM XL 330STHE HIGHS

Compact windshield mount,

can download fuel prices

and locations of red-light

cameras (with a connection

to a computer).

THE LOWS

Faint and muddy-sounding

speaker, programming takes

longer than with other units,

traffic info requires

a $100 antenna.

THE VERDICT

Good for tech-savvy users,

but there are better units

for simple navigation.

($179.95; 866-486-6866;

www.tomtom.com)

Why spend big money on a factory navigation

system when you can get a portable device

for hundreds less? The question is becoming

rhetorical. Portable navs may have smaller

screens than the built-in competition, but

just try moving that built-in from one car to

another. The four nav systems below retail

for less than $230 and have text-to-speech

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They all work just dandy to get you from

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in features, menus, and user-friendliness.

AUG 2009106

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AUG 2009

The inquisitive owner of a first-gen-

eration Elise we met near Inveraray,

Scotland, calls it cheating. He’s referring to

the fact that this all-new Lotus—the first in 14

years—comes with a stereo, anti-lock brakes,

cruise control, and a stitched-leather interior,

not to mention available navigation and a

backup camera. Had we wished to really

upset him, we could have brought up the

stability control and automatic transmission

that will soon be offered.

Indeed, this is a very different car than

the company’s intense, ultralight Elise and

Exige models that we admire greatly for

their delightful responses but whose lim-

ited appeal we fully understand. After all,

there are dog carriers that may be easier

to crawl into.

That’s why the Evora is so much larger—

21.9 inches longer, with a 10.9-inch stretch

in the wheelbase—putting it on par with more

mainstream sports cars such as Porsche’s

911 and Cayman. Roughly five inches shorter

than a 911, the Evora still houses a similarly

sized (i.e., tiny) back seat, which is optional

and seems adequate for little people and

children up to 10 years old.

In front, even this six-foot-five-inch driver—

Lotus’s claimed design target—had to slide

the seat forward a couple of inches from its

most rearward position, and the amply pad-

ded, leather Recaro seats were comfortable

throughout a 250-mile drive. Easing entry

and exit are narrower doorsills and a seating

position that is 2.6 inches higher than the

Elise’s. But the footwell is still narrow enough

to require a miniature dead pedal.

Back seat or no, the Evora is still very

much a Lotus in the driving-thrills depart-

ment. As with the company’s other mod-

els, the steering is absolutely brilliant even

though the Evora has hydraulic power assist

as opposed to the unassisted racks in the

rest of the lineup. The steering-feel fanatics

at Lotus went so far as to use a magne-

sium wheel in order to reduce its weight so

that less feedback is lost. The weighting is

perfect, and the constant tingling coming

through the thin, flat-bottom wheel is superb

without ever feeling nervous or twitchy.

With a firm but not punishing ride, the

DRIVE LINES

2010 LOTUS EVORA

EXPANDING THE LOTUS LORE.BY DAVE VANDERWERP

PREVIEW

110

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2- or 2+2-passenger, 2-door coupe

ESTIMATED BASE PRICE: $75,000

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection Displacement . . . . . . . . . . . . 211 cu in, 3456ccPower (SAE net) . . . . . . . 276 bhp @ 6400 rpmTorque (SAE net) . . . . . . 258 lb-ft @ 4700 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:Wheelbase: 101.4 in Length: 170.9 in Width: 72.8 in Height: 48.1 in Curb weight: 3050 lb

PERFORMANCE (MFR’S EST):Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.9 secZero to 100 mph . . . . . . . . . . . . . . . . . 12.3 secStanding ¼-mile . . . . . . . 13.5 sec @ 103 mphTop speed (drag limited). . . . . . . . . . . 162 mph

PROJECTED FUEL ECONOMY (C/D EST):EPA city/highway driving . . . 18–19/27–28 mpg

Evora is planted and secure yet runs

through corners with the light and playful

feel endemic to mid-engine cars—think Fer-

rari F430, only with slightly sharper steering.

A reasonable, 3050-pound curb weight—a

couple hundred pounds lighter than a 911—

certainly helps the ride-and-handling cause,

and the Evora’s moves are so natural and

fluid, we got the sense that the car actu-

ally enjoys being pushed. Braking is equally

spectacular, with an immediate bite and a

firm pedal. Lotus says the brakes will easily

hold up to racetrack use.

Almost as impressive as the driving experi-

ence are the hand-built Evora’s gorgeous

forged aluminum control arms and aluminum

extrusions that make up the astoundingly stiff

structure. In the engine bay is a 276-hp Toyota

V-6 that’s been spared a lifetime of bore-

dom in your mom’s Camry. Vehicle engineer-

ing director Roger Becker says completely

reprogramming the engine allows the com-

pany to “suck out the conservatism and add

Lotus DNA.” It’s responsive and linear, with

a pleasant midrange induction growl—Lotus

enhances it by piping the intake noise into

the cabin—and it makes a sophisticated but

subtle roar in the 5000-to-7000-rpm range.

It’s as loud as European regulations allow;

U.S. cars will get slightly more volume.

A Nissan 370Z will keep up with the Evora

in the quarter-mile dash, but straight-line

poke is not what any Lotus is about. Plus,

a benefit of the, shall we say, responsible

horsepower is impressive fuel economy

that, based on European ratings, we esti-

mate to be 19 mpg city and 28 mpg high-

way. Optional, shorter ratios for gears three

through six reduce fuel economy by four

percent, according to Lotus. Unfortunately,

the six-speed’s shift lever has more side-

DRIVE LINES

to-side slop than we like.

Other than a few low-rent interior items—

the low-resolution Alpine navigation system

and the Ford parts-bin turn-signal and wiper

stalks—we think that Lotus, overall, has nailed

it. On sale now in Europe, the Evora won’t

come to the U.S. until early 2010, and pricing

is a critical decision Lotus has yet to make.

Current exchange rates suggest $75,000,

which is practically on top of the Porsche

911 and more than $10,000 pricier than a

Cayman S. That may make it a tough sell for

some, even though the handsome, exotic

looks and supercar-like worldwide sales

volume of 2000 per year ensure exclusiv-

ity. We don’t need convincing: The dazzling

driver feedback easily won over our one-

track mind.

CARANDDRIVER.COM

Maybe it was an Oktoberfest-fueled

decision, or maybe it came after a

particularly trying meeting, but the volks at

BMW seem to have said to themselves, “The

gents at AMC really got it right in the early

’80s. Herr Bangle, make the X5 look more

like a 1983 AMC Spirit, bitte, and we’ll call

it the X6.”

At least when you’re driving the X6, you

don’t have to look at it. And after driving the

X6, it’s likely that the styling will be forgotten

or, at the very least, forgiven.

It’s a prettier picture, mechanically.

Despite its rhino-like 5241-pound weight, the

X6 drives like a much smaller sports sedan.

Steering effort is heavy and requires a delib-

erate hand, but the X6 responds quickly and

without drama. Part of the credit goes to the

xDrive all-wheel drive and a torque-vector-

ing system [see Tech Dept., page 34] that

can vary the power between each of the

rear wheels to stabilize the X6—or engage in

lurid power slides if you turn off the stability

control. Grip from the wide Dunlop SP Sport

Maxx tires registers 0.89 g on the skidpad,

which will send passengers reaching for

overhead grab handles that aren’t there.

That the X6 achieves these numbers with a

supple ride is even more remarkable con-

sidering the stiff and heavy run-flat tires on

20-inch wheels.

Aimed in a straight line, the 400-hp, twin-

turbocharged 4.4-liter V-8 launches the X6 to

60 mph in 5.1 seconds—a tick or two slower

than the Porsche Cayenne Turbo and the

Infiniti FX50. Power is delivered smoothly

and massively throughout the rev range.

Turbo lag is absent, and the V-8 gives no

audible hint that it’s being force-fed air.

Cabin materials and interior design are

lifted directly from the X6’s progenitor, the

X5. The clues giving away that you’re in an

X6 xDrive50i and not an X5 xDrive48i are the

restricted rear view, the two-person accom-

modations in the back seat, the additional

brawn from the turbo V-8, and the extra

$10,450 missing from your bank account.

Thanks to the, um, unique styling, the rest

of the world will have no doubt that you’re

not in an X5. A few might even think AMC is

back from the grave.

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 5-door wagon

PRICE AS TESTED: $83,970 (base price: $67,475)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement . . . . . . . . . . . .268 cu in, 4395ccPower (SAE net) . . . . . . . 400 bhp @ 5500 rpmTorque (SAE net) . . . . . . 450 lb-ft @ 1800 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:Wheelbase: 115.5 in Length: 192.0 in Width: 78.1 in Height: 66.5 in Curb weight: 5241 lb

C/D TEST RESULTS:Zero to 60 mph . . . . . . . . . . . . . . . . . . . 5.1 secZero to 100 mph . . . . . . . . . . . . . . . . . 13.2 secZero to 140 mph . . . . . . . . . . . . . . . . . 32.5 secStreet start, 5–60 mph . . . . . . . . . . . . . 6.0 secStanding ¼-mile . . . . . . . 13.8 sec @ 102 mphTop speed (drag limited). . . . . . . . . . . 157 mphBraking, 70–0 mph . . . . . . . . . . . . . . . . . 163 ftRoadholding, 300-ft-dia skidpad . . . . . 0.89 g

FUEL ECONOMY:EPA city/highway driving . . . . . . . . .12/18 mpgC/D observed . . . . . . . . . . . . . . . . . . . . 15 mpg

SHORT TAKE

BY TONY QUIROGA

THE HIGHS

Sports-sedan athleticism, supple ride,

400-hp thrust, luxurious interior.

THE LOWS

AMC-like styling, restricted rear view,

answers a question nobody asked.

BMW X6 xDRIVE50i

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CARANDDRIVER.COM

Sales charts spawned this baby.

About a third of BMW 3-series sales

are coupes and convertibles, and Lexus

wants a seat at that buffet. Impulsive?

Hardly. Introduced nine years ago and well

into its second generation, the entry-level

IS sedan finally gives birth to a convertible

two-door kitten.

In dealerships now, the IS250C and

IS350C feature an aluminum hardtop roof

that, in 20 seconds, marshals 15 electric

motors and 37 sensors to split it into two

panels, which seamlessly belly-flop into the

waiting trunk. Ultraviolet bliss ensues.

Weary eyes could reasonably mistake

the IS C for a sedan that lost a debate with

a hacksaw, yet every exterior panel and

molding except the hood is unique to the

convertible. The IS C is 2.2 inches longer

than the four-door, and the rear decklid

hunchbacks upward, so there’s room for

four adults, plus space for flat luggage

under the pancaked roof.

The engine choices are identical to the

IS sedan’s: a 204-hp, 2.5-liter V-6 and a

306-hp, 3.5-liter V-6. So are the transmis-

sion choices, which means a six-speed

manual is only available in the IS250C,

and a six-speed automatic is offered in

both models.

Curb weight swells by roughly 400

pounds to about 3850 in the base IS250C

because of structural reinforcements.

Acceleration in the IS350C still feels manly,

though the open-air exhaust note is just a

humdrum hum; figure 5.8 seconds to 60

mph, says Lexus.

Top up, the cabin is quiet; top down,

the body is fairly stiff for an easygoing

ramble on good pavement, but even then,

we could still feel some steering-column

shudder. Softer springs, shocks, and bush-

ings sponge up more bumps than in the

sedan, though this weighty ship rolls and

porpoises a bit more.

The base IS250C starts at $39,365 with

various amenities standard, including leather,

making it about $6000 less than the base

BMW 328i convertible. The IS350C begins

at $44,815. Judging from the tranquilized

dynamics, the IS C wants to chase BMWs

without becoming a BMW. That will likely not

trouble any Lexus loyalists craving a tan.

2010 LEXUS IS250C/IS350C

THE LITTLEST LEXUS TURNS ON THE ULTRAVIOLET.BY AARON ROBINSON PHOTOGRAPHY BY DAVID DEWHURST

PREVIEW

DRIVE LINES

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door convertible

BASE PRICE: $39,365–$44,815

ENGINES: DOHC 24-valve 2.5-liter V-6, 204 hp, 185 lb-ft; DOHC 24-valve 3.5-liter V-6, 306 hp, 277 lb-ft

TRANSMISSIONS: 6-speed automatic with manumatic shifting, 6-speed manual

DIMENSIONS:Wheelbase: 107.5 in Length: 182.5 in Width: 70.9 in Height: 55.7–55.9 in Curb weight: 3850–3900 lb

PERFORMANCE (MFR’S EST):Zero to 60 mph . . . . . . . . . . . . . . . . 5.8–8.4 secStanding ¼-mile . . . . . . . . . . . . . 14.1–16.5 secTop speed (governor limited) . . . .131–141 mph

FUEL ECONOMY:EPA city driving . . . . . . . . . . . . . . . 18–21 mpgEPA highway driving . . . . . . . . . . . 25–29 mpg

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AUG 2009 CARANDDRIVER.COM

Sixteen may be how many ounces

are in a pint, or the number on Joe

Montana’s jersey. But to a Ferrari Formula

1 fan, it’s the number of world constructors’

championships that have been won by the

legendary Italian team.

Now, Ferrari has built a limited-edition

16M Scuderia Spider—499 total—to honor

this achievement. It’s an F430 Spider with

all the go-fast parts of the 430 Scuderia.

Those bits include a higher-compression

version of the F430’s 4.3-liter V-8 that

makes 503 horsepower (20 more than in

the F430) and 347 pound-feet of torque.

It has a retuned suspension, serving-plat-

ter-size carbon-ceramic brakes, Ferrari’s F1

SuperFast2 automated manual transmis-

sion (60 milliseconds for shifts), and quite

possibly the loudest exhaust note of any

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster

BASE PRICE: $313,350

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection Displacement . . . . . . . . . . . .263 cu in, 4308ccPower (SAE net) . . . . . . . 503 bhp @ 8500 rpmTorque (SAE net) . . . . . . 347 lb-ft @ 5250 rpm

TRANSMISSION: 6-speed automated manual

DIMENSIONS:Wheelbase: 102.4 in Length: 177.6 in Width: 75.7 in Height: 47.9 in Curb weight: 3300 lb

PERFORMANCE (C/D EST):Zero to 60 mph . . . . . . . . . . . . . . . . . . . 3.4 secStanding ¼-mile . . . . . . . . . . . . . . . . . .11.5 secTop speed (redline limited) . . . . . . . . . 196 mph

FUEL ECONOMY:EPA city/highway driving . . . . . . . . .11/16 mpg

road car we have ever driven (our LeMons

Fiero included).

The 16M weighs about 3300 pounds, or

roughly 200 more than its coupe counter-

part; in both cars, the interior is stripped of all

comfort features. Carbon fiber and aluminum

trim line the cabin. There is no carpeting

or leather. The only nod to sybarites is on

the dash, where a horizontally docked iPod

Touch functions as the stereo, sans radio

tuner.

According to Ferrari, the 16M posts the

fastest time ever around its Fiorano circuit

for one of its open-top road cars.

We drove the Spider in the hills surround-

ing Ferrari’s Maranello factory, where the

16M devoured switchbacks. Even in extreme

transitional states, the chassis never feels

unsettled or spooky. Driving a $313,350

If the $326,730 Ferrari

599GTB Fiorano isn’t

exclusive enough for you,

Ferrari now has an option

to suit your increasingly

ridiculous needs: a

$30,095 HGTE (Handling

VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe

BASE PRICE: $356,825

ENGINE TYPE: DOHC 48-valve V-12, aluminum block and heads, port fuel injectionDisplacement . . . . . . . . 366 cu in, 5999ccPower (SAE net) . . . . 612 bhp @ 7600 rpmTorque (SAE net) . . . 448 lb-ft @ 5600 rpm

TRANSMISSIONS: 6-speed manual, 6-speed automated manual

DIMENSIONS:Wheelbase: 108.3 in Length: 183.7 in Width: 77.2 in Height: 52.2 in Curb weight: 4000 lb

PERFORMANCE (C/D EST):Zero to 60 mph . . . . . . . . . . . . . . . . 3.3 secZero to 100 mph . . . . . . . . . . . . . . . 6.8 secStanding ¼-mile . . . . . . . . . . . . . . .11.2 secTop speed (redline limited) . . . . . . . 206 mph

FUEL ECONOMY:EPA city/highway driving . . . . . . . 11/15 mpg

exotic—particularly one you don’t own—near

the limit on a country road is a riot, but it can

be a bit on the stressful side. Fortunately, this

car inspires as much confidence as respect

and awe. That’s why the F430, in any form, is

undefeated in C/D comparison tests.

Expect the 16M to reach 60 mph in 3.4

seconds. The all-wheel-drive Lamborghini

Gallardo LP560-4 Spyder will likely win a

drag race (0 to 60 for the Gallardo coupe

is 3.2 seconds; we haven’t yet tested the

Spyder) and perhaps even a beauty contest.

But the 16M dominates the Lambo when it

comes to chassis performance. We’re bet-

ting the Ferrari will remain undefeated when

it goes toe-to-toe in a comparo.

Now, a word of caution: Don’t hang

around thinking you’ll be first in line for a

17M. Through the sixth race of the Grand Prix

season, Ferrari’s hope of a repeat is as good

as Manny’s chances of winning MVP—the

big F is 69 points behind rookie underdog

Brawn-Mercedes.

Gran Turismo Evoluzione)

package. It includes a retuned

suspension consisting of

stiffer and shorter springs,

a larger rear anti-roll bar,

retuned adjustable shocks,

unique three-piece wheels

FERRARI 16M SCUDERIA SPIDER

EARPLUGS NOT INCLUDED. BY K.C. COLWELL

PREVIEW

that are slightly wider in front,

and a special exhaust tune.

The HGTE package also

includes every interior carbon-

fiber option. Output for the

6.0-liter V-12 is unchanged—

612 horsepower and 448

pound-feet of torque—

therefore, the car will not be

any quicker in a straight line.

We have praised the

4000-pound 599 for driving

smaller than it is, as well

for as its neutral handling,

tactile brakes, and grown-

up manners. The HGTE

retains all of these traits,

but when in race mode,

the stiffer damping relays

road topography with

sledgehammer blows. —KC

2010 FERRARI 599GTB FIORANO HGTE

A.SPEC IS TO HONDA AS HGTE IS TO FERRARI.

DRIVE LINES

114

AUG 2009

Every year, new wannabe Porsches,

Ferraris, and Lamborghinis turn up

at the world’s motor shows, though most

are incomplete and underfunded and never

progress beyond the prototype stage.

The Artega is the exception. The GT was

developed in secret by a respected auto-

industry supplier. It took two years before it

was ready, and there was no advance hype.

The car emerged fully formed in 2007 at the

Geneva show, ready for production.

And in October 2008, production began

at a purpose-built plant in Delbrück, Ger-

many. Clearly, there is a depth of planning

and commitment here. The company behind

the Artega is Paragon AG, an electronics

supplier best known for the stopwatch/lap

timers fitted to Porsches.

Paragon’s CEO is Klaus Dieter Frers, a

prominent historic-car racer with an enviable

collection of Porsches. So perhaps it is not

surprising that Porsche was the inspiration

for his very own sports car. The Artega is a

lightweight, two-seat, mid-engined coupe

with a transverse-mounted VW/Audi V-6

and DSG six-speed, double-clutch, auto-

mated manual transmission. It is short

(157.9 inches), wide (74.0 inches), and low

(46.5 inches). The closest equivalent is the

Porsche Cayman S, although the Artega is

more than a foot shorter.

Designed by Henrik Fisker—whose port-

folio includes the aluminum-bodied BMW

Z8, the Aston Martin V-8 Vantage, and the

upcoming Fisker Karma plug-in hybrid [see

page 58]—the Artega GT is shapely and

well finished. And the company lured Karl-

Heinz Kalbfell, the ex–sales supremo at

BMW who has since headed Rolls-Royce,

Alfa Romeo, and Maserati, to handle sales

and marketing.

Paragon’s small engineering team had

never done a complete car before, but

thanks to the close cooperation of some

blue-chip suppliers—Bosch, Brembo, Bil-

stein, Michelin—it succeeded in producing

a car that drives better than any first-time

model of our experience.

The Artega’s chassis is made largely from

aluminum, with carbon-fiber-reinforced plas-

tic body panels. The suspension is a classic

unequal-length control-arm layout with coil-

over shocks front and rear.

The 3.6-liter engine is the latest direct-

injection V-6 found in the Volkswagen Passat

CC. It produces 295 horsepower, which, in

a car that weighs just 2600 pounds, should

provide better-than-Porsche performance:

60 mph arrives in less than five seconds,

and there’s a claimed top speed of at least

170 mph.

At higher revs, the exhaust sound is ter-

rific—it’s more like an Italian V-8 than a mod-

est German V-6. A less pleasant booming

inside the cabin at about 2500 rpm is one

of the few things that needs fixing.

This is one of the first cars outside the

Volkswagen Group to use VW’s excellent

DSG gearbox, which operates either auto-

matically or manually via paddles behind

the steering wheel. The Artega has its own

software to dictate the shift program.

PREVIEW

PORSCHE LOVER BUILDS PORSCHE BEATER.

ARTEGA GT

BY RAY HUTTON

116

CARANDDRIVER.COM

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe

BASE PRICE (GERMANY): $100,000

ENGINE TYPE: DOHC 24-valve V-6, iron block and aluminum head, direct fuel injection Displacement . . . . . . . . . . . . 220 cu in, 3598ccPower (SAE net) . . . . . . . 295 bhp @ 6600 rpmTorque (SAE net) . . . . . . 258 lb-ft @ 2400 rpm

TRANSMISSION: 6-speed dual-clutch automated manual

DIMENSIONS:Wheelbase: 96.9 in Length: 157.9 in Width: 74.0 in Height: 46.5 in Curb weight: 2600 lb

PERFORMANCE (C/D EST):Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.5 secStanding ¼-mile . . . . . . . . . . . . . . . . . 12.8 secTop speed (drag limited). . . . . . . . . . . 170 mph

FUEL ECONOMY (C/D EST):EPA city driving . . . . . . . . . . . . . . . . . . 17 mpgEPA highway driving . . . . . . . . . . . . . . 26 mpg

The smoothness of operation and the

compatibility of all the car’s controls are

impressive. The steering, with electric power

assistance, is direct and accurate yet not

deflected by bumps. Body control is tight

in fast cornering, yet the ride is settled and

unusually comfortable for a sports car. The

Artega has a nearly ideal suspension setup

for normal road driving.

Although the exterior is voluptuous, the

Artega’s interior is almost austere. It is neat,

tidy, and spacious but does not look very

special. Naturally, Paragon wants to show-

case its “cockpit system.” The main analog

instrument has a dual function: The rev

counter is in the top arc, and the speedo is

below it—both needles from the same axis.

Electronic displays, which can be selected

by the driver, emerge from a black panel that

surrounds the center dial.

With a couple of refinement issues

addressed, the Artega would compare

favorably with sports coupes from the

established premium automakers. The

price—75,000 euros, or about $100,000—is

some 25 percent higher than that of a Cay-

man S in Germany, but there is an element

of exclusivity: In full production, only 500

Artegas are expected to be made a year.

The first cars were delivered to customers

in April, and the plan is to bring the car to

the U.S. by 2011.

DRIVE LINES

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AUG 2009

“A thing of beauty is a joy forever.”

We can be pretty sure John Keats

wasn’t thinking about automotive sheetmetal

when he penned those words in 1818. But

if Keats had been scribbling just 191 years

later, his inspiration could very well have

been this elegant and sexy coupe.

Okay, trying to set one current Mercedes

automobile above the others in terms of

beauty is tough; they all look terrific. Still,

this coupe version of the latest Mercedes

E-class, its sweeping roofline uninterrupted

by a B pillar, is on a look-at-me par with the

big Mercedes CL coupes, minus their mass

and massive price tags.

Do not interpret this to mean bargain. The

basic E350 coupe, with a 268-hp, 3.5-liter

V-6, is $48,925. That soars to $55,525 for the

E550, with its 382-hp, 5.5-liter V-8. Check

all the option groups, and you wind up with

a package like our test car: a cool $66,375.

On the other hand, the most recent previous

E-class coupe—the 1994 E320—started at

$62,075. Wow.

The new coupe shares architectural ele-

ments with the E-class sedan, as well as

its techno-goodies and a bevy of safety

features, many of them standard. But there

are also pieces from the C-class stable, con-

tributing to much tidier dimensions. For the

coupe, the E sedan’s 113.1-inch wheelbase

has been trimmed to 108.7. That two-door

is 6.7 inches shorter and 2.7 inches narrower

than the four-door, and its 54.0-inch roof is

3.2 inches lower.

Aside from the achievement of a pillar-

less design in an age of ever tougher roll-

over standards, Mercedes has done a fine

packaging job: The reduced dimensions

have deleted nearly a third of the rear-seat

space but haven’t made the E coupe a mere

two-plus-two. Rear headroom will be on the

wish lists of individuals over six feet tall, but

there’s plenty of knee, leg, and toe room for

two modestly sized adults. The seats are

supportive, and climbing in or out is eased

by the power front seats, which flip and glide

forward.

Reduced dimensions should equate with

reduced weight, and that seems to be true

here. Our loaded test car weighed 3942

pounds, far from light, but still a couple hun-

dred pounds better than what we anticipate

for the sedan.

In any case, the coupe’s 5.5-liter V-8—

one of the best naturally aspirated eights in

the business—and seven-speed automatic

transmission handle all those pounds very

well indeed: zero to 60 mph in 4.8 seconds,

the quarter-mile in 13.3 at 108 mph. It emits

a refined V-8 rumble when it’s pinning occu-

pants into their seatbacks and is an eager

ally when it’s time to pick off back-road

dawdlers.

We wish the coupe’s other dynamic ele-

ments were as compelling. The steering,

though quick at 2.7 turns lock to lock, is

thin on feedback. The suspension—featuring

Mercedes’ electronically controlled adap-

tive shock absorbers—is a little too compliant

BY TONY SWAN PHOTOGRAPHY BY J. G. RUSSELL

THE HIGHS

Sublime hardtop styling, ample power, handsome interior, room for four.

THE LOWS

Steering could be more decisive, ditto dynamic responses.

2010 MERCEDES-BENZ E550 COUPE

SHORT TAKE

118

DRIVE LINES

for really headlong apex clipping, even in

sport mode. We reserve judgment regard-

ing braking performance; our test car, fresh

from abuse at a press preview, had problems

that stretched stopping distances far beyond

expectations—Mercedes’ and ours. And the

responses of the paddle-shifting feature are

relaxed by serious sports-coupe standards.

This is no BMW M3. If real haste is an objec-

tive, a new E63 AMG version is just around

the corner. But alas, Mercedes says the AMG

massage will be limited to the sedan.

On the other hand, we’d be surprised if

anyone acquired this car with track days in

mind. Like us, people are more likely to be

seduced by its blend of power, comfort, and

beauty that will never grow old. L

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $66,375 (base price: $55,525)

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement . . . . . . . . . . . . 333 cu in, 5461ccPower (SAE net) . . . . . . . 382 bhp @ 6000 rpmTorque (SAE net) . . . . . . 391 lb-ft @ 2800 rpm

TRANSMISSION: 7-speed automatic with manumatic shifting

DIMENSIONS:Wheelbase: 108.7 in Length: 185.0 in Width: 70.3 in Height: 54.0 in Curb weight: 3942 lb

C/D TEST RESULTS:Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.8 secZero to 100 mph . . . . . . . . . . . . . . . . . .11.5 secZero to 130 mph . . . . . . . . . . . . . . . . . 20.3 secStreet start, 5–60 mph . . . . . . . . . . . . . 5.1 secStanding ¼-mile . . . . . . . 13.3 sec @ 108 mphTop speed (governor limited) . . . . . . . 131 mphRoadholding, 300-ft-dia skidpad . . . . . 0.85 g

FUEL ECONOMY (MFR’S EST):EPA city/highway driving . . . . . . . . 16/23 mpgC/D observed . . . . . . . . . . . . . . . . . . . . 17 mpg

AUG 2009 CARANDDRIVER.COM

WHAT I’D DO DIFFERENTLY

C/D: You founded Subaru’s American operation in ’68, but within a few years sold almost all of it. What would you do differently if you had to do it over again?MB: My biggest mistake with Subaru was not

holding onto more of the stock. That stock

went for $3, split 10 times, and ended up at

$300.

C/D: With the money from that Subaru adventure, you got underwriting from Canada to build your Bricklin SV-1 but sold fewer than 3000. What happened? MB: I did too little testing. We had too many

new things—the acrylic body, gullwing doors.

I should have spent another year getting rid

of the leaks and changing the hydraulic doors

to air power. And you need good labor. I went

where they gave me money, not where the

labor was good.

C/D: In 1982, with Fiat leaving the U.S. market, you decided to import its 2000

roadster, renaming it the Pininfarina, and the Fiat X/1-9 as a Bertone. What happened to that?MB: I convinced them

I could bring the cars

back and take care of

the problems. We were

successful, sold about 200

a month, very profitable.

Then Cadillac cut a deal

with Pininfarina, who told

me Cadillac did not want a

$14,000 Pininfarina being

sold next to its $55,000

Allanté. But they gave me

six months before they

canceled production, and

that put me on the road to

go get Yugo.

C/D: Indeed, in ’85 you began to import the Yugo as the cheapest car ($3990) available in the U.S. MB: I sent my people to

find the cheapest car in the

world. They found Zastava,

in Yugoslavia, a 50-year-

old factory building a 30-

year-old car. We took this

piece-of-crap car and within

14 months had set up 400

U.S. dealers and made 528

changes to the car. It was

the only car ever imported

in those numbers that never

had a recall. And it was the

fastest-selling car ever from

Europe, still today. We were

supposed to sell 50,000—we

sold 163,000 in three years.

I was making a couple

million dollars a month and

sold out for $20 million. And

that is considered my big

failure?

But what did I learn?

That you can’t take the

communist mentality and

teach them to maintain

good quality. They did a

fabulous job at first, then

it went straight downhill.

All of a sudden they had

70 countries buying Yugos

from them, and they went

right back to the communist

Car and Driver (ISSN 0008-6002) (USPS 504-790), August 2009, volume 55, issue 2, is published monthly by Hachette Filipacchi Media U.S., Inc., 1633 Broadway, New York, New York 10019. Periodicals postage paid at New York, New York 10001, and at additional mailing offices. Authorized periodicals postage by the Post Office Department, Ottawa, Canada, and for payment in cash. POSTMASTER: Send address changes to Car and Driver, P.O. Box 52906, Boulder, Colorado 80322-2906; 386-597-4375; fax 303-604-7644; customerservice-caranddriver.com. If the postal services alert us that your magazine is undeliverable, we have no further obligation unless we receive a corrected address within one year.

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mentality of: When you have

more demand than supply,

you can sell whatever the

hell you feel like building.

C/D: Apparently, once again you were ahead of your time with the EV Warrior, an electric bicycle, in the early 1990s. MB: When you drove that

bicycle, it was fast, it was

fun, you could pedal or

not pedal—it was cool-

looking. But I made two

mistakes. One was selling

it through car dealers for a

$50 commission, and two,

when you drove it around a

parking lot, you loved it—but

on the street, with cars all

over the place, it scared the

hell out of you!

C/D: In 2004, you began work toward importing Chinese cars from Chery. MB: We went everywhere in

the world, looking for a car

company. We had a choice

of 120. A Russian friend

sent me to Chery, and I was

absolutely blown away by

the factory and its president.

But what I didn’t know

about China is that their

morality is not exactly up

to international par. When

Chery went from the bastard

child of China to its favored

son—because of what we

were doing—and companies

like Chrysler began to court

them, they decided to see

if they could screw me.

Thought they would see if

they could take it all back,

and they did, and we’re

suing them for $14 billion.

China has the ability, they

have the talent, they had the

opportunity, but they don’t

yet understand you can’t

do business in the rest of

the world the way they do

business in China. Knowing

what I know now, I wouldn’t

have gone anywhere near

them. —Steven Cole Smith L

128

Subaru of America founder (1968)

Maker of the Bricklin SV-1 (1975)

Importer of the Yugo (1985)

Electric-bicycle entrepreneur (1995)

Big dealmaker in China (2004)

Malcolm Bricklin, 70

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