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

97

;F;><:@I:L@K<M :?<MPMFCK

COOL CARS
for the
=@JB<IB8ID8
FUTURE D@E@<

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

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

COMPARED:
AUG 2009

US $4.99 UK £3.95
CAN $5.99
FERRARI CALIFORNIA
VS. MERCEDES-BENZ
SL63 AMG
 If you want to see the future of
just look at where the E-Class

Over 130 channels of SIRIUS.

Available in all E-Class vehicles.

Introducing the 9th generation E-Class. Starting at $48,600.*

It is, quite simply, the most advanced automobile we have ever created. And the world’s first
vehicle that actually studies your driving habits in order to form a unique profile. With every move,
your E-Class watches over you to help preserve, protect and anticipate the road ahead. Helping to
awaken you with ATTENTION ASSIST technology if you should start to doze, alerting you with
Lane Keeping Assist if you begin to wander from your lane, even automatically applying the brakes,

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
the automobile,
is today.

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

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

 | AUG 2009 | VOL. 55, NO. 2

CONTENTS
38
HARDWARE DRIVE LINES
38 COMPARISON TEST 110 PREVIEW
WE HAVE LIFTOFF! 2010 LOTUS EVORA
Ferrari California vs. Mercedes-Benz Expanding the Lotus lore.
SL63 AMG. By Michael Austin By Dave VanderWerp

74 ROAD TEST 112 SHORT TAKE

2010 JAGUAR XFR BMW X6 xDRIVE50i
48 INTRODUCTION Driving a 510-hp Jag XFR on a dirt track You’ll pardon the styling.
By Tony Quiroga
DRIVING THE FUTURE is just wrong. So how come it feels so
Cars are going electric. But does that right? By Mark Gillies
mean they’ll be appliances?
113 PREVIEW
90 ROAD TEST 2010 LEXUS
49 PREVIEW 2010 FORD TAURUS IS250C/IS350C
2011 CHEVROLET VOLT LIMITED The littlest Lexus turns on the
GM looks into its crystal ball, again. The Taurus moves upscale, if not ultraviolet. By Aaron Robinson
By Tony Quiroga completely back into our hearts.
By Tony Swan 114 PREVIEW
54 PREVIEW FERRARI 16M
2011 DODGE CIRCUIT EV SCUDERIA SPIDER
Surprisingly fun despite a hefty load of Earplugs not included.
batteries. By Dave VanderWerp By K.C. Colwell

58 FEATURE 116 PREVIEW

MR. FISKER’S GOOD KARMA ARTEGA GT
The greening of the automobile presents Porsche lover builds Porsche beater.
a chance to reinvent the car business. By Ray Hutton
By Mark Gillies
118 SHORT TAKE
62 SHORT TAKE 2010 MERCEDES-BENZ
MINI E E550 COUPE
A Mini range, too. Seduced again by power, beauty, and
By Aaron Robinson comfort. By Tony Swan

AUG
2009 3
 M O R E T H A N SK I N D EEP.

2 010 B U I CK L ACR O S SE C XS 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. B U I C K .CO M

*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®
 VIDEO
2011 DODGE CIRCUIT EV
CARANDDRIVER.COM/CIRCUITEV

2010 JAGUAR XFR

CARANDDRIVER.COM/JAGUARXFR
DRIVING WHILE TEXTING
CARANDDRIVER.COM/TEXTING

TESTED
PORSCHE 911 CARRERA
CARANDDRIVER.COM/911MANUAL
LONG TERM WRAP-UP:
2008 MAZDA CX-9 AWD
CARANDDRIVER.COM/LTMAZDACX9
Technology is dominated by those who
AUG 2009 | VOL. 55, NO. 2
manage what they do not understand.
—Murphy

AUG 2009
14 BACKFIRES
WAITING FOR GODOT’S CARS,
PANAMERA HATE MAIL, WHAT
DIRTY HARRY WOULD DO.

106 GEAR BOX

80 26
AFFORABLE NAVIGATION.

128 WHAT I’D DO DIFFERENTLY

FEATURES UPFRONT MALCOLM BRICKLIN.

UNPROTECTED TEXT BMW BETS ON 3

We investigate if sending messages
on your phone while driving is
more LOL than OMFG.
By Michael Austin
97 TIRE TEST:
THE UNUSUAL SUSPECTS
Could any of these nine affordable
summer tires have possibly knocked off
the expensive Michelin PS2?
By Dave VanderWerp
104 LIGHTLY USED CARS:
VETTE DREAMS
V-8 power for the price of a
hot hatch, with the security of GM’s
certified used-vehicle program.
By Csaba Csere
New variations due for the popular
3-series lineup. 9
31 HEARING VOICES COLUMNS
Our guide to recognizing the voices of actors
who have colonized car commercials. SHANG ’EM HAI
By Andrew Smart BY EDDIE ALTERMAN
What happened to our car show?
32 HOW TO: RUN THE CORKSCREW It relocated to China.
Riding the famous roller coaster at
Mazda Raceway Laguna Seca. 18 THOUGHTS ON MY LAST DAY
BY PATRICK BEDARD
32 DONKEY SHOW: FOB JOB What I’ve seen in my four decades
Can thieves steal your keyless-entry codes? at Car and Driver.
33 THEY BUILT EXCITEMENT 20 ROAD-TESTING A RELATIONSHIP
A Pontiac tribute to the best of the brand. BY JOHN PHILLIPS
Friends don’t let friends ride along.
34 TECH DEPT.: BMW’S WHEEL
TORQUE-VECTORING SYSTEM 22 PITILESS ADVICE FOR THIS RATTNER
New SUV diff works to perk up handling. BY DAVID E. DAVIS JR.
Blow up CARB, hang drunks, pass a gas tax.

AUG
6 2009 CARANDDRIVER.COM
 When the entire world is counting on you, it’s best to come prepared.

From fighting terrorism to tsunami relief efforts and humanitarian aid, no one is more
prepared to take on the challenges of the world than the U.S. Navy. To learn how you
can help make a difference in our world, visit navy.com or call 1-800-USA-NAVY.

© 2007. Paid for by the U.S. Navy. All rights reserved.

 AND THEY SAY MEN HAVE
COMMITMENT ISSUES.
©2009 Purolator Filters NA LLC, USA

Here’s a call-out to the purists. Guys who choose Purolator PureONE

oil filters because they know what you get out of something is directly
related to what you put into it. PureONE is the most efficient oil filter on
the market — 99.9% efficient — to trap microscopic contaminants that
can harm your engine. It’s also 100% covered in textured grip for easy
installation. We invented the oil filter. And we continue to perfect it. TM

Save up to $6 by logging on to www.purolatorautofilters.net/Pages/PromoB.aspx

EDITOR’S LETTER

SHANG
’EM HAI
WHAT HAPPENED TO OUR CAR SHOW?
IT RELOCATED TO CHINA. PureONE oil and air filters

I
n April, Porsche flew only one rolling out its biggest,
me to China to witness flashiest stuff in Shanghai—
the unveiling of its new BMW and Mercedes launched
Panamera at the Shanghai their flagships there, too.
international auto show. Outside the show, I
Porsche’s accountants are expected Shanghai to look at
probably wondering why they least somewhat Maoist, but I
spent so much just to get a few of us there to run was kidding myself. Downtown
our fingers along the car’s flanks, but this was in boasts an extravagant amount
fact a good PR move. Photos do not do the car of landscaping and faux-Tuscan
justice—there is something hideously freakish architecture, with 3-series Purolator Classic
about the Panamera’s proportions as captured BMWs and Audi A6s on every oil and air filters
through the lens—and it takes some dedicated and corner. The neighborhood
serious walking around to begin to appreciate its around the show used to be
visuals. Also, the interior of the Panamera makes a complex of rice paddies a
other luxury-car cabins look like they came out of a decade ago; now it’s Orange
Gremlin. By the time I get to drive it, I know I’ll want County. Someone in our group
to harvest a couple of internal organs to buy one. said that China is trying to do
The Porsche stand occupied a small corner of in 10 years what it took the
the first building at the Shanghai New International West 100 years to accomplish.
Expo Centre on the Huangpu River, a body of I’d say they’re on track. I woke
water whose name accurately conveys the nature up on my second day there BreatheEASY cabin filters
of its olfactory affront. There were 11 buildings in wheezing and coughing as
total. Each contained a confusion of new-product though I’d smoked a carton of
hysteria (Chinese automaker Geely alone launched cigarettes in my sleep. Is there
22 vehicles here, and all of them evinced fit any surer sign of an economy
Who can you trust to protect
and finish to shame the yak carts Geely tried to hard at work?
pass off at Detroit just two years ago); warring, your engine’s oil? The air
contemporaneous press conferences blasting
your engine breathes? The
Chinese pop over loudspeakers aimed at rival Contemplating notions
booths like galleons; and a kind of fetid, sour- of the future and air quality, air you breathe inside your
cabbage smell that unified the whole. we’ve gotten into three cars
vehicle? Purolator PureONE,
These were only the press days, limited to this month that advance a
automotive writers, manufacturers’ reps, and VIPs, plausible vision of a cleaner Classic and BreatheEASY
but it was more crowded than this year’s Detroit American road [see “Driving
filters. No other brand keeps
show on its busiest public Saturday. It quickly the Future,” page 48]. They
became clear why Porsche pulled out of Detroit are the Chevy Volt, the Dodge damaging impurities from
and chose to reveal its most important and riskiest Circuit EV, and the Mini E.
you and your engine better
vehicle since the Cayenne in Shanghai. This is If EVs and plug-in hybrids
a car market poised to overtake ours. China has prove workable, affordable, than Purolator. Keep it Pure.
all our brands, plus some (Foton, Lifan, Chana, and popular, we’ll need a new
anyone?). They’ll sell six million passenger cars this grid, possibly nuclear-fed, to
year to our nine-million-something, with consumer power them. Something’s got
demand that is far from tapped out. Where better to counterbalance all that smog
©2009 Purolator Filters NA LLC, USA

to reveal the Panamera? And Porsche wasn’t the hovering over China. L

TM

Eddie Alterman www.purolatorautofilters.net

CARANDDRIVER.COM
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 BACKFIRES
WAITING FOR
GODOT’S CARS
Regarding your “20 Cars
Worth Waiting For” cover story
[May 2009], if I wanted only
those with a five-star “gotta-
have-it” factor, I would need
$1,270,200. This results in my
Hyundai Sonata earning a five-
star “gotta-keep-it” factor.
DOUG LAWRY
CYBERSPACE
How is it that you list the Ferrari
F500 as a competitor of the
Mercedes SLS AMG but not
the other way around? And a
2011 Jeep Grand Cherokee
is 1/20th of the cars worth
waiting for but gets only two
out of five for a “gotta-have-it”
score? STEPHEN JONES
SIGNAL MOUNTAIN, TENNESSEE
Readers, you may recall
Jones from the December
’08 Backfires, where he was
globally honored as C/D’s
Most Anally Obsessed Reader.
The streak continues—Ed.
Couldn’t help notice the very
ugly welds on the gullwings of
the cover car, the Mercedes
SLS AMG. I would not want
to look at those welds every
day on a $200K vehicle. I
understand this is probably a
class B surface, but the fact
that the car has gullwing doors
would make me change this to
a class A surface. The door we
see on the right has five welds
in an arc, while the door on the
left has four welds in a straight
line. I’ve seen better welds on
an Econoline van.
NICK CARVAINES
CLEVELAND, OHIO
In the ’90s, graphic artists
began experimenting with
a new software invention
called “Photoshop,” which
could alter photos to suit the
needs of art directors. It was
praised for its realism, user-
friendliness, and ability to
render inconsistencies in class
B surfaces—Ed.
In a discussion of the 2011
Ford Explorer, you opined that
“buyers have been shying
AUG
14 2009
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
Opinions are like exhausts—everybody has at least one.
Send yours to: editors@CARandDRIVER.com
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
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!
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
LT. ELIOT SPENCER, CRNA
BY THE TIME YOU GET THIS. . .
SOMEWHERE IN
AFGHANISTAN
CARANDDRIVER.COM
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EXPECT WONDERS
BACKFIRES

looked at then, it didn’t get serious review nature depends on oil except for humans.
until 1956 when Studebaker’s director Not true for water or corn or the land that
of experimental engineering tested the switch grass grows on, which are essential
car and reported on it. The director’s for life—not just one animal or local
name: John Z. De Lorean . . . He didn’t ecosystem, LIFE! MILIND SHAH
like the Porsche effort and compared BROOKLYN, NEW YORK
it unfavorably with the comfort and ride
of the 1956 Studebaker Champion and WIDE WORLD OF
Commander”—Ed. FROOT LOOPS
In the May 2009 “Ask Us Anything,” Josh
Clemons asked, “What is the difference
between stowage and storage?” To which
you replied, “A w and an r.” Please. The
correct answer is, “Nothing, if you’re Elmer
Fudd.” GARY SMITH
LOS ANGELES, CALIFORNIA
Lemme see if I can dig up a prize in the
men’s can for Best Letter. I’ll get back to
you—Ed.
TESLA SMOKE SCREEN
I’m accustomed to most of our fellow As to your last page [“This Car and Driver,”
citizens having no idea from where May 2009]: If attaching 2500 cameras
electricity comes or what it costs in terms to a van makes one an artist, I am a chef
of miles per kilowatt-hour or how any of because I can make microwave popcorn.
this is related to motoring efficiency. But I LYLE SCHROEDER
expect C/D to be better. CUMMING, GEORGIA
If the Tesla [May 2009] draws 32 amps Hey, could you send some of that
at 240 volts for 10 hours, this is about 77 popcorn to Smith?—Ed.
kilowatt-hours of energy. At the average
national price of 11 cents per kilowatt- About “The Ultimate Suburbia Machine”
hour, this is $8.47 per “fill-up,” not the $4 in the May 2009 Upfront section: Even if
[-to-$7 range] cited in your road test. It BMW puts 400 horses in its new Aztek,
would cost even more in California and I’m not buying one. CHRIS BIGNELL
run about $20 to recharge in high-priced NEW YORK, NEW YORK
Hawaii. Not much of a bargain. Plus,
unlike gasoline or diesel fuel, these prices Regarding “Up in Smoke” [Upfront, May
include no tax collections for highway- 2009]:
repair funds. But, as you say, if you have to Lots and lots of testing
ask how much a $100,000-plus car costs So very much ado.
to run, it’s not for you. The Tesla is not for I cannot help but wonder
me. MICHAEL P. RETHMAN What would Dirty Harry do?
K ANEOHE, HAWAII DON MITOLO
Sure, 77 kilowatt-hours costs $8.47, but CLAYTON, CALIFORNIA
the Tesla holds 53 and would therefore Pass the Fritos?—Ed. L
cost $5.83—Ed.

PRECIOUS BODILY FLUIDS MS. GOODWENCH

While hydrogen is the most plentiful
element in the universe, we’re still stuck BY PIPPA GARNER
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

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 PATRICK BEDARD
THOUGHTS ON
MY LAST DAY
WHAT I’VE SEEN IN MY FOUR DECADES
AT CAR AND DRIVER.
O
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, AM I BEING TOO GLOOMY AS MY
Triumphs, Alfas, and Austin-Healeys had style, enough of it
to inspire a social movement infused with its own etiquette. CLOCK RUNS DOWN? ACTUALLY, I
Example: If the driver of a lowly bug-eye Sprite waved to an REMAIN THE COCKEYED OPTIMIST.
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
AUG
18 2009
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
CARANDDRIVER.COM
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 JOHN PHILLIPS
ROAD-TESTING
A RELATIONSHIP
FRIENDS DON’T LET FRIENDS RIDE ALONG.
T
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.
AUG
20 2009
“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
CARANDDRIVER.COM
 DAVID E. DAVIS JR.
PITILESS ADVICE
FOR THIS RATTNER
BLOW UP CARB, HANG DRUNKS, PASS A GAS TAX.
A
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 MY PHONE IS NOT RINGING, AND I FEEL
far from our automobiles as is politically possible.
We have a vast pool of automotive talent in this TERRIBLE ABOUT IT. I WOULD BE A
country, but far too many of those talented engineers GODDAMN GREAT CAR CZAR.
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
AUG
22 2009
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
CARANDDRIVER.COM
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The Hyundai Genesis—2009 North American Car of the Year.
 Think About It

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 after that a Hyundai as well.

Find out more at HyundaiGenesis.com

Hyundai is a registered trademark of Hyundai Motor America.

All rights reserved. ©2009 Hyundai Motor America.
 EDITED BY TONY QUIROGA RAY HUTTON [ENGLAND] JUERGEN ZOELLTER [GERMANY]

UPFRONT AUG
PAGE 31 HEARING VOICES:
ACTORS WHO SPEAK FOR CARS.
PAGE 33 FAREWELL NOTE:

2009
WE REVEAL OUR FAVORITE PONTIACS.
PAGE 34 HOW TORQUE VECTORING
IS LIKE PADDLING A CANOE.

2012 BMW 3-SERIES

BMW BETS ON 3
NEW VARIATIONS ON THE POPULAR LINEUP ARE COMING.
BY JUERGEN ZOELLTER PHOTO ILLUSTRATIONS BY YOSHI G

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AUG
26 2009 CARANDDRIVER.COM
 UPFRONT
LIVING FOR THE CITY
PINT-SIZE EV FROM BMW
MAY CARRY ‘CITY’ BADGE.
Having the right products in
the right niches might be the
key to sales success for automakers
when the economy emerges from
its stay in the ICU. BMW’s plan is to
develop a super-efficient car family
code-named “Project i.” The first car
will be launched in 2012. It will be
smaller and cost less than the next
BMW 1-series or Mini Cooper, both
of which will come to market in 2011.
BMW is no longer pursuing small-
volume niche cars such as the
near-six-figure SUV version of the
7-series, dubbed the X7; the SUV-
like X4 coupe; the diminutive Z2
roadster; and the company’s Audi R8
competitor, the small mid-engine CS
sports car.
Instead, BMW will devote those
resources to a three-door hatchback
currently referred to as the BMW
“City.” According to BMW chairman
and CEO Norbert Reithofer, the
City is designed specifically for the
AUG
28 2009
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
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
CARANDDRIVER.COM
 *Based on a severe sludge clean-up test using SAE 5W-30. ©2009 SOPUS Products. All rights reserved.

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clean-running engine. But over time, sludgy deposits can rob you of that clean feeling. So choose an oil that’s packed
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they clean out up to 15% of sludge in your first oil change.
Time for an oil change? Change with Pennzoil® and Feel The
Clean. Learn more at Pennzoil.com.
 UPFRONT

A GAME THAT
GOES AFTER YOU

THE DUDE SPEAKS

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.
. . . FOR HYUNDAI Shift sets itself apart from other games
with a new in-car view that simulates how
BY ANDREW SMART ILLUSTRATION BY SCOTT POLLACK the driver’s head would move as a result
of acceleration, braking, and cornering
Does that voice in the car commercial sound familiar? It sure does, but where loads. It also offers more realistic artificial
have you heard it before? If you’re watching There’s Something About Mary for the intelligence (AI) for computerized oppo-
17th time on TBS, perhaps you just heard it seconds ago. That’s right, it’s Matt Dillon, nents, as well as a slew of real tracks
hawking Pontiacs. and cars. Patrick Söderlund, EA’s Euro-
Celebrities—those mostly unemployed slackers who tell you what causes to support— pean boss and an avid racer of real cars,
have colonized car-commercial voice-overs. Stars of screens big and small lend their headed up the project. We spoke with
practiced drawls and pert cadences to TV spots, giving a car brand some familiarity, him in his native Sweden while he and his
trustworthiness, and celebrity clout. team prepared their Porsche GT3 Cup car
So if you’ve been dying to put a face and a name to that voice, read on. for the Nürburgring 24-hour race.

DENIS LEARY
THE VOICE OF:
Ford F-150
MOST MEMORABLE
ROLE: Tommy Gavin,
Rescue Me
THE MAN AND THE
BRAND: Both tough.
Both working class. Both
proud to be American. But
remember “quiet steel”?
There ends the connection.
MATT DILLON
THE VOICE OF: Pontiac
MOST MEMORABLE
ROLE: Bob, Drugstore
Cowboy
THE MAN AND THE
BRAND: Both starred in
variations of Crash.
RICHARD THOMAS
THE VOICE OF:
Mercedes-Benz
MOST MEMORABLE
ROLE: John Boy
Walton, The Waltons
THE MAN AND THE
BRAND: Iconic, resolute,
and trustworthy—the big
brother we all wanted to
grow up with.
CARANDDRIVER.COM
JAMES SPADER
THE VOICE OF: Acura
MOST MEMORABLE
ROLE: Alan Shore,
Boston Legal
THE MAN AND
THE BRAND: Both
technically advanced and
performance oriented, but
Spader sometimes gets
lost in the weirdness, kind
of like the TL’s styling.
JEFF BRIDGES
THE VOICE OF: Hyundai
MOST MEMORABLE
ROLE: The Dude, The Big
Lebowski
THE MAN AND THE
BRAND: This voice shilling
anything but a ’73 Gran
Torino in a San Fernando
Valley used-car lot just
doesn’t sit well with us.
DONALD
SUTHERLAND
THE VOICE OF: Volvo
MOST MEMORABLE
ROLE: Captain “Hawkeye”
Pierce, M*A*S*H
THE MAN AND THE
BRAND: Volvo, like
Sutherland’s Calvin Jarrett
in Ordinary People,
maintains an air of
comforting calmness and
a proclivity for cable-knit
cardigans.
JAMES REMAR
THE VOICE OF: Lexus
MOST MEMORABLE
ROLE: Harry Morgan,
Dexter
THE MAN AND THE
BRAND: Much like how
the IS F put the brand’s
performance credentials
on the map, Showtime’s
Dexter did so for Remar.
Both command a premium.
KEVIN SPACEY
THE VOICE OF: Honda
MOST MEMORABLE
ROLE: Tie between Lester
Burnham, American
Beauty and Roger “Verbal”
Kint, The Usual Suspects
THE MAN AND THE
BRAND: Like Honda,
Spacey’s strong reputation
and independent streak
have kept box-office sales
high.
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
AUG
2009 31
 HOW TO:
DONKEY SHOW
RUN THE CORKSCREW
The Corkscrew at Mazda Raceway Laguna Seca
WHAT’S A “DONKEY
SHOW”? IT’S WHAT FOB
JOB
YOUR FRATERNITY
is one of the most iconic corners in the world, BROTHERS CLAIM
THEY WITNESSED ONE
a unique left-right combination that’s notable for the DRUNKEN NIGHT IN
precipitous drop between its two main elements. It was TIJUANA. BUT
WE’RE NOT BUYING IT.
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
CAN THIEVES STEAL YOUR
such a distinctive corner that racers around the world KEYLESS-ENTRY CODES?
always ask those who’ve driven there, “What’s it like? ”

1 THE SETUP

STEP 1: The Corkscrew is approached

via the uphill Rahal straight, which is
actually about as straight as Perez Hilton. We got an e-mail warning us
Just before the first part of the corner, about thieves hacking into
there’s a slight kink to the right, over a brow. keyless-entry systems to unlock cars.
You need to position the car on the left-side According to the scenario in the e-mail,
curbing of the straight and aim for the curb thieves lurk near the victim’s car with
on the opposite side, at the apex of the equipment that intercepts and steals
kink. Complications? Well, you’ll be braking the transmitted code from the key fob
before the crest in a fast car, so ease off the as the driver presses the lock button.

2
brakes before the brow, then bury the Then, they use their equipment to
pedal once the road has flattened. THE EASY BIT unlock your car using the stolen code.
All together now: Donkey show!

3 THE SCARY PART

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.
STEP 2: Once past the crest, get the car over to the
Here’s how it works: To issue
right, stay hard on the brakes, and downshift to the proper
an unlocking/locking action, the
gear. Entry to the left-hand part of the corner is easy
transmitter sends a request to the
enough: Turn in late and place two wheels over the dirt on
receiver/control module in the car.
the inside. (Slight modification in a race: You’ll make a more
With the request, the transmitter also
gradual move to the apex from the right side, blocking any
sends a new code sequence and TIC
would-be passer. Even the humblest club racer learned from
to the receiver. To issue an unlock/lock
the Zanardi pass and knows that this part of the corner is
command, the code sequence and
a “throwaway” in racing lingo. It’s not as important to lap
TIC sent by the transmitter must be
times as the next part of the Corkscrew is.)
one that hasn’t been used before and
STEP 3: You’re now committed to the corner. Just past the first apex, the earth disappears, with the next—or one of the next few—in
an 18-percent drop in elevation, roller coaster–style. You simply can’t see the apex of the ensuing right- a planned sequence. This is what is
hander, so you have to trust that you’ve got the car lined up correctly. The idiot’s guide: There’s a clump known as a rolling code. And there
of trees directly ahead. Aim for the third one over, and magically, you pick up the right-hand apex. Get it aren’t just a lot of possible codes; there
wrong? Most people go clattering over the curb on the inside and through the dirt. The penalty isn’t as bad are a whole buttload of them—
since MotoGP came to the track and insisted on expanding the runoff. In Zanardi’s day, there was precious 4.8 million billion combinations. So
little room between the curb and the retaining wall. even if thieves did manage to steal the
TIC and the code sequence from the
PHEW, YOU MADE IT! The corner exit is relatively easy, although many a racer has carried a bit transmitter, the chance of stumbling
too much speed through the right-hander, gone off into the dirt on the outside, and invariably looped back upon that crucial next code is one in
across the track into the inside wall. A good clean exit is important here because Turns 9 and 10 are fast. 4.8 million billion. Good luck with that.

AUG
32 2009
 UPFRONT

THEY BUILT EXCITEMENT

ON THE EVE OF PONTIAC’S DEATH,
WE PRESENT THE BEST OF THE BRAND.
As part of the medicine GM had to swallow in its restructuring plan
that was presented to the U.S. Treasury, the beleaguered automaker
announced that the Pontiac division will be closed down by the end of 2010.
Founded in 1926 to fill the gap between GM divisions Chevrolet and
Oldsmobile, the brand had its share of missteps over the years: Recall the
Daewoo-built LeMans, the mind-numbing Trans Sport, and the angry dumpster
that was the Aztek. But it also produced more than a few models that have now DE LOREAN
achieved Great American Car status. On the eve of Pontiac’s last stand, here THE ICONIC
are our five favorite Ponchos. PONTIAC MAN
John De Lorean, who
became that rare thing
but ugly 6000STE. Its 150-hp at GM—a flashy and
V-6 may not look like much 22 flamboyant engineer and
years later, but its class-leading executive—joined the
handling, refinement, value, and Pontiac division in 1956
styling were good enough to as director of advanced
S1958 Bonneville S1987 Bonneville SE draw comparisons with the far engineering and was
A child of the Atomic Age, Arguably Pontiac’s last pricier and slick Audi 5000 of promoted in ’61 to chief
the ’58 Bonneville brought competitive and desirable sedan the late ’80s. engineer. Often credited
real engineering substance (until the G8) and the division’s with helping create the
(fuel injection, air suspension, last C/D 10Best winner, the brand’s renaissance in the
four-speed automatic) along Bonneville SE built upon the 1960s, De Lorean turned
with its spacecraft looks. The lessons learned from the sporty out hit after hit and grew
first in a long line of advanced Pontiac’s sales to nearly
and powerful Pontiacs, the one million annually
Bonneville presaged the brand’s S2008 G8 GXP with cars such as the
muscular cars of the ’60s. Just as Pontiac is about to be technologically advanced
decapitated by the reaper, the ’61 Tempest, the seminal
division builds the G8 GXP, a ’64 GTO, and the ’67
sedan that offers performance Firebird, and innovations
S1977 Firebird Trans Am similar to a BMW M5’s at half such as Pontiac’s SOHC,
By the late ’70s, the Trans the price. Built in Australia, the inline six-cylinder engine.
Am’s top engine was an GXP combines BMW-like road De Lorean moved from
emissions-choked 6.6-liter manners with a 415-hp small- Pontiac to Chevrolet in
S1964 GTO V-8 making a paltry 200 block V-8 borrowed from the 1969 and by the mid-’70s
Often credited as the original horsepower. The 3830- Corvette, at a price that starts had left GM to build his
muscle car, the GTO turned pound car could get to 60 at $40,060. Acceleration from own car, an affair that
a plebeian Le Mans coupe mph in a sad 9.3 seconds. zero to 60 mph takes a scant ended with a videotape of a
into a fire-breathing street But those were the mere 4.7 seconds, with the quarter- cocaine deal to keep afloat
racer with a 325- or 348-hp realities; in its starring role in mile falling in 13.3 seconds at the 130-hp stainless-steel
389-cubic-inch V-8. Sales the 1977 film Smokey and 109 mph. Please, GM, a car two-seater with gullwing
took off, and Pontiac became the Bandit, a black-and-gold this good shouldn’t die out. doors that bore his name.
a brand offering affordable Trans Am had as much star How about making it into a De Lorean died in 2005 at
performance. We pitted a power as Burt Reynolds and Chevy Impala SS? the age of 80.
Pontiac GTO against a Ferrari may have helped him
GTO, a test that helped put this seal the deal with
magazine on the map. Loni Anderson.

AUG
2009 33
 TECH BMW’S WHEEL
DEPT. TORQUE-VECTORING SYSTEM
NEW SUV DIFFERENTIAL WORKS TO PERK UP HANDLING.
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PLANETARY GEARS: CLUTCHES:

Activated by the adjacent Bathed in oil, the multiplate clutch pack is
clutch pack, the 1.1:1-ratio open and disengaged on straight roads
planetary gearsets can and only partially engaged when activated
overspeed their respective by the control motor. The constantly
wheels in a corner. On slipping clutches only transfer a percentage
ice, the outside wheel of the differential’s torque.
would spin faster. On dry
pavement, the slipping
clutches transmit “just a
push” to help steer the car.

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.
MOTORS:
There is no cooler, so heat
Precision motors spin a ball-ramp
is an issue but only on a
assembly in fine increments to
racetrack, says BMW.
constantly press and release the
clutch plates. Highly calibrated
electronic control gives BMW more
tuneability than with a mechanical
(Torsen) or viscous coupling.

AUG
34 2009
IT’S HARD NOT TO GIVE IN
TO YOUR MUSTANG SIDE.
EVEN IF YOU’RE LEGALLY BLIND.

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.
 COMPARISON TEST

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

AUG
38 2009
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TFHNFOU
FWFO
JG
QPUFO DBS
UP
ESJWF
1MVT
UIF
4-μT
PVUQVU
PG


VTFT
UIF
UFNQMBUF
PG
UIF
MBUFTUHFOFSBUJPO
4-
UJBM
PXOFST
NPSF
MJLFMZ
DSPTTTIPQ
UIFJS
IPSTFQPXFS
JT
DMPTFS
UP
UIF
$BMJGPSOJBμT

B
GPMEJOHIBSEUPQ
DPOWFSUJCMF
BOE
B
USBOT QVSDIBTFT
XJUI
IFMJDPQUFST
PS
HPMEQMBUFE

QPOJFT
NJTTJPO
UIBU
EPFT
XJUIPVU
B
DMVUDI
QFEBM
IPWFSDSBGU
5IJT
CSJOHT
VT
UP
UIF
.FSDFEFT 0O
QBQFS
JUμT
B
QSFUUZ
FWFO
NBUDIVQ

'FSSBSJ
JT
QPTJUJPOJOH
UIF
$BMJGPSOJB
BT
B
#FO[
4-
SFDFOUMZ
VQEBUFE
GPS

XJUI
"OE
BGUFS
UXP
EBZT
PG
ESJWJOH
JO
#BWBSJB

MFTT
FYQFOTJWF
DPNQBOJPO
UP
UIF
(5#
BOE
SFWJTFE
TUZMJOH
B
OFX
GPS
UIF
4-

MJUFS
OFJUIFS
DBS
TUPPE
PVU
BT
DMFBSMZ
TVQFSJPS


4DBHMJFUUJ
HSBOE
UPVSFST
MFBWJOH
UIF
NJE 7
BOE
B
TIJGUUJNFIBTUFOJOH
NVMUJQMBUF
4P
QJDLJOH
B
XJOOFS
XBT
BT
EJGGJDVMU
BT

FOHJOFE
'
UP
SFQSFTFOU
UIF
IBSEFSFEHFE
DMVUDI
JO
QMBDF
PG
B
UPSRVF
DPOWFSUFS

HJWJOH
CBDL
UIF
LFZT
BU
PVS
UFTUμT
FOE

AUG
2009 39
 COMPARISON TEST TROPHY CARS

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

INTERIOR TRUNK

FUEL TANK (gal)

VOL VOL

OCTANE RATING
FRONT TRACK
(cu ft) (cu ft)

REAR TRACK
WHEELBASE
VEHICLE

AS TESTED

CURB (lb)

% FRONT

% REAR
LENGTH

HEIGHT
WIDTH

FRONT

DOWN
REAR
BASE

TOP

TOP
UP
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

2
5IJT
WFSTJPO
PG
UIF
4-
EFCVUFE
JO
5IJT
JT
UIF
POMZ
.FSDFEFT
XJUI
MBVODI

MERCEDES-BENZ 
BOE
SFHVMBS
VQEBUFT
IBWF
LFQU
DPOUSPM
BDUJWBUFE
CZ
B
/"4"MFWFM
DIFDL
SL63 AMG JU
GFFMJOH
GSFTI
"GUFS
TFWFO
ZFBST
UIPVHI

JUμT
MPPLJOH
WFSZ
GBNJMJBS
FWFO
XJUI
UIF

MJTU
TUBCJMJUZ
DPOUSPM
JO
TQPSU
NPEF
CSBLF

QFEBM
GVMMZ
QSFTTFE
USBOTNJTTJPOTFMFDUPS

THE HIGHS BHHSFTTJWFMZ
GBDFMJGUFE
OPTF
"OE
UIF
LOPC
SPUBUFE
POF
DMJDL
DMPDLXJTF
GSPN
NBO
Tons of low-end torque, loaded with TDPPQT
TQPJMFST
BOE
GFOEFST
UIBU
EJTUJO VBM
NPEF
SJHIU
TIJGU
QBEEMF
USJHHFSFE
NBTI

luxury, slick in all of its operations. HVJTI
UIF
".(
NPEFM
SFNJOE
VT
PG
DFMFC UIF
HBT
5IF
SFWT
DMJNC
UP

3FMFBTF
UIF

SJUZ
GBDFT
UIBU
IBWF
HPOF
VOEFS
UIF
LOJGF
CSBLF
QFEBM
BOE
UIF
4-
UBLFT
PGG
XJUI

THE LOWS POF
UJNF
UPP
NBOZ B
MJHIU
DIJSQ
PG
UIF
SFBS
UJSFT
"T
MPOH
BT

5IF
4-μT
CBTF
QSJDF
PG
 
JT
UIF
UIF
HBT
QFEBM
SFNBJOT
GMPPSFE
SFEMJOF

Like a cougar, a face lift and a body kit DIFBQFTU
XBZ
UP
BDRVJSF
POF
PG
UIF
UISFF
TIJGUT
BSF
BVUPNBUFE
5IF
SFTVMU
JT
B

can’t hide an aging exterior; somewhat BWBJMBCMF
4-
NPEFMT


#MBDL
4FSJFT

TFDPOE
UP
UJNF
BOE
B
RVBSUFSNJMF
JO

vague on-center steering feel. GSPN
".(
XIJDI
JT
.FSDFEFTμ
IJHIQFS 
TFDPOET
BU

NQI
*UμT
CBSFMZ
TMPXFS

GPSNBODF
UVOJOH
PGGJDF
5IJT
MFBTU
QPXFS UIBO
UIF
'FSSBSJ±EFTQJUF
UIF
#FO[μT
CFUUFS

THE VERDICT GVM
POF
QSPEVDFT

IPSTFQPXFS
BOE

QPXFSUPXFJHIU
SBUJP±NPTU
MJLFMZ
EVF
UP

High-end convertibles don’t get QPVOEGFFU
PG
UPSRVF
-JLF
PUIFS
".(T
UBMMFS
HFBSJOH
*UμT
BMTP
B
MPU
RVJDLFS±

UIF
4-
SFTPOBUFT
XJUI
B
EFFQ
HVUUVSBM
NQI
DPNFT

TFDPOE
TPPOFS±UIBO
UIF

much better than this. SVNCMF
UISPVHI
JUT
FYIBVTU
MBTU
4-
XF
UFTUFE
$IBML
UIBU
VQ
UP
B
GVMMZ

AUG
40 2009 CARANDDRIVER.COM
 THE L IS FOR LUXURIOUS
Carbon fiber and leather line the SL63
interior up to the A-pillars, where
Alcantara takes over. The latest
Mercedes infotainment system slots
in above the pop-out cup holders.

BEST IN TEST

ROOF TIME SECONDS

DOWN UP
FERRARI CALIFORNIA 20 19
MERCEDES-BENZ SL63 20 18
TEST AVERAGE 20 19

CSPLFOJO
UFTU
DBS
BOE
UIF
PQUJPOBM
MJNJUFE BOE
TIBSQ
DIBOHFT
JO
NBOVBM
NPEF
5IF
+FLZMMBOE)ZEF
TJUVBUJPO
*O
OPSNBM
DPO

TMJQ
EJGGFSFOUJBM CJHHFTU
EJGGFSFODF
MJFT
JO
UIF
TUFFSJOH EJUJPOT
UIF
QFEBM
JT
TUJGG
BOE
QSPHSFTTJWF

"
TUPQQJOH
EJTUBODF
PG

GFFU
GSPN

XIFFMNPVOUFE
TIJGU
QBEEMFT
JO
UIF
4-
PS
CVU
VOEFS
IBSE
CSBLJOH
UIF
QFEBM
UISPX

NQI
JT
TFWFO
GFFU
MPOHFS
UIBO
UIF
'FSSBSJμT
UIF
DPMVNONPVOUFE
GMBQT
JO
UIF
$BMJGPS HPFT
MPOH
BOE
UIF
GFFM
WBOJTIFT

FWFO
XJUI
UIF
VQHSBEFE
CSBLFT
UIBU
DPNF
OJB
5IF
.FSDFEFT
VTFT
QMBOFUBSZ
HFBSTFUT
0O
IJHITQFFE
BVUPCBIO
DIBTFT
UIF

XJUI
UIF
 
".(
1FSGPSNBODF
QBDL BT
JO
B
DPOWFOUJPOBM
BVUPNBUJD
BOE
FJUIFS
4-
PGGFST
UIF
TUBCJMJUZ
PG
B
DSVJTF
NJTTJMF

BHF
5IF
SFTU
PG
UIBU
FYUSB
FYQFOTF
HPFT
UIBU
PS
TVQFSJPS
QSPHSBNNJOH
NBLFT
UIF
#Z
UIF
XBZ
UIF
4-
GMJOHT
CBDL
BOE
GPSUI

UPXBSE
B
NQI
UPQTQFFE
HPWFSOPS
VQ
4-μT
USBOTNJTTJPO
CFUUFS
BU
QJDLJOH
UIF
CFTU
UISPVHI
MPXFSTQFFE
DPSOFST
ZPV
XPVME

GSPN

NQI

B
MJNJUFETMJQ
EJGGFSFOUJBM
HFBS
JO
GVMM
BVUP
NPEF
TDBSDFMZ
CFMJFWF
UIF
IFGUZ
QPVOE
DVSC

GPSHFE
BMMPZ
XIFFMT
BOE
TQPSUJFS
UVOJOH
GPS
5IF

QPVOEGFFU
PG
UPSRVF
JO
UIF
XFJHIU
CVU
UIFSF
BSF
IJOUT
5IF
TUFFSJOH

UIF
BDUJWF
TVTQFOTJPO
5IF
MBUUFS
JUFN
DPO .FSDFEFT
QSPEVDFT
NPSF
MPXFOE
HSVOU
OJDFMZ
XFJHIUFE
IBT
TPNF
PODFOUFS
QMBZ

USJCVUFT
UP
UIF

H
PG
HSJQ
PO
UIF
TLJEQBE
UIBO
JO
UIF
$BMJGPSOJB
BOE
QSPEEJOH
UIF
"OE
UIF
SJEF
JT
B
MJUUMF
UPP
IBSTI
JO
EFBMJOH

OFBSMZ
FRVBM
UP
UIBU
PG
UIF
$BMJGPSOJB HBT
QFEBM
XJMM
QVTI
ZPV
CBDL
JOUP
UIF
TFBU
XJUI
CVNQT
*UμT
B
NBUUFS
PG
NJOVUJBF
JO

-PPLJOH
POMZ
BU
UIF
OVNCFST
ZPVμE
CF
XJUI
B
GPSDF
UIF
'FSSBSJ
DBOμU
NBUDI
5IF
CPUI
DBTFT
CVU
UIF
'FSSBSJ
JT
TMJHIUMZ
NPSF

IBSE
QSFTTFE
UP
GJOE
NVDI
PG
B
EJGGFSFODF
JNNFEJBDZ
PG
UIF
FOHJOF
TIPXT
UIF
4-μT
SFGJOFE
JO
UIF
EFUBJMT
PG
JUT
UVOJOH

CFUXFFO
UIF
4-
BOE
UIF
$BMJGPSOJB
BOE
NPSF
CSVUJTI
TJEF
UIF
QPXFS
DPNFT
PO
3FHBSEJOH
DPOWFOJFODFT
UIF
4-

UIF
TBNF
HPFT
GPS
UIF
USBOTNJTTJPO
'SPN
TP
RVJDLMZ
UIBU
JU
DBO
CF
FBTZ
UP
EJBM
JO
IBOEMFT
EFUBJMT
MJLF
B
GJSTUSBUF
CVUMFS
*G

B
ESJWFSμT
TUBOEQPJOU
CPUI
DBST
PGGFS
RVJDL
UPP
NVDI
UISVTU
#SBLF
GFFECBDL
JT
BMTP
B
ZPV
XBOU
BDDFTT
UP
UIF
TIFMG
PS
UIF
TUPSBHF

AUG
CARANDDRIVER.COM 2009 41
 CPYFT
CFIJOE
UIF
TFBUT
KVTU
QSFTT
B
CVUUPO
ZPV
OFFE
UP
BDDFTT
UIF
USVOL
UIBU
PQFSB B
MJUUMF
UPP
-B;#PZ
GPS
PVS
UBTUFT

BOE
UIF
TFBU
QPXFST
GPSXBSE
PVU
PG
UIF
XBZ
UJPO
JT
QPXFSFE
BT
XFMM
JU
FWFO
TIVGGMFT
5IF
DPNQMBJOUT
BSF
NJOPS
POFT
5IF

"OPUIFS
QSFTT
PG
UIF
CVUUPO
SFUVSOT
UIF
UIF
GPMEFE
UPQ
PVU
PG
UIF
XBZ
JO
DPOWFSUJCMF
4-
SFNBJOT
B
WFSZ
TQFDJBM
DBS
UIBU
XPVME

TFBU
UP
XIFSF
JU
TUBSUFE
5IBU
TIFMG
CZ
UIF
NPEF
5IF
TFBUT
BSF
IFBUFE
BOE
DPPMFE
QMVT
CF
IJHI
PO
PVS
MJTU
JG
XF
IBE
UIF
NFBOT
UP

XBZ
JT
OFBSMZ
BT
CJH
BT
UIF
SFBS
TFBUT
JO
UIFZ
DBO
CMPX
IPU
BJS
POUP
UIF
CBDL
PG
ZPVS
QVSDIBTF
POF
*UμT
KVTU
UIBU
UIF
'FSSBSJ
JT

UIF
'FSSBSJ
BOE
UIJT
IFMQT
DPNQFOTBUF
GPS
OFDL
PO
DPME
EBZT
.PTU
MJWJOH
SPPNT
BSFOμU
B
MJUUMF
NPSF
TQFDJBM
BOE
TMJHIUMZ
IJHIFS
PO

UIF
USVOL
TQBDF
UIF
#FO[
JT
MBDLJOH
4IPVME
UIJT
DVTIZ
BMUIPVHI
UIF
TPGU
TFBU
CPUUPN
JT
UIBU
JNBHJOBSZ
MJTU

BEST IN TEST SUSPENSION BRAKES

ROADHOLDING

SKIDPAD (g)
200-FT-DIA
ANTI-LOCK

70–0 MPH
STABILITY
CONTROL

CONTROL

BRAKING
CHASSIS
FRONT

FRONT

TIRES
REAR

REAR

(ft)
control arms, multilink, 15.4-inch 14.2-inch Pirelli P Zero;
FERRARI CALIFORNIA coil springs, coil springs, drilled, vented drilled, vented yes yes F: 245/35ZR-20 (95Y), 151 0.91
anti-roll bar anti-roll bar ceramic disc ceramic disc R: 285/35ZR-20 (100Y)
MERCEDES-BENZ
multilink, multilink, 15.4-inch 13.0-inch Pirelli P Zero;
SL63 AMG
coil springs, coil springs, drilled, drilled, yes yes F: 255/35ZR-19 96Y, 158 0.90
anti-roll bar anti-roll bar vented disc vented disc R: 285/30ZR-19 98Y
TEST AVERAGE 155 0.91

BEST IN TEST * C/D EST ENGINE DRIVELINE ACCELERATION (seconds) SOUND LEVEL FUEL
(dBA) (mpg)
TOP GEAR
DRIVEN WHEELS

MPH/1000 RPM

POWER BHP
TRANSMISSION

MPH
REDLINE (rpm)

GEAR RATIOS:1

MPH TOP
AXLE RATIO:1

@ RPM IDLE EPA CITY

LB PER BHP

SPEED
POWERTRAIN
5–60 MPH

(mph)
ROLLING
¼-MILE
@ MPH

FULL THROTTLE EPA HWY

30–50

50–70
0–100

0–150

TORQUE LB-FT
0–60

@ RPM 70-MPH CRUISE 200 MILES

3.40 5.3
FERRARI 453 @ 7750 2.19 8.2 60 13
CALIFORNIA 7-sp 1.63 11.1 12.3 193
DOHC 32-valve V-8
8000 9.1 auto rear 1.28 4.44 14.1 3.9 9.1 22.8 @ 4.5 6.8† 7.1 (drag ltd,
mfr’s 86 19
man 1.09 16.6
262 cu in (4297cc) 358 @ 5000 0.86 21.0 117 claim)
0.72 25.1 72 11
4.38 5.6
MERCEDES-BENZ 518 @ 6800 2.86 8.6 51 12
SL63 AMG 1.92 12.8 12.5 186
7-sp rear
DOHC 32-valve V-8
7200 8.6 auto 1.37 3.06 17.9 4.0 9.7 23.4 @ 4.5 2.7 3.2 (gov ltd,
mfr’s
81 19
1.00 24.5
379 cu in (6208cc) 465 @ 5200 0.82 29.9 115 claim)
0.73 33.6
66 13

@CARANDDRIVER.COM TEST AVERAGE 4.0 9.4 23.1

12.4
@ 4.5 4.8 5.2 190
56
84
13
19
CHECK OUT BEHIND-THE-SCENES
PICTURES WE DIDN’T HAVE ROOM FOR. 116 69 12
† Done in 6th gear because the transmission would not accept 7th gear at 30 mph.

AUG
42 2009 CARANDDRIVER.COM
 ONLY ONE CAR
WILL WIN.

WE MAKE SURE
ALL OF THEM COULD.

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
©2009 Sears Brands, LLC. NASCAR ® is a registered trademark of the National Association for Stock Car Auto Racing, Inc.
 1
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.

5IFSF
JT
POF
CJH
QSPCMFN
XJUI
UIF
'FS
SBSJ
$BMJGPSOJB
BOE
JU
TUBSUT
BU
UIF

SFBS
5IF
UBMM
UBJM
XBT
SFRVJSFE
UP
QSPWJEF

SPPN
GPS
BMM
UIF
IBSEXBSF
OFFEFE
GPS
UIF

GPMEJOH
UPQ
BOE
UIJT
HJWFT
B
DMBTTJDBMMZ

CFBVUJGVM
TIBQF
UP
UIF
$BMJGPSOJB
JO
TJEF

QSPGJMF
5IF
USPVCMF
CFHJOT
XIFO
ZPV
MPPL

IFBEPO
BU
UIF
DBSμT
CVUU
5IF
SPVOE
UBJM
MJHIUT
BSF
QMBDFE
XFMM
JOCPBSE
PG
UIF
GFOEFST

BOE
UIF
TXBUIT
PG
TIFFUNFUBM
FYUFOEJOH
UP

UIF
FEHFT
JODSFBTF
UIF
WJTVBM
XJEUI
PG
UIF

SFBS
1MVT
UIFZ
TFSWF
WFSZ
MJUUMF
GVODUJPO

5IF
CSBLJOH
BOE
UVSOTJHOBM
MJHIUT
BSF
JO

B
USJBOHVMBS
DMVTUFS
DMPTFS
UP
UIF
CVNQFS

5IF
TUBDLFE
SFBS
UBJMQJQFT
MJLF
UIPTF
PG
UIF

-FYVT
*4
'
BSF
QVSFMZ
DPTNFUJD
BOE
IBWF

OP
QIZTJDBM
BUUBDINFOU
UP
UIF
PSEJOBSZ

FYIBVTU
QJQFT
UIFZ
DPODFBM

0G
DPVSTF
UIBU
EJEOμU
TUPQ
UIF
'FSSBSJ

THE VIRTUAL DASHBOARD
GSPN
HFUUJOH
TUBSFT
JO
FWFSZ
#BWBSJBO
The digital screen in the California instrument
WJMMBHF
XF
CMFX
UISPVHI
&WFO
UIF
MFBTU
cluster displays analog oil temperature and
FMFHBOU
'FSSBSJ
BUUSBDUT
DBNFSBQIPOF
QIP coolant dials, tire pressure and temperature,
UPHSBQIFST
JU
TFFNT
"OE
UIPTF
HBXLFST
or trip-computer data. Navigation information
NJTTFE
UIF
WJFX
VOEFS
UIF
IPPE
XIFSF
UXP
also pops up when a turn approaches.
AUG
44 2009 CARANDDRIVER.COM
 COMPARISON TEST

HJBOU
JOMFU
UVCFT
SVO
VQ
UP
UIF
SFE
WBMWF

DPWFST
&WFSZUIJOH
CVU
UIF
FOHJOF
JT
DPW
FSFE
BOE
JUμT
B
WJTVBM
USFBU

5IF
MJUFS
7
JT
TJNJMBS
UP
UIF
'μT

QPXFSQMBOU
XJUI
UIF
GVOEBNFOUBM
DIBOHFT

CFJOH
EJSFDU
JOKFDUJPO
BOE
B
MPXFS

SQN
SFEMJOF
1PXFS
JT
EPXO

IPSTFT
UP


CVU
UPSRVF
JODSFBTFT

QPVOEGFFU

UP

'FSSBSJ
DMBJNT

QFSDFOU
PG
UIBU
"T
XF
OPUFE
FBSMJFS
UIF
OVNCFST
BSF
CVU
UIF
$BMJGPSOJB
VTFT
B
IFBE
VOJU
GSPN
UIF

UXJTU
JT
PO
UBQ
GSPN

SQN
CVU
UIF
POMZ
DMPTF
8IFSF
UIF
'FSSBSJ
SFBMMZ
TIPXT
JUT
$ISZTMFS
QBSUT
CJO
JOTUFBE
PG
UIF
CFTQPLF

UJNF
UIF
$BMJGPSOJB
MPQFT
BSPVOE
BU
TVDI
BEWBOUBHF
JT
JO
UIF
EFUBJMT
TVDI
BT
IPX
#PTF
TZTUFN
GSPN
UIF
(5#
'FSSBSJT

MPX
SFWT
JT
JO
UIF
EVBMDMVUDI
USBOTBYMFμT
UIF
HBT
QFEBM
QSPWJEFT
JOTUBOU
QSFDJTF
VTFE
UP
DPNF
XJUIPVU
B
SBEJP
XIJDI
NJHIU

DPOTFSWBUJWF
BVUPNBUJD
NPEF
4IJGUJOH
SFTQPOTFT
GSPN
UIF
FOHJOF
5IF
CSBLF
CF
MFTT
PG
BO
JOTVMU
UIBO
QSPWJEJOH
POF

HFBST
NBOVBMMZ
JT
NPSF
TBUJTGZJOH
BOE
QFEBM
UPP
JT
QFSGFDUMZ
MJOFBS
GPS
NFUJOH
UIBUμT
BMTP
GPVOE
JO
B
%PEHF
$BSBWBO

QSPWPLFT
SFQFBUFE
SVOT
UISPVHI
UIF
SFW
PVU
FYBDU
BNPVOUT
PG
TUPQQJOH
QPXFS
GSPN
5IF
SFTU
PG
UIF
JOUFSJPS
MJWFT
VQ
UP
'FS
SBOHF
UP
IFBS
UIF
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*OBJECTIVE BEST IN TEST VEHICLE POWERTRAIN CHASSIS EXPERIENCE

GRAND TOTAL
FEATURES/AMENITIES*

¼-MI ACCELERATION*
REAR-SEAT COMFORT

FINAL
EXTERIOR STYLING
INTERIOR STYLING

REBATES/EXTRAS*
AS-TESTED PRICE*

SUBTOTAL

SUBTOTAL

SUBTOTAL
DRIVER COMFORT

FUEL ECONOMY*

PERFORMANCE*
TRANSMISSION
FIT AND FINISH

STEERING FEEL
TRUNK SPACE*

GOTTA HAVE IT

FUN TO DRIVE

RESULTS
ERGONOMICS

FLEXIBILITY*

ENGINE NVH

BRAKE FEEL
HANDLING
RIDE

MAXIMUM POINTS
RANK
AVAILABLE
10 10 5 5 10 10 10 10 5 20 95 20 5 5 10 10 50 20 5 5 10 10 50 25 25 245
FERRARI
1 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
MERCEDES-BENZ
2 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.

AUG
46 2009 CARANDDRIVER.COM
 %3*7*/(







5)& '6563&





CARS ARE GOING ELECTRIC. BUT DOES
THAT MEAN THEY’LL BE APPLIANCES?
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
AUG
48 2009
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.
2011 CHEVROLET VOLT
GM LOOKS INTO ITS CRYSTAL BALL, AGAIN.
BY TONY QUIROGA
PHOTOGRAPHY BY TOM DREW

I
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AUG
2009 49
D
R
I
V
I
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G
T
H
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F
U
T
U
R
E

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.

AUG
50 2009
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VEHICLE TYPE: front-motor, front-wheel-drive,

4-passenger, 5-door hatchback
ESTIMATED BASE PRICE: $40,000

MOTOR TYPE: AC permanent-magnet electric motor,

149 hp, 273 lb-ft
GENERATOR: DOHC 16-valve 1.4-liter inline-4 gas
engine, 100 hp (est), 90 lb-ft (est)
TRANSMISSION: 1-speed direct drive

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

PERFORMANCE (C/D EST):

Zero to 60 mph . . . . . . . . . . . . . . . . . . . . . . . . . 8.5 sec
Standing ¼-mile . . . . . . . . . . . . . . . . . . . . . . . 16.8 sec
Top speed (governor limited) . . . . . . . . . . . . .100 mph

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

AUG
2009 51
D The Volt will be built on
R GM’s global small-car
I architecture, modified
V to accept the T-shaped,
I six-foot-long, 400-
pound, lithium-ion
N
battery pack. Up front,
G
the engine bay houses
T a 1.4-liter gasoline
H powerplant and the
E 149-hp electric motor
that drives the Volt.
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AUG
52 2009 CARANDDRIVER.COM
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 2011 DODGE CIRCUIT EV
D
R
WHAT DO YOU CALL A LOTUS EUROPA
I WITH 600 POUNDS OF BATTERIES? STILL FUN.
V
BY DAVE VANDERWERP PHOTOGRAPHY BY TOM DREW
I
N
Automakers aren’t usually receptive
G to the idea of us driving their
T concept cars, as most of these are little
H more than million-dollar auto-show
E paperweights that may not even move
under their own power. The case of the
F
Dodge Circuit EV, however, is different.
U Lou Rhodes, president of Chrysler’s
T electric-car ENVI division, had no qualms
U about giving us the first chance to wring
R the neck of this electric-powered sports
E 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
AUG
54 2009
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
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.
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
AUG
2009 55
 FOR MORE
VEHICLE TYPE: mid-motor, rear-wheel-drive, 2-
D WATCH HIGH-PERFORMANCE passenger, 2-door coupe
HOT LAPS—IN NEAR SILENCE.
R ESTIMATED BASE PRICE: $85,000
I •
CAR ANDDRIVER COM/
CIRCUITEV MOTOR TYPE: DC permanent-magnet electric motor
V Power (SAE net) . . . . . . . 268 bhp @ 5500 rpm
I Torque (SAE net) . . . . . . . . . 295 lb-ft @ 0 rpm
N
TRANSMISSION: 1-speed direct drive
G
DIMENSIONS:
T Wheelbase: 91.7 in Length: 153.5 in
H Width: 67.5 in Height: 45.3 in
E Curb weight: 2650 lb

F PERFORMANCE (MFR’S EST):

U Standing ¼-mile . . . . . . . . . . . . . . . . . 13.0 sec
T Top speed (redline limited). . . . . . . . . 119 mph
U
says that will likely improve by half a
R
second. Another bonus is that the Dodge’s
E
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.
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.7 sec
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

SOUNDS FOR SILENCE

MAKING EVs HEARD.
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”
ILLUSTRATION BY ROY SCOTT
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
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

technology. trim noise pollution, sound is

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,
AUG
56 2009
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
D
R
I
V
I
N
G
T
H
E
F
U
T
U
R
E

AUG
58 2009
MR. FISKER’S
GOOD KARMA
THE GREENING OF THE AUTOMOBILE REPRESENTS A CHANCE
FOR ENTREPRENEURS TO REINVENT THE CAR BUSINESS.
OR AT LEAST THAT’S WHAT HENRIK FISKER HOPES.
BY MARK GILLIES
PHOTOGRAPHY BY KEVIN WING

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AUG
2009 59
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SOLAR POWER
An eco-chic, full-length BATTERIES PLUS BIG TORQUE
solar roof is an option A lithium-ion battery pack Two electric motors
GM’S HELPING HAND
and provides a small is housed in what would shove a fiendish
The 2.0-liter, direct-
amount of power (120 be the transmission tunnel. 960 pound-feet of
injection turbo four-
watts) to charge the The Karma has a claimed torque through a
cylinder Ecotec engine
batteries and ventilate range of 50 miles on differential and to
makes 260 horses and
the interior of the car batteries alone. the rear wheels.
kicks in to power a
while it’s parked. Traction and stability
generator that feeds the
control are standard.
electric motors.

SERIOUS STOPPERS SPORTS-CAR LIGHT AND SIMPLE NO SHIFTING

The brake discs and calipers
are the same as the super-
performing Cadillac CTS-V’s,
sourced from Brembo.
AUG
60 2009
SUSPENSION
The Karma has control
arms at the front and
a multilink layout at
the back, developed in
conjunction with ZF.
The Karma is
underpinned by an
aluminum space frame
that uses extrusions
and castings.
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.
 ©2009 Armor All/STP Products Company.

For tips and tricks, visit aa-ownercenter.com

 *G
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3 HOURS WITH THE MINI E

1:32 P
M 2:12 P
M 2:16 P
M

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

AUG
62 2009
 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).

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2:42 P
M 3:23 P
M 3:51 P
M

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

AUG
2009 63
 4:22 P
M

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

VEHICLE TYPE: front-motor, front-wheel-

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.JOJ L

NO MERE 9-VOLTS
use most of what it’s got. This
plays hell on the battery, but if
the device will be obsolete in
HOW DO LAPTOP BATTERIES DIFFER two years anyway, go for it.
Such batteries are “energy”
FROM THE ONES IN CARS? batteries, optimized to be
big gas tanks supplying slow
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

I t turns out that a hybrid-

vehicle battery is not just a
scaled-up version of what’s
powering your cell phone.
“Nobody expects to charge up
his phone after 10 years and
have it work,” says Ted Miller,
technical leader of Ford’s
Advanced Battery Technology.
Hybrid cars carry a 10-year
warranty on the battery, and
most of them are engineered
to last 15 years. This is a much
higher expectation than the
two years or so of a battery in a
typical hand-held device.
And this longevity is harder
to achieve: While the battery
for a typical laptop has six
cells, many hybrids have well
CARANDDRIVER.COM
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
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
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
AUG
2009 65
 What Matters to You?
Today, America needs fresh leadership to lead us as a
nation out of this economic crisis. Leadership must
come not only from our political leaders but also
from the average citizen. The exporting of American
jobs is a trend that must be stopped and reversed.
When I walk into my local hardware store, I typically
find 85% of the goods for sale are manufactured
7,000 miles away. Recognizable American brands
have been forced by shortsighted management and
buyers at large national chains to build factories
overseas just to save a lousy $.50 on a tape measure.
To these ruthless buyers, it is all about the money.
Rarely are product quality, the political system,
human rights, animal rights and environmental costs
to the planet considered, not to mention the cost to
our society of exporting not only jobs, but an
entire factory!

At MacNeil Automotive, we are doing our part

for the American economy and for our 300 million
fellow citizens and neighbors. My philosophy is that
if my neighbor doesn’t have a job, sooner or later I
won’t have a job either. For example, we used to
have our All-Weather Floor Mats manufactured in
England by a company that used antiquated,
inefficient equipment. They made a decent floor
mat for us, but we thought we could build a better
floor mat for our customers using modern American
technology, American raw materials and skilled
American workers. So in 2007 we transferred all of
our floor mat manufacturing back to the United
States. Today, we build the best fitting, highest
quality automotive floor mats in the world, right
here in America.

Our machine shop is equipped with 17 CNC

machining centers including four 4 axis mills and one
5 axis mill that produce between 30 to 50 injection
and thermoforming molds per month. We have one
shift of highly skilled American Journeymen
toolmakers and apprentices, but our machines run
24 hours a day, 7 days a week. There is not a more
efficient tool and mold making operation in the
world - and guess what, it’s right here in America.

©2009 MacNeil Automotive Products Limited

Furthermore, all of our CNC mills are manufactured
in Oxnard, CA by Haas. Our 1,000 ton injection
molding machines are made in Bolton, Ontario
of American and Canadian components. Our
thermoforming machinery is made in Carol Stream,
IL. The raw steel and aluminum billets which make
up our tooling are sourced from American steel and
aluminum mills such as Vista Metals in Fontana, CA.
The raw materials that make up our All-Weather
Floor Mats, FloorLiners, Cargo Liners and Mud
Flaps are manufactured in Bellevue OH, Arlington
TX, Wichita KS and Jasper TN. Our forklifts are
made in Columbus IN and Greene NY. Our
warehouse racking is manufactured in Tatamy PA.

At MacNeil Automotive, we are also very aware

of sustainability and our responsibility to the
environment. We are proactive in controlling waste
and recycling all of the unused raw materials
from the manufacture of our tooling and products
including: aluminum, steel, rubber, TPO, TPE,
paper and cardboard.

As you can see, we are as dedicated to designing,

developing and manufacturing the finest automotive
accessories for our consumer and OEM clients as
we are passionate about supporting the American
economy, preserving the American industrial
infrastructure, and keeping the “money” in our
family, a family of 300 million people from all
over America.

Life is simple; be good to your fellow man, be kind

to animals and the environment, and place building a
quality product, supporting your country and your
fellow American worker before profit. And, one last
thing - let’s all do our best to balance family time
with work time as our children are the future
of America.

Sincerely,

David MacNeil, Founder/CEO

dmacneil@macneil.com

Specialists in Original Equipment and

Aftermarket Automotive Accessories
 FloorLiner ™

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!

DigitalFit™

Proudly Designed,
Engineered and Manufactured
FloorLiner™
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!

©2009 MacNeil Automotive Products Limited

 Mercedes-Benz E350

To Order:
800-441-6287
Specialists in Original Equipment and
2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300 Aftermarket Automotive Accessories
 All-Weather Floor Mats

We’ve been
protecting your
vehicles for over 20 years.
Still, the best mats for your car,
Proudly Designed,
Engineered and Manufactured
in the USA
truck, SUV or minivan!
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!
©2009 MacNeil Automotive Products Limited
 How many more spills are going to trash
your car before you make the call!
Toyota Sienna

DigitalFit™

Cargo Liners

Proudly Designed,
Engineered and Manufactured
in the USA

To Order:
800-441-6287
Specialists in Original Equipment and
2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300 Aftermarket Automotive Accessories
 Side Window Deflectors

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!

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.
 MudFlap MudFlap
Introducing, the WeatherTech® No-Drill MudFlap! Featuring the
Patent Pending QuickTurn™ hardened Stainless Steel fastening Protect your vehicle!
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.

Pet Barrier
Keep your pet safe!

Select Applications Available Now!

™
Easy-On Stone & Bug Deflector
A stylish addition to your SUV, truck, minivan and some cars. Extremely
scratch-resistant, mounts easily to your vehicle without the need for
drilling. Helps
protect against
The adjustable, expandable Pet Barrier, keeps pets safely in stone chips
the rear of your vehicle. Easily installs without tools or and bug
drilling. Heavy-duty 5⁄8" diameter telescopic tubing. stains.

RackSack ™

Make your vehicle larger!

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

ClearCover ™
Sunroof Wind Deflector
Specialists in Original Equipment and
Aftermarket Automotive Accessories

License Plate Covers and
Frames available in many
styles and colors.
WeatherTech.com
800-441- 6287
Get more fresh air! Canadian customers please go to:
WeatherTechCanada.com

2435 Wisconsin Street • Downers Grove, IL 60515 • 630-769-1500 • fax 630-769-0300 ©2009 MacNeil Automotive Products Limited
 ROAD TEST 2010 JAGUAR XFR

AUG
74 2009
 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

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2009 75
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 ROAD TEST

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AUG
2009 77
 FOR MORE
WATCH GILLIES COUNT THE
LAPS AS A SHOWER OF
DIRT TRAILS THE XFR.

CAR ANDDRIVER •C O M /J A G U A R X F R


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look at those drag-strip times!
Meticulously integrated and artfully
executed, the XFR elevates Jaguar
closer to its aspirations than
the motherboard-murdered M5
polishes BMW’s rep. Message to
Tata: more like this, please.

K.C. COLWELL
A 510-hp sedan might pass for par
in some SoCal social circles, but
in Hoovervillesque Michigan, this
Jag is an eye magnet. Just ask the
state trooper who pulled me out of
85-mph traffic just to say hi. If he
had been in the car with me, the
trooper would have realized that
the XFR might have the best ride
of any car in its class—effectively
cloaking velocity from the driver.
I had hopes the interior’s unique
aluminum trim would distract
him from his laser gun’s 92-mph
reading, but, sadly, it didn’t.

AUG
78 2009 CARANDDRIVER.COM
2010 JAGUAR XFR
Price Vehicle type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan Fuel Capacity 18.4 gal
(AS TESTED)
Options: none EPA C/D
$80,000
Standard: power windows, seats, locks, and sunroof; remote locking; cruise control; tilting CITY HWY OBSERVED
and telescoping steering wheel
BASE: $80,000 Audio system: Bowers & Wilkins; AM, FM, Sirius radio; CD player; minijack and USB inputs; 15 21 15
iPod connector; 14 speakers MPG REQUIRED FUEL: 91 OCTANE

ENGINE DIMENSIONS
Supercharged and intercooled V-8, Wheelbase: 114.5 in Length: 195.3 in
aluminum block and heads Height: 57.5 in Width: 73.9 in
Bore x stroke: 3.64 x 3.66 in, 92.5 x 93.0mm Front track: 61.4 in Rear track: 61.9 in
Displacement: 305 cu in, 5000cc
Drag area: Cd (0.29) x frontal area
Compression ratio: 9.5:1
Fuel-delivery system: direct injection
(27.1 sq ft, est) = 7.9 sq ft (est)
Supercharger: Eaton R2300 Ground clearance: 4.6 in
Maximum boost pressure: 11.6 psi WEIGHT
Valve gear: chain-driven double Curb: 4400 lb Per horsepower: 8.6 lb
overhead cams, 4 valves per cylinder, DISTRIBUTION
variable intake- and exhaust-valve Front: 52.7% Rear: 47.3% HANDLING
timing TOWING CAPACITY: 0 lb TEST RESULTS
Power (SAE net): 510 bhp @ 6000 rpm ROADHOLDING
GVWR: 5170 lb ACCELERATION SECONDS
Torque (SAE net): 461 lb-ft @ 2500 rpm
Redline: 6800 rpm INTERIOR Zero to 30 mph . . . . . . . . . . . 1.8

DRIVETRAIN RESTRAINT SYSTEMS

Front: 3-point belts; driver and passenger
40 mph . .
50 mph . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. . 2.5
. . 3.4 0.89 g
Transmission: 6-speed automatic with front, side, and curtain airbags 60 mph . . . . . . . . . . 4.4 300-ft-dia skidpad
manumatic shifting Rear: 3-point belts, curtain airbags 70 mph . . . . . . . . . . . 5.5
GEAR: Ratios/mph per 1000 rpm
1st: 4.17/5.7 2nd: 2.34/10.1 3rd: 1.52/15.6 SEAT ADJUSTMENTS 80 mph . . . . . . . . . . .6.8
5th: 0.87/27.2 4th: 1.14/20.8 6th: 0.69/34.3 Front: fore-and-aft, seatback angle, front 90 mph . . . . . . . . . . . 8.2
Final-drive ratio: 3.31:1, limited slip height, rear height, 4-way lumbar support, 100 mph . . . . . . . . . . . 9.8 UNDERSTEER
MAX SPEED IN GEAR
torso bolsters, thigh support 110 mph . . . . . . . . . . 11.9
REAR SEATS 120 mph . . . . . . . . . . 14.1 MINIMAL
39 mph 106 mph 162 mph
6800 rpm 6800 rpm 5950 rpm Folding Split Pass-Through 130 mph . . . . . . . . . . 16.9
MODERATE
55 140 mph . . . . . . . . . . 19.9
YES NO YES NO YES NO
1 3 7 MEASUREMENTS (in) 150 mph . . . . . . . . . .24.0 EXCESSIVE
Head Leg Shoulder 160 mph . . . . . . . . . . 29.1
2 4 65 8 FRONT
REAR
39.0
37.6
41.5
36.6
56.9
56.4 5–60 street start: 4.8 sec Top gear, 30–50: 2.2 sec Top gear, 50–70: 2.8 sec
69 mph 141 mph 162 mph
Front Rear Trunk
¼-MILE: 12.7 sec @ 114 mph
SAE
6800 rpm 6800 rpm 4700 rpm WEATHER
V O L U M E 53 cu ft 45 cu ft 18 cu ft
Temperature: 68˚F
CHASSIS
WHEELS + TIRES TOP SPEED: 162 mph (GOV LTD) Humidity: 44%
Chassis type: unit construction with a Barometric pressure: 28.95 in Hg
rubber-isolated rear crossmember Wheel size/type: F: 9.5 x 20 in,
R: 8.5 x 20 in/cast aluminum BRAKING
Body material: welded steel and ODOMETER
aluminum stampings Tires: Dunlop SP Sport Maxx; 70 to 0 mph . . . . . . 158 ft
F: 255/35ZR-20 (97Y), Test-vehicle mileage: 529
STEERING R: 285/30ZR-20 (99Y) INTERIOR SOUND (dBA)
Rack-and-pinion with hydraulic Spare: high-pressure compact TIRE INFLATION
power assist Ratio: 15.0 46 IDLE

Turns lock-to-lock: 2.7 BRAKES 74 FULL THROTTLE Test Front: Rear:

Turning circle curb-to-curb: 37.7 ft
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
Hydraulic with vacuum power assist, 68 70-MPH CRUISING pressures: 34 psi 34 psi
anti-lock control, and electronic
panic assist NOTES
Front: 15.0 x 1.4-in vented disc
Rear: 14.8 x 1.0-in vented disc Managing wheelspin is the trick to a good launch; it’s all
Stability control: fully defeatable too easy to roast the tires with too much gas pedal. On
traction defeatable launch mode full-throttle accleration runs, the tranny will shift for you.

COMPETITORS

BMW M5 $89,325 Cadillac CTS-V $60,700 2010 Mercedes-Benz E63 AMG

The M5 is the choice for techno-geeks, With 556 horsepower, the CTS-V is the When the updated $90,500 (est)
although it’s curiously uninvolving for most muscular of this group. It’s also E63 arrives in the fall, we’re sure it will
a BMW. And it’s hideously expensive superb to drive and something of a come with serious performance, serious
when fully optioned. bargain in this class. handling, and serious build quality.

AUG
CARANDDRIVER.COM 2009 79
 G
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AUG
80 2009
 TEXTING WHILE DRIVING

FOR MORE
WATCH ALTERMAN HUMILIATE
HIMSELF IN FRONT OF HIS MINIONS.

CAR ANDDRIVER •C O M / T E X T I N G

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AUG
2009 81
 TEXTING WHILE DRIVING

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

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"

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L

Reaction Time Extra Distance Reaction Time Extra Distance

(sec) Traveled (ft) (sec) Traveled (ft)
AVERAGES AVERAGES
Alterman

Alterman

Alterman

Alterman

AT 35 MPH AT 70 MPH
Brown

Brown

Brown

Brown

BASELINE 0.45 0.57 — — BASELINE 0.39 0.56 — —

READING 0.57 1.44 6 45 READING 0.50 0.91 11 36

TEXTING 0.52 1.36 4 41 TEXTING 0.48 1.24 9 70

IMPAIRED 0.46 0.64 1 7 IMPAIRED 0.50 0.60 11 4





  


 
 


 

  

 

  

 

  

 

  

 












 
 

AUG
82 2009 CARANDDRIVER.COM
 RESEARCH BUY DELIVER INSTALL

Tire Buying Since 1979 ®

THE LARGEST SELECTION OF TIRES ANYWHERE

AND A NATIONAL NETWORK OF OVER
5,000 INDEPENDENT RECOMMENDED INSTALLERS
Wherever you are our Recommended Installers are nearby and
ready to install your order! It’s easy to find one near your home
or office and your order can be shipped directly to an installer Find a Recommended Installer:
location from one of our five strategically located distribution ZIP Code: GO
centers. Because the best tires in the world can’t help you if
they’re not properly installed on your vehicle.

A NATIONAL NETWORK OF OVER

5,000 RECOMMENDED INSTALLERS.
ONE MORE WAY TIRE RACK
IS REVOLUTIONIZING THE
WAY YOU BUY TIRES.

ON THE PHONE ONLINE

Our sales specialists can determine which tire is
best for your driving needs and then offer you
our list of the Recommended Installers in your
area. A hassle-free installation experience.
Just ask when you’re placing your order.
At 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!

1-800-981-3782 www.tirerack.com
©2009 Tire Rack
 ASA GT1 ENKEI PERFORMANCE EKM3 RIAL PORTO
18x8 $164ea. 18x8 $195ea. 18x8 $188ea.

3 of the 129 styles available

for the 2009 Audi A4 at
www.tirerack.com

2009 Audi A4 with 18" XLine

by O.Z. Energy titanium mirror

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

O.Z. ALLEGGERITA HLT O.Z. ULTRALEGGERA HLT AVARUS AV5 mach. black ENKEI PERF. EDR9 BREYTON RACE GTS-R ZINIK Z27 SOFIN
17 18 19 20 18 19 20 15 16 17 18 18 18 19 20
STARTING AT $299 ea. STARTING AT $149ea. STARTING AT $169 ea. STARTING AT $120ea. STARTING AT $309 ea. STARTING AT $149ea.

SEE THEM
ON YOUR CAR
Visit the Upgrade
Garage at
www.tirerack.com.
Experience one-click
access to everything that fits your vehicle, and ® Comes with Red, Chrome Comes with Red, Chrome
keep a wishlist of your favorites. & Carbon Fiber Inserts & Carbon Fiber Inserts
O.Z. SUPERLEGGERA III blk. O.Z. BOTTICELLI ASA AR6 mach. anth. ASA AR9 mach. anth. BREMMER KRAFT BR03
WHAT ABOUT TPMS? 18 19 20 17 18 17 18 18 19 18 19
STARTING AT $826 ea. STARTING AT $255ea. STARTING AT $139 ea. STARTING AT $174 ea. STARTING AT $165 ea.
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. KAZERA KZ-H MODA MD7 MODA MD8 MSW TYPE 20 mach. black BBS CH
17 18 17 18 17 18 15 16 17 18 17 18 19
STARTING AT $129 ea. STARTING AT $125ea. STARTING AT $118ea. STARTING AT $85ea. STARTING AT $440ea.

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

ATX CHAMBER Teflon® GRANITE ALLOY GA9 GRANITE ALLOY GA10 MAMBA M4 NASCAR® DAYTONA ULTRA WHEEL NOMAD ZINIK Z12 MAZOTTI
15 16 17 18 15 16 17 18 20 22 17 18 20 22 17 18 20 15 16 17 18 20 22 24
STARTING AT $149ea. STARTING AT $105ea. STARTING AT $109 ea. STARTING AT $149ea. STARTING AT $139ea. STARTING AT $96ea. STARTING AT $99ea.

Hours: EST M-F 8am-8pm SAT 9am-4pm 1-800-981-3782 Prices Subject to Change
Prices Vary by Application www.tirerack.com ©2009 Tire Rack
 Ask about our Tire Road
Hazard Service Program

g-Force™ Super Sport A/S

29 W-speed rated sizes in 15" to 20"
16 H- and V-speed rated sizes in 14" to 18"

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

sizes supplement existing W-speed rated tires to fit more
sports cars, sporty coupes and performance sedans than
ever before. Designed to prevent a little bad weather from
spoiling the driving fun, g-Force™ Super Sport A/S tires
deliver year-round traction, even in light snow.

Directional tread design featuring three traction zones,

where large shoulder blocks enhance dry cornering control,
Aqua Chute lateral grooves effectively channel water and
a continuous center rib enhances on-center feel.

H/V-speed rated tire shown

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

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.

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

Hours: EST M-F 8am-8pm SAT 9am-4pm 1-800-981-3782 www.tirerack.com ©2009 Tire Rack
 Ask about our Tire Road
Hazard Service Program

Eagle F1
Asymmetric
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
Potenza RE760 Potenza G 019 Turanza with HTR Z III HTR Z II HTR+ 215/35 R- 18XL 144 Assurance Eagle F1 GS-D3 Eagle GT Ecsta ASX Ecsta SPT KU31
Sport Grid Serenity Techn. 205/50 ZR- 17XL $79 205/45 ZR- 16 $68 195/55 R- 15 $68 225/35 ZR- 18XL 198 Fuel Max 205/55 ZR- 16 $143 195/55 R- 15 $72 195/55 R- 15 $68 205/55 ZR- 16 $73
205/45 ZR- 16 $103 P185/65 R- 15 $71 195/65 R- 15 $109 215/45 ZR- 17 86 205/50 ZR- 16 69 205/40 R- 16 57 P185/60 R- 15 $80 225/55 ZR- 16 167 195/60 R- 15 64 195/60 R- 15 59 225/50 ZR- 16 79
225/40 R- 18XL 176 195/65 R- 15 61
205/50 ZR- 16 101 P195/60 R- 15 72 205/65 R- 15 118 215/50 ZR- 17 81 225/60 ZR- 16 72 205/55 R- 16 73 P185/65 R- 15 74 245/50 ZR- 16 173 195/65 R- 15 64 205/50 ZR- 17 102
235/40 ZR- 18XL 209 205/50 ZR- 15 66
205/55 ZR- 16 106 P195/65 R- 15 75 205/55 R- 16 123 225/45 ZR- 17XL 92 235/60 ZR- 16 77 205/60 R- 16 79 P195/60 R- 15 81 215/45 ZR- 17XL 160 205/60 R- 15 67 215/45 ZR- 17XL 89
225/50 ZR- 16 113 P205/60 R- 15 74 205/60 R- 16 125 235/50 ZR- 18XL 189 205/55 R- 15 68
225/50 ZR- 17 116 205/40 ZR- 17 72 215/40 R- 16 62 P195/65 R- 15 225/45 ZR- 17XL 159 205/65 R- 15 72
225/55 ZR- 16 111 P205/65 R- 15 77 P205/60 R- 16 115 245/35 ZR- 18XL 218 79 205/60 R- 15 62 215/50 ZR- 17XL 102
235/45 ZR- 17 94 205/50 ZR- 17 68 215/60 R- 16 85 P205/60 R- 15 225/45 ZR- 17 158
205/45 ZR- 17XL 104 P215/60 R- 15 76 215/55 R- 16 130 245/40 ZR- 18XL 193 84 215/60 R- 15 68 205/65 R- 15 62 235/45 ZR- 17XL 99
235/50 ZR- 17 123 215/40 ZR- 17 76 225/50 ZR- 16 75 225/60 R- 15 66
215/45 ZR- 17XL 124 195/55 R- 16 92 P215/60 R- 16 140 245/45 ZR- 18XL 230
P205/65 R- 15 79 225/50 ZR- 17 168 205/50 R- 16 87 235/55 ZR- 17 94
235/55 ZR- 17 107 215/45 ZR- 17 74 225/60 R- 16 68 195/50 ZR- 16 70
225/45 ZR- 17XL 130 205/55 R- 16 96 225/55 R- 16 118 245/40 ZR- 17XL 101 245/50 ZR- 16 82 255/35 ZR- 18XL 229
P205/70 R- 15 73 225/55 ZR- 17XL 185 205/55 R- 16 89 245/45 ZR- 17 98
225/45 ZR- 17 76 255/45 ZR- 18XL 223 205/40 ZR- 16 81
235/45 ZR- 17 138 205/55 VR- 16 103 225/55 R- 16 157 245/45 ZR- 17 102 205/40 ZR- 17 65 P215/60 R- 15 85 245/45 ZR- 17 208 205/60 R- 16 79 255/40 ZR- 17 105
235/40 ZR- 17 79 265/35 ZR- 18XL 252 205/45 ZR- 16XL 77
245/40 ZR- 17 146 P205/60 R- 16 92 225/60 R- 16 135 255/40 ZR- 17 99 235/45 ZR- 17 215/40 ZR- 17 80 215/70 R- 15 79 255/40 ZR- 17 207 215/55 R- 16 90 205/50 ZR- 16 75
78 265/40 ZR- 18XL 218 255/45 ZR- 17 101
245/45 ZR- 17 139 P205/60 VR- 16 85 235/60 R- 16 143 275/40 ZR- 17 111 245/40 ZR- 17 215/45 ZR- 17 83 P205/50 R- 16 106 255/45 ZR- 17 229 215/60 R- 16 87 205/55 ZR- 16 74
255/40 ZR- 17 151 215/55 R- 16 100 215/50 R- 17 157
84 275/35 ZR- 18XL 229 255/50 ZR- 17 116
215/40 ZR- 18 106 245/45 ZR- 17 80 215/50 ZR- 17 83 P205/55 R- 16 99 275/40 ZR- 17 234 225/50 R- 16 95 215/50 ZR- 16 92
275/40 ZR- 17 159 P215/60 R- 16 95 215/55 R- 17 158 225/35 ZR- 19XL 198 285/40 ZR- 17 245 215/55 ZR- 16 78 275/40 ZR- 17 119
225/40 ZR- 18XL 111 255/40 ZR- 17 82 225/45 ZR- 17 86 P205/60 R- 16 93 225/55 R- 16 99
225/40 ZR- 18XL 146 P225/60 R- 16 88 225/45 ZR- 18XL 136 225/50 ZR- 17 113 235/35 ZR- 19XL 223 315/35 ZR- 17 323 225/50 ZR- 16 75 285/40 ZR- 17 131
215/35 ZR- 18XL 143 215/65 R- 17 132 P275/40 ZR- 17 92 P205/65 R- 16
245/35 ZR- 19XL 263 90 225/60 R- 16 85 225/55 ZR- 16 83
205/40 R- 17XL 116 235/40 ZR- 18XL 112 235/40 ZR- 17 86 225/40 ZR- 18XL 192 215/40 ZR- 18 118
225/45 ZR- 18 155 205/45 R- 17 102 225/45 ZR- 17 219 235/50 ZR- 18 142
225/40 ZR- 18 97
235/45 ZR- 17 91
P215/55 R- 16
245/40 R- 19XL 311 103 205/50 R- 17XL 110 225/60 R- 16 79 215/45 ZR- 18 119
235/40 ZR- 18XL 152 205/50 R- 17 113 225/50 ZR- 17 165 235/40 ZR- 18 104 P215/60 R- 16
255/30 ZR- 19XL 285 90 235/40 ZR- 18 227 215/45 ZR- 17XL 98 235/60 R- 16 78
245/40 ZR- 18XL 119 235/50 ZR- 17XL 118 225/45 ZR- 18 110
245/35 ZR- 18 172 215/45 R- 17XL 113 225/55 R- 17 157 245/45 ZR- 18XL 145
245/40 ZR- 18 107
245/40 ZR- 17 93 255/35 ZR- 19XL 252
215/65 R- 16 87 235/50 ZR- 18XL 196 215/50 R- 17 110 205/40 ZR- 17XL 69
245/40 ZR- 18XL 159 215/50 R- 17XL 154 235/45 ZR- 17 245 255/45 ZR- 18 118 265/30 ZR- 19XL 252 245/35 ZR- 18 213 205/50 ZR- 17 96 235/40 ZR- 18XL 117
255/35 ZR- 18XL 165 245/45 ZR- 17 98 P225/60 R- 16 94 215/55 R- 17 120 215/40 ZR- 17 89
245/45 ZR- 18XL 165 215/55 R- 17 129 235/50 R- 17 173 255/40 ZR- 18XL 155
265/35 ZR- 18 135
255/45 ZR- 17 101 275/30 ZR- 19XL 303
235/60 R- 16 245/45 ZR- 18XL 231 225/45 ZR- 17XL 102
235/50 ZR- 18 129
255/35 ZR- 18 175 225/50 R- 17 156 235/55 R- 17 144 275/40 ZR- 18 119 108
255/40 ZR- 18 265 215/45 ZR- 17 88 245/45 ZR- 18 132
255/45 ZR- 18XL 162 275/40 ZR- 17 105 245/30 ZR- 20XL 299
235/65 R- 16 92 225/50 ZR- 17 113 215/50 ZR- 17 97
255/40 ZR- 18 167 235/50 R- 17 161 245/45 R- 17 246 275/40 ZR- 18 109 255/30 ZR- 20XL 276 255/45 ZR- 18XL 234 215/55 R- 17 94 265/35 ZR- 18 175
265/35 ZR- 18XL 163 215/35 ZR- 18 99 P215/55 R- 17 225/55 R- 17 114
255/45 ZR- 18 169 245/45 R- 17 129 245/50 R- 17 186 285/30 ZR- 18 139 255/35 ZR- 20XL 247
121
255/55 ZR- 18 217 225/45 ZR- 17 88 275/35 ZR- 18 176
265/40 ZR- 18 164 225/35 ZR- 18 105 P215/60 R- 17 235/45 ZR- 17 113
265/35 ZR- 18 184 P225/60 R- 18 134 P225/60 R- 18 155 285/35 ZR- 18 119 285/25 ZR- 20XL 323
114
275/40 ZR- 18 294 225/50 ZR- 17 99 275/40 ZR- 18 166
275/35 ZR- 18 189 235/40 R- 18XL 259 275/35 ZR- 18 179 235/35 ZR- 19 152 225/40 ZR- 18 98 P215/65 R- 17 92 235/50 ZR- 17 125
275/40 ZR- 18 139 235/40 ZR- 18 103 295/30 ZR- 20XL 379 285/35 ZR- 18 290 225/55 ZR- 17 96 295/30 ZR- 18XL 185
235/35 ZR- 19XL 197 235/50 R- 18 223 245/35 ZR- 20 119 P225/55 R- 17 123 235/55 ZR- 17 121 235/40 ZR- 17 99
245/35 ZR- 19XL 204 245/40 R- 18 260 285/30 ZR- 18XL 179 255/35 ZR- 20 245/40 ZR- 18 109 295/35 ZR- 18 307 215/35 ZR- 19 119
122
HTR 200 P225/60 R- 17 119 245/40 ZR- 17 130 235/45 ZR- 17 98
275/30 ZR- 19XL 229 245/45 R- 18 251 285/35 ZR- 18 189 245/40 ZR- 19XL 330 235/50 ZR- 17 114 225/35 ZR- 19 146
295/30 ZR- 18 185 HTR H4 HTR T4 175/50 R- 13 $51 225/65 R- 17 100 245/45 ZR- 17 113
245/35 ZR- 20XL 205 255/45 ZR- 18XL 276 245/45 ZR- 19 243 235/55 ZR- 17 96 225/40 ZR- 19XL 160
235/35 ZR- 19XL 159 P175/65 R- 14 $56 P165/70 R- 13 $45 175/70 R- 13 45 P235/55 R- 17 127 255/35 ZR- 19XL 272
255/40 ZR- 17 124
245/40 ZR- 17 108
255/30 ZR- 20XL 215 245/45 ZR- 19 340 P185/60 R- 14 49 P175/70 R- 13 47 235/35 ZR- 19 139
245/35 ZR- 19XL 188 185/60 R- 13 46 P235/65 R- 17 105 215/45 ZR- 18XL 125 245/45 ZR- 17 98
255/35 ZR- 20XL 215 255/40 R- 19 326 P185/65 R- 14 52 P185/70 R- 13 49 255/40 ZR- 19 298
245/40 ZR- 19XL 183 195/60 R- 13 49 Assurance 225/40 ZR- 18XL 116 255/40 ZR- 17 108 245/35 ZR- 19 152
275/30 ZR- 20XL 216 Potenza RE050A 275/40 ZR- 19XL 367 P195/60 R- 14 49 P175/65 R- 14 49 265/30 ZR- 19 287
285/30 ZR- 20XL 250 245/45 ZR- 19 172 205/60 R- 13 54 TripleTred 225/45 ZR- 18XL 129 255/45 ZR- 17 108 245/40 ZR- 19 172
Pole Position P195/65 R- 14 56 P175/70 R- 14 49 265/50 ZR- 19XL 208 255/50 ZR- 17 118
255/35 ZR- 19 197 215/50 R- 13 53 P185/70 R- 14 235/40 ZR- 18XL 134 245/45 ZR- 19 166
205/55 ZR- 16 $146 255/40 ZR- 19 192 P195/70 R- 14 56 P185/60 R- 14 55 175/65 R- 14 52
$76 275/40 ZR- 19 272 275/40 ZR- 17 118
R- 14 55 P185/65 R- 14 54 235/50 ZR- 18 153 255/30 ZR- 19 159
205/50 ZR- 17 176 275/30 ZR- 19XL 224 P205/60 175/70 R- 14 49 P195/70 R- 14 87 305/35 ZR- 20 429
245/40 ZR- 18 135
285/40 ZR- 17 136
255/35 ZR- 19XL 173
245/40 ZR- 17 209 275/40 ZR- 19 214 P185/65 R- 15 55 P185/70 R- 14 49 185/60 R- 14 49 P195/60 R- 15 94 245/35 ZR- 21XL 427 215/35 ZR- 18RF 106
245/45 ZR- 17 178 P195/60 R- 15 56 P195/60 R- 14 58 245/45 ZR- 18 143 225/40 R- 18 93 255/40 ZR- 19XL 176
225/35 ZR- 20 159 185/65 R- 14 57 P195/65 R- 15 97 Assurance
255/40 ZR- 17 220 P195/65 R- 15 57 P195/70 R- 14 54 255/40 ZR- 18XL 159 225/45 ZR- 18 123 275/35 ZR- 19XL 183
225/40 ZR- 18 208 245/35 ZR- 20 141 P205/60 R- 15 57 P205/70 R- 14 57 185/70 R- 14 52 P205/60 R- 15 108 TripleTred 235/50 ZR- 18 131
245/40 ZR- 20 177 195/60 R- 14 53 P205/65 R- 15 102 245/40 ZR- 19XL 190 275/40 ZR- 19XL 193
225/45 ZR- 18 216 Potenza RE92A P205/65 R- 15 57 P215/70 R- 14 58 continued 235/45 ZR- 18 125
255/35 ZR- 20XL 148 195/70 R- 14 55 P205/70 R- 15 94 P225/60 R- 16 $116 245/35 ZR- 20XL 149 245/40 ZR- 18 137 285/35 ZR- 19 188
Potenza RE960AS 245/45 ZR- 18XL 233 P225/55 ZR- 17 $121 P215/60 R- 15 60 P195/60 R- 15 61 255/35 ZR- 20XL 147
Pole Position 255/40 ZR- 18 261 275/30 ZR- 20XL 215 P215/65 R- 15 61 P195/65 R- 15 56 205/60 R- 14 56 P215/65 R- 15 101 235/65 R- 16 119 245/45 ZR- 18 136 225/35 ZR- 20 137
195/65 R- 15 $82 265/35 ZR- 18 270 Potenza RE050 275/35 ZR- 20 198 P205/55 R- 16 81 P205/60 R- 15 67 205/70 R- 14 58 P215/70 R- 15 99 P215/50 R- 17 142 265/35 ZR- 22XL 132 255/35 ZR- 18 170 245/35 ZR- 20 109
285/30 ZR- 20XL 219 195/50 R- 15 72 P205/55 R- 16 255/45 ZR- 18 145
205/40 ZR- 17XL 139 275/40 ZR- 18 275 225/40 ZR- 18 $208 P215/55 R- 16 82 P205/65 R- 15 61 116 P215/55 R- 17 141 Eagle F1 265/35 ZR- 18 177 245/40 ZR- 20 127
215/45 ZR- 17XL 146 285/30 ZR- 18 349 Potenza RE050A 265/30 ZR- 22 235 P215/60 R- 16 66 P205/70 R- 15 58 195/60 R- 15 56 235/35 ZR- 20 153
295/25 ZR- 22XL 273 P205/60 R- 16 113 P215/60 R- 17 133 Supercar 275/35 ZR- 18 183
215/50 ZR- 17XL 158 245/35 ZR- 19XL 280 225/40 ZR- 19 $278 P225/50 R- 16 85 P215/60 R- 15 67 195/65 R- 15 66
205/50 R- 15 74 P215/55 R- 16 117 P215/65 R- 17 115 P235/45 ZR- 18 $289 245/40 ZR- 20 166 255/35 ZR- 20 109
235/50 ZR- 17 173 275/30 ZR- 19XL 313 245/40 R- 19 301 HTR Z P225/55 R- 16 84 P215/65 R- 15 62
235/35 ZR- 19XL 218 275/35 ZR- 19XL 308 P225/60 R- 16 69 P215/70 R- 15 61 205/60 R- 15 57 P215/60 R- 16 119 P225/55 R- 17 144 P255/45 ZR- 18 128 255/45 ZR- 20 151 275/30 ZR- 20 213
205/50 ZR- 17 $65 245/30 ZR- 22X 195 275/35 ZR- 20 207
245/35 ZR- 20XL 248 245/35 ZR- 20XL 307 Potenza RE050RFT 245/45 ZR- 17 71 P235/55 R- 16 87 P205/55 R- 16 73 205/65 R- 15 66 215/65 R- 16 112 235/55 R- 17 140 Excellence ROF 285/25 ZR- 22XL 195
255/35 ZR- 20 263 255/35 ZR- 20XL 303 245/45 ZR- 18 $317 P275/40 ZR- 17 94 P245/50 R- 16 91 P215/60 R- 16 68 215/60 R- 15 62 P225/50 R- 16 127 235/65 R- 17 135 195/55 R- 16 $220 285/25 ZR- 22XL 244 235/30 ZR- 22 179
285/30 ZR- 20XL 279 275/30 ZR- 20XL 325 285/40 ZR- 18 398 P315/35 ZR- 17 115 P225/55 R- 17 91 P225/60 R- 16 74 225/50 R- 15 82 225/55 R- 16 126 P225/50 R- 18 152 195/55 R- 16 207 255/30 ZR- 24 184 265/30 ZR- 22 188

Avid TRZ
P185/60 R- 14 $61
P185/65 R- 14 63
P195/70 R- 14 62
P185/60 R- 15 63
P185/65 R- 15 69
P195/60 R- 15 62
Pilot Sport Pilot Sport PS2 Primacy MXV4 Avid W4s S.drive ADVAN S.4. ADVAN P195/65 R- 15 70 Advantage T/A g-Force Super g-Force Sport Exclaim UHP
A/S Plus 205/50 ZR- 17 $187 185/65 R- 15 $103 205/40 ZR- 17XL $85 195/50 R- 15 $64 205/55 R- 16 $134 Neova AD08 P205/60 R- 15 66 185/65 R- 15 $69 Sport A/S 195/50 R- 15 $77 195/50 R- 15 $59
205/55 ZR- 16 $131 205/55 ZR- 17 177 195/60 R- 15 108 215/45 ZR- 17XL 98 195/55 R- 15 70 215/55 R- 16 124 205/50 R- 15 $121 P205/65 R- 15 78 195/65 R- 15 72 205/50 ZR- 15XL $91 195/55 R- 15 83 195/55 R- 15 64
215/55 ZR- 16 145 225/45 ZR- 17 191 195/60 R- 15 145 215/50 ZR- 17 118 205/50 R- 15 87 215/60 VR- 16 119 205/55 R- 16 145 P205/70 R- 15 70 205/60 R- 15 205/45 ZR- 16XL 102 205/50 R- 15 84
P215/60 R- 15 70 77 205/50 R- 15 68
225/50 ZR- 16 168 235/40 ZR- 17 212 195/65 R- 15 111 225/45 ZR- 17 105 205/55 ZR- 15 85 225/50 R- 16 125 225/50 R- 16 158 205/65 R- 15 76 205/50 ZR- 16 105 205/55 R- 15 85 205/55 R- 15 69
235/45 ZR- 17 195 205/60 R- 15 106 225/50 ZR- 17 123 P215/65 R- 15 78 205/55 ZR- 16 102
225/55 ZR- 16 181 195/45 ZR- 16XL 90 225/55 R- 16 129 205/45 R- 17 169 P215/70 R- 15 71 215/60 R- 15 79 205/60 R- 15 74 195/50 ZR- 16 69
225/60 ZR- 16 140 235/50 ZR- 17N0 212 205/65 R- 15 105 195/40 ZR- 16XL 88 225/60 R- 16 125 225/50 ZR- 16 114 215/50 R- 15 96
205/50 R- 17 161 P205/55 R- 16 205/60 R- 16
245/40 ZR- 17 236 205/65 VR- 15 131 235/45 ZR- 17 115
XL 89 82 225/55 ZR- 16 125 205/40 ZR- 16 79
245/50 ZR- 16 165 205/45 ZR- 16XL 91 205/50 R- 17XL 145 215/40 R- 17 170 P205/60 R- 16 77 205/60 R- 16 225/50 R- 15 99
205/45 ZR- 17 182 245/45 ZR- 17 219 215/60 R- 15 85 245/45 ZR- 17 115 205/50 ZR- 16 89 P205/65 R- 16 77
96 245/50 ZR- 16 120
225/60 R- 15 96
205/45 ZR- 16 73
255/40 ZR- 17 242 255/40 ZR- 17 122 215/45 R- 17 162 215/45 R- 17 178 215/60 R- 16 92 225/40 ZR- 17XL 116 205/55 R- 16 74
205/50 ZR- 17 161 225/60 R- 15 133 215/40 ZR- 18XL 122 205/55 ZR- 16 92 225/45 R- 17XL 154 P215/55 R- 16 103 205/40 ZR- 16 77
265/40 ZR- 17 262 225/45 R- 17 187 P215/60 R- 16 215/60 R- 16 94 205/50 ZR- 17 132 215/55 R- 16 76
225/45 ZR- 17 169 215/40 ZR- 16XL 94 82 205/45 ZR- 16 79
225/50 ZR- 17 159 275/40 ZR- 17 285 205/55 R- 16 125 225/40 ZR- 18XL 125 225/50 R- 17 174 235/40 R- 17 198 P215/65 R- 16 80 225/60 R- 16 87 205/50 R- 17XL 126 225/50 ZR- 16 81
335/35 ZR- 17XL 457 205/55 R- 16 149 225/45 ZR- 18 143 215/55 ZR- 16 95 225/55 R- 17 160 235/45 R- 17 204 P225/55 R- 16 105 225/60 R- 16 88 215/45 ZR- 17XL 114 205/50 ZR- 16 84
225/55 ZR- 17 189 225/50 ZR- 16 88 205/55 ZR- 16 85 225/55 R- 16 82
235/45 ZR- 17 181 225/40 ZR- 18 259 205/60 R- 16 120 235/40 ZR- 18XL 139 235/45 R- 17 154 245/40 R- 17 217 P225/60 R- 16 86 235/60 R- 16 104 215/50 ZR- 17 128
205/40 ZR- 17XL 70
225/40 ZR- 18XL 239 205/60 R- 16 171 235/45 ZR- 18 145 225/55 ZR- 16 95 235/50 R- 17 153 P225/65 R- 16 97 225/45 ZR- 17XL 123 215/40 ZR- 16XL 98
235/50 ZR- 17 189 245/45 R- 17 219 215/55 R- 17 118 225/50 ZR- 17 138 205/45 ZR- 17 90
225/45 ZR- 18XL 225 205/65 R- 16 124 245/40 ZR- 18XL 145 195/40 ZR- 17XL 87 245/40 R- 17 171 P225/70 R- 16 85 215/55 ZR- 16 80
235/55 ZR- 17 205 255/40 R- 17 226 P235/60 R- 16 225/55 R- 17 119 235/45 ZR- 17 127 205/50 ZR- 17XL 96
235/40 ZR- 18 288 215/55 HR- 16 125 195/45 R- 17XL 89 245/45 R- 17 173 105 225/50 ZR- 16 87
245/40 ZR- 17 193 215/45 R- 18 222 225/55 R- 17
235/40 ZR- 18XL 267 215/55 R- 16 151 245/45 ZR- 18XL 155 235/65 R- 16 245/40 ZR- 17 147
205/40 ZR- 17XL 88 98 126 215/40 ZR- 17XL 83
255/40 R- 17 176 225/55 ZR- 16 94
245/45 ZR- 17 178 245/40 ZR- 18XL 286 P215/60 R- 16 131 225/35 ZR- 20 127 205/45 ZR- 17XL 101 225/40 R- 18 217 P215/60 R- 17 98 235/55 R- 17 108 245/45 ZR- 17 138 245/50 ZR- 16 109 215/45 ZR- 17 86
245/50 ZR- 17 222 225/40 R- 18XL 194 P215/65 R- 17 93 225/60 R- 18 255/40 ZR- 17 146
255/35 ZR- 18XL 304 225/60 R- 16 131 245/35 ZR- 20 129
XL
205/50 ZR- 17XL 99 235/40 R- 18 195 225/45 R- 18 242 115 255/50 ZR- 16 118 215/50 R- 17XL 97
255/40 ZR- 17 184 P225/55 R- 17 96 255/45 ZR- 17 163
255/40 ZR- 18 298 225/60 R- 16 140 255/35 ZR- 20XL 126 215/35 ZR- 17 102 245/40 R- 18 207 235/40 R- 18 248 P225/60 R- 17 102 205/40 ZR- 17 86 225/45 ZR- 17 90
255/45 ZR- 17 217 265/35 ZR- 18XL 316 225/65 R- 16 132 245/40 R- 18 255 275/40 ZR- 17 141
215/40 ZR- 17XL 101 245/45 R- 18 203 P215/55 R- 18 104 215/35 ZR- 18XL 147 205/45 ZR- 17 118 225/50 ZR- 17 97
275/40 ZR- 17 225 275/35 ZR- 18 340 235/60 R- 16 137 215/45 ZR- 17XL 103 245/45 R- 18 254 P225/50 R- 18
245/50 VR- 18 220 107 225/40 ZR- 18XL 129 205/50 ZR- 17 111 235/45 ZR- 17 97
285/40 ZR- 17 269 295/30 ZR- 18N2 416 215/50 R- 17XL 155 215/50 ZR- 17XL 117 255/35 R- 18 272 P225/55 R- 18 108
255/35 R- 18 220 235/40 ZR- 18 147 215/40 ZR- 17 99 235/50 ZR- 17 112
225/40 ZR- 18XL 205 295/35 ZR- 18 385 215/50 R- 17XL 169 215/55 ZR- 17XL 119 255/45 R- 18 218 255/40 R- 18 260 Avid H4s 245/40 ZR- 18 151 215/45 ZR- 17 107 245/40 ZR- 17 106
225/45 ZR- 18XL 202 335/30 ZR- 18 436 215/55 R- 17 139 225/35 ZR- 17XL 114 265/35 R- 18 224 265/35 R- 18 282 P185/60 R- 14 245/45 ZR- 18 168 225/45 ZR- 17 114 245/45 ZR- 17 98
235/40 ZR- 18 205 235/35 ZR- 19 332 $60
255/45 ZR- 18 174
225/45 ZR- 17 110 225/50 ZR- 17 102
245/35 ZR- 19XL 341 225/45 R- 17XL 175
XL
235/45 ZR- 18XL 204 265/40 R- 18XL 222 285/30 R- 18 329 P185/65 R- 14 62 245/50 ZR- 17 113
225/50 ZR- 17XL 115 P195/60 R- 14 Traction T/A H 275/35 ZR- 18XL 198 225/55 ZR- 17 102
235/50 ZR- 18 196 245/35 ZR- 19XL 341 225/55 R- 17XL 167 275/35 R- 18XL 237 295/30 R- 18 333
P195/65 R- 14
66
185/65 R- 14 $55 275/40 ZR- 18 176 275/40 ZR- 17 121
245/40 ZR- 18 233 245/40 ZR- 19 266 225/55 R- 17XL 178 Harmony 225/55 ZR- 17 120 245/45 R- 19 234 225/35 R- 19XL 265 63 235/45 ZR- 17 105
235/40 ZR- 17 120 P185/65 R- 15 70 195/60 R- 14 58 245/35 ZR- 20XL 168 245/40 ZR- 17 134 215/35 ZR- 18XL 94
245/45 ZR- 18XL 234 245/40 ZR- 19XL 318 235/55 R- 17 162 P175/70 R- 13 $70 255/35WR- 19XL 255 235/35 R- 19 272 P195/60 R- 15 66 P195/65 R- 14 49 255/35 ZR- 20XL 199 225/40 ZR- 18XL 95
255/35 ZR- 18XL 251 255/35 ZR- 19XL 368 225/55 R- 18 179 P175/65 R- 14 83 235/45 ZR- 17XL 116 255/35 R- 19XL 253 245/35 R- 19 283 245/45 ZR- 17 118
P195/65 R- 15 76 P195/70 R- 14 225/45 ZR- 18 111
255/40 ZR- 18 221 255/40 ZR- 19 362 225/60 R- 18 151 P175/70 R- 14 79 235/50 ZR- 17 120 255/40WR- 19XL 242 255/30 R- 19XL 295 P205/60 R- 15 69
68 Traction T/A T 255/40 ZR- 17 121
265/35 ZR- 19 365 245/45 R- 18XL 217 P185/65 R- 14 85 235/55 ZR- 17XL 121 P205/65 R- 15 205/60 R- 14 75 P185/65 R- 14 $59 255/45 ZR- 17 126 235/40 ZR- 18 120
255/45 ZR- 18 212 275/40 R- 19XL 268 255/35 R- 19 294 75
265/35 ZR- 18XL 234 265/35 ZR- 19XL 384 245/40 ZR- 17 113 P215/60 R- 15 74 195/60 R- 15 68 P185/70 R- 14 55 275/40 ZR- 17 142 235/55 R- 18 123
P185/70 R- 14 86 275/40WR- 19XL 265 265/30 R- 19 301
275/35 ZR- 18 248 275/30 ZR- 19XL 391 245/45 ZR- 17XL 119 P215/65 R- 15 73 205/55 R- 16 93 P195/70 R- 14 65 225/35 ZR- 18 137 245/40 ZR- 18 133
P195/65 R- 14 97 275/30 R- 19 306 P205/40 R- 16
275/40 ZR- 18 235 275/35 ZR- 19XL 368 275/40 ZR- 17 131 S.drive continued 71 215/55 R- 16 90 P185/60 R- 15 69 225/40 ZR- 18 137 245/45 ZR- 18 134
P195/70 R- 14 86 295/30 R- 19XL 316 P205/45 R- 16 77 185/65 R- 15 65
285/30 ZR- 18XL 308 285/30 ZR- 19XL 427 215/35 ZR- 18XL 133 245/35 R- 19X$188 225/55 R- 16 107 225/45 ZR- 18XL 148 275/35 ZR- 18 168
285/35 ZR- 19 448 P205/70 R- 14 93 P205/60 R- 16 80 P195/60 R- 15 59
285/35 ZR- 18 288 215/40 ZR- 18XL 134 245/40 ZR- 19 199 P215/60 R- 16 82 P235/45 R- 17 122 235/40 ZR- 18 142 275/40 ZR- 18 154
295/30 ZR- 19XL 497 P205/75 R- 14 86 205/40 ZR- 18XL 129 255/30 R- 19XL 237 P195/65 R- 15 62
225/40 ZR- 19XL 245 225/60 R- 16 101 P245/45 R- 17 133 245/40 ZR- 18 158 215/35 ZR- 19XL 115
305/30 ZR- 19XL 530 P215/70 R- 14 98 225/35 ZR- 18XL 133 255/40 ZR- 19 207 P205/40 R- 17 P205/60 R- 15 65
235/35 ZR- 19XL 269 78
Traction T/A V 255/35 ZR- 18 168 225/35 ZR- 19XL 131
345/30 ZR- 19 480 Pilot Exalto PE2 P185/60 R- 15 101 225/40 ZR- 18XL 134 265/30 R- 19XL 212 P215/40 R- 17 93 P205/65 R- 15 71 265/35 ZR- 18 182
245/35 ZR- 19XL 269 P195/55 R- 15 P205/70 R- 15 70 235/35 ZR- 19XL 142
255/35 ZR- 20XL 397 205/55 ZR- 16N$141 P195/60 R- 15 99 225/45 ZR- 18XL 151 275/30 R- 19XL 220 P215/45 R- 17 97 $87
275/35 ZR- 18 187
245/40 ZR- 19 288 275/35 ZR- 20XL 376 225/50 ZR- 16N0 159 P195/65 R- 15 85 P225/45 R- 17 108 205/55 R- 15 91 P215/60 R- 15 63 245/35 ZR- 19XL 150
245/45 ZR- 19 272 235/40 ZR- 18XL 155 275/35 ZR- 19 217 P225/55 R- 17 275/40 ZR- 18 169
285/30 ZR- 20XL 418 P205/60 R- 15 99 119 205/65 R- 15 89 P215/65 R- 15 69 265/30 ZR- 19XL 162
255/35 ZR- 19XL 269 Pilot Exalto A/S P205/65 R- 15 102 245/35 ZR- 18XL 154 275/40 R- 19 227 225/65 R- 17 109 P205/55 R- 16 76 g-Force
245/40 ZR- 18XL 154 225/35 ZR- 20XL 136 ADVAN 205/50 R- 16 106 275/30 ZR- 19XL 177
255/40 ZR- 19 299 Pilot Sport A/S 225/55 R- 16 $130 P205/70 R- 15 99 P235/45 R- 17 112 P205/60 R- 16 74 T/A KDWS
245/45 R- 18XL 171 245/35 ZR- 20XL 153 Neova AD07L 235/55 R- 17 205/55 R- 16 97 225/30 ZR- 20XL 145
275/30 ZR- 19XL 289 Plus continued 205/50 R- 17 194 117 P205/65 R- 16 72 245/55 ZR- 18$169
275/35 ZR- 19 328 255/30 ZR- 20X$330 235/45 R- 17 168 P215/65 R- 15 111 255/35 ZR- 18XL 173 245/40 ZR- 20XL 144 175/55 ZR- 16LO$192 235/65 R- 17 114 P215/50 R- 16 118
P215/55 R- 16 89
245/35 ZR- 20XL 120
275/40 ZR- 19 323 255/35 ZR- 20XL 305 P215/70 R- 15 97 265/35 ZR- 18XL 187 255/30 R- 20XL 158 225/45 ZR- 17 271 P245/45 R- 17 118 225/50 R- 16 114 P215/60 R- 16 85 Traction T/A Spec
245/40 ZR- 20XL 133
205/55 R- 16 113 215/35 ZR- 19X 160 255/35 ZR- 20XL 153 ADVAN A048 P255/40 R- 17 124 225/55 R- 16 255/35 ZR- 20XL 113
285/30 ZR- 19XL 353 275/30 ZR- 20 308 Pilot Sport A/S
XL
P225/40 R- 18 118
114 215/65 R- 16 85 P215/60 R- 17 $101
245/30 ZR- 20XL 275 275/35 ZR- 20XL 355 Plus ZP P205/60 R- 16 111 225/35 ZR- 19X 172 275/30 ZR- 20XL 166 competition tire P225/60 R- 18 112 215/50 R- 17 113 P225/60 R- 16 83 P215/65 R- 16 84 275/35 R- 20XL 208
245/35 ZR- 20XL 248 285/30 ZR- 20XL 287 245/45 ZR- 17R$205 215/65 R- 16 104 235/35 ZR- 19XL 178 275/35 ZR- 20XL 181 195/50 ZR- 16L$219 P235/65 R- 18 131 225/50 R- 17 117 P235/55 R- 16 97 P235/60 R- 16 113 285/30 ZR- 20XL 197
245/40 ZR- 20 368 295/25 ZR- 20XL 338 275/40 ZR- 18RFT260 P225/60 R- 16 115 245/30 ZR- 19XL 188 285/30 ZR- 20XL 193 225/45 ZR- 17LT 259 255/45 R- 20 155 245/45 R- 18 159 P225/55 R- 17 93 P235/65 R- 17 112 295/25 ZR- 22XL 293

SPECIALS

Hours: EST M-F 8am-8pm SAT 9am-4pm 1-800-981-3782 Pricing Effective July 1-31, 2009
Prices Subject to Change www.tirerack.com ©2009 Tire Rack
 Ask about our Tire Road
Hazard Service Program

Sumitomo HTR Z III

1E\4IVJSVQERGI7YQQIV
The HTR Z III (High Technology Radials-3rd generation) tire was
developed for sports cars, sporty coupes and high performance
sedans and is designed to showcase Sumitomo’s technical resources
by providing high-speed handling stability along with traction on
dry and wet roads. Like all summer tires, it is not intended to be
driven in near-freezing temperatures, through snow or on ice.

Five Rib Asymmetric Tread Pattern 205/50 ZR- 17 XL 235/50 ZR- 18 245/45 ZR- 19
Large outboard tread blocks promote responsive 215/45 ZR- 17 245/40 ZR- 18 XL 255/35 ZR- 19
215/50 ZR- 17 245/45 ZR- 18 XL 255/40 ZR- 19
handling, high-speed stability and dry road traction. 225/45 ZR- 17 XL 255/35 ZR- 18 XL 275/30 ZR- 19 XL
225/50 ZR- 17 255/40 ZR- 18 XL 275/40 ZR- 19
Wide Circumferential 235/45 ZR- 17 255/45 ZR- 18 XL 225/35 ZR- 20
and Long Lateral Grooves 235/50 ZR- 17 265/35 ZR- 18 XL 245/35 ZR- 20 XL
provide drainage that helps evacuate water to 235/55 ZR- 17 265/40 ZR- 18 245/40 ZR- 20
increase wet traction and hydroplaning resistance. 245/40 ZR- 17XL 275/35 ZR- 18 255/35 ZR- 20 XL
245/45 ZR- 17 275/40 ZR- 18 275/30 ZR- 20 XL
Continuous Inboard Ribs 255/40 ZR- 17 285/30 ZR- 18 XL 275/35 ZR- 20
improve tire longevity by resisting irregular wear 275/40 ZR- 17 285/35 ZR- 18 285/30 ZR- 20 XL
associated with independent rear suspensions. 215/40 ZR- 18 295/30 ZR- 18 265/30 ZR- 22
225/40 ZR- 18 XL 235/35 ZR- 19 XL 295/25 ZR- 22 XL
225/45 ZR- 18 XL 245/35 ZR- 19 XL
235/40 ZR- 18 XL 245/40 ZR- 19 XL
For a complete list of sizes and prices visit www.tirerack.com NOTE: Like all summer tires, the HTR Z III is not
intended to be driven in near-freezing temperatures,
through snow or on ice.

Sumitomo HTR+
9PXVE,MKL4IVJSVQERGI%PP7IEWSR
The HTR+ (High Technology Radials-Plus All-Season traction)
was developed to meet the year-round driving needs of sports
car, coupe and sedan drivers by blending dry and wet road
performance with light snow traction. HTR+ radials combine
HIGHTECHRADIAL
Sumitomo’s high-tech, ultra high-performance materials with
PLUS their All-Season technology.

Five Rib Tread Pattern 195/55 R- 15 215/50 ZR- 17 225/40 ZR- 18

Independent shoulder and intermediate tread blocks and 205/40 R- 16 225/45 ZR- 17 235/40 ZR- 18
a continuous center rib enhance dry cornering and stability. 205/55 R- 16 225/50 ZR- 17 245/40 ZR- 18
205/60 R- 16 235/40 ZR- 17
215/40 R- 16 235/45 ZR- 17
Circumferential and Curvilinear Grooves 215/60 R- 16 235/50 ZR- 17 XL
evacuate water from the footprint to enhance wet 225/50 ZR- 16 245/40 ZR- 17
traction and reduce the risk of hydroplaning. 225/60 R- 16 245/45 ZR- 17
245/50 ZR- 16 255/45 ZR- 17
Sumitomo’s Reverse Pattern Siping 205/40 ZR- 17 275/40 ZR- 17
adds strategically located biting edges in the tread 215/40 ZR- 17 215/35 ZR- 18
pattern to increase light snow and slush traction. 215/45 ZR- 17 225/35 ZR- 18

Hours: EST M-F 8am-8pm SAT 9am-4pm 1-800-981-3782 www.tirerack.com ©2009 Tire Rack
 Ask about our Tire Road
Hazard Service Program

Extreme Extreme ContiProContact Direzza DZ101 Direzza Sport SP Sport Firehawk Indy Ventus R-S3 VRi ZRi PZero Rosso PZero
Contact DWS Contact DW 175/65 R- 15 $79 195/50 R- 15 $61 Z1 Star Spec Signature 500 225/45 ZR- 15 $124 195/55 R- 15 $70 205/55 ZR- 16 $81 Asimmetrico 225/45 ZR- 17X$185
205/55 R- 16 $97 205/55 R- 16 $107 P185/65 R- 15 74 195/55 R- 15 69 195/55 R- 15 $86 205/65 R- 15 $76 P215/70 R- 14 $74 225/50 ZR- 16 123 205/50 R- 16 75 225/50 ZR- 16 91 225/45 ZR- 17 $133 235/45 ZR- 17XL 224
225/55 R- 16 104 235/45 R- 17 138 195/55 R- 15XL 97 205/50 R- 16 205/55 R- 16 P225/70 R- 14 78 205/55 R- 16 73 235/45 ZR- 17XL 154
195/60 R- 15 66 205/50 R- 15 61 102 89 225/45 ZR- 17XL 142 215/60 R- 16 71 225/55 ZR- 16 92 245/45 ZR- 17XL 275
225/45 R- 17 122 235/50 R- 17 159 P205/60 R- 16 81 P215/65 R- 15 80 245/40 ZR- 17 221
245/45 R- 17 145 P195/65 R- 15 56 205/55 R- 15 74 205/55 R- 16 101 255/40 ZR- 17XL 152 225/50 R- 16 88 245/45 ZR- 16 102 225/40 ZR- 18XL 225
235/45 R- 17 127
195/65 R- 15 64 215/55 R- 16 89 P215/70 R- 15 75 255/40 ZR- 17N3 229
275/40 R- 17 171 225/50 R- 16 119 245/40 ZR- 18 211 215/50
XL R- 17XL 92 245/50 ZR- 16 98 235/40 ZR- 18XL 283
235/50 R- 17 149 205/60 R- 15 79 195/50 R- 16 71 225/50 R- 16 95 P225/70 R- 15 79 215/55 R- 17 92 235/40 ZR- 18XL 255
245/40 ZR- 18XL 289
245/45 R- 17 129 225/45 R- 18 161 205/70 R- 15 67 205/40 ZR- 16XL 77 215/40 ZR- 17 118 225/55 R- 16 96 P235/60 R- 15 86 265/35 ZR- 18XL 264 P225/55 R- 17 96
205/40 ZR- 17XL 76 245/40 ZR- 18 251
275/40 R- 17 149 235/35 R- 18 199 205/65 R- 15 69 215/45 ZR- 17 125 P235/70 R- 15 82 285/35 ZR- 18XL 300 215/40 ZR- 17 83 255/35 ZR- 18 295 245/45 ZR- 18XL 284
235/40 R- 18 181 205/45 ZR- 16 78 205/50 R- 17XL 104
225/45 R- 18 143 215/60 R- 15 79 225/45 ZR- 17 129 215/45 R- 17XL 97 P255/60 R- 15 92 215/45 ZR- 17 86 255/40 ZR- 18 269 265/40 ZR- 18XL 362
235/40 R- 18 149 235/45 R- 18XL 186 215/60 HR- 15 77 205/50 R- 16 83 P255/70 R- 15 89 Ventus R-S2 255/40 ZR- 18XL 282
235/50 R- 18 189 235/40 ZR- 17 141 215/50 R- 17XL 109 P275/60 R- 15 95 195/60 R- 14 $75 215/50 ZR- 17XL 104 235/35 ZR- 19XL 332
235/40 R- 18XL 181 215/65 R- 15 71 205/55 R- 16 77 255/45 ZR- 18 259 245/35 ZR- 19XL 367
235/45 R- 18XL 179 245/45 R- 18 199 215/70 R- 15 69 235/45 ZR- 17 135 P215/55 R- 17 111 P295/50 R- 15 119 195/50 ZR- 15 77 225/45 ZR- 17 91 265/35 ZR- 18XL 277
255/40 R- 18XL 227 215/45 ZR- 16 123 235/40 ZR- 17 98 245/40 ZR- 19 379
235/50 R- 18 175 225/70 R- 15OWL 73 245/40 ZR- 17 156 225/45 ZR- 17XL 101 205/50 ZR- 15 94 285/40 ZR- 18 418
245/40 R- 18 159 275/35 R- 18 245 235/70 R- 15OWL 79 215/50 R- 16 87 245/45 ZR- 17 146 225/50 ZR- 17 112 Firehawk 235/45 ZR- 17 102 235/35 ZR- 19XL 320 255/40 ZR- 19XL 396
275/40 R- 18 237 205/50 R- 16 115 215/55 R- 16 84 255/40 ZR- 17 161 235/45 R- 17XL 110
Wide Oval 225/45 ZR- 15 99
245/45 R- 18 169 205/50 ZR- 16 $104 245/40 ZR- 17 103 235/45 ZR- 19 310 265/30 ZR- 19XL 399
255/35 R- 18 211 255/40 R- 19XL 239 205/55 R- 16 102 225/50 ZR- 15 99 HRi 245/45 ZR- 19BM269
P205/55 R- 16 91 225/50 R- 16 83 225/40 ZR- 18 166 235/50 R- 17 122 P205/55 R- 16 109 245/45 ZR- 17 103 275/40 ZR- 19XL 409
255/40 R- 18XL 202 275/40 R- 19 245 205/45 ZR- 16 96 185/60 R- 14 $45 255/40 ZR- 19XL 325
245/30 R- 20XL 224 205/60 R- 16 109 225/55 R- 16 90 225/45 ZR- 18 173 235/55 R- 17 118 P225/50 ZR- 16 118 195/60 R- 14 49 255/40 ZR- 17 105 285/30 ZR- 19XL 466
255/45 R- 18XL 189 205/50 ZR- 16 95 255/50 ZR- 19 176
265/35 R- 18XL 225 245/40 R- 20XL 255 P205/60 R- 16 92 205/45 ZR- 17 112 235/40 ZR- 18 182 245/40 ZR- 17XL 121 P225/55 ZR- 16 116 185/65 R- 15 52 P255/45 ZR- 17 110 285/35 ZR- 19 423
295/30 ZR- 19XL 465
255/35 R- 20XL 212 205/65 R- 16 79 245/45 ZR- 17 117 P225/60 ZR- 16 114 205/55 ZR- 16 97 195/60 R- 15 48 245/35 ZR- 20XL 407
275/40 R- 18 211 215/55 R- 16 102 215/40 ZR- 17XL 89 245/40 ZR- 18 187 195/65 R- 15 52 255/50 ZR- 17 125 295/30 ZR- 19N1 433
275/35 R- 20XL 295 225/40 ZR- 18XL 108 P245/50 ZR- 16 125 215/45 ZR- 16 102 255/35 ZR- 20XL 409
235/35 R- 19XL 181 215/55 R- 16XL 104 215/45 ZR- 17 90 245/45 ZR- 18 189 225/45 R- 18XL 127 215/45 ZR- 17 125 205/60 R- 15 51 275/40 ZR- 17 121 315/35 ZR- 20 431
275/40 R- 19 231 215/55 R- 16 111 225/45 ZR- 16 106 205/65 R- 15 54 215/35 ZR- 18ZRF109 295/35 ZR- 21XL 249 265/35 ZR- 20XL 476
215/50 R- 17 90 255/35 ZR- 18 225 P225/60 R- 18 121 235/50 ZR- 17 152
245/30 R- 20XL 211 P215/60 R- 16 77 225/50 ZR- 16 98 215/60 R- 15 54 275/35 ZR- 20XL 387
245/35 R- 20XL 199 225/50 R- 16 122 225/45 ZR- 17XL 97 265/35 ZR- 18 241 235/40 R- 18XL 126 245/45 ZR- 17 143 215/65 R- 15 55
225/40 ZR- 18 95 PZero RFT
P255/45 ZR- 17 175 245/45 ZR- 16 113 235/40 ZR- 18 117 205/50WR- 17 $244
245/40 R- 20XL 253 225/60 R- 16 81 235/45 ZR- 17 99 275/35 ZR- 18 246 235/50 R- 18 144 265/40 ZR- 17 159 215/40 ZR- 17XL 114
225/60 R- 15 56 PZero System
255/35 R- 20XL 159 235/60 R- 16 113 245/45 ZR- 18XL 141 P275/40 ZR- 17 160 205/50 R- 16 69 245/40 ZR- 18 135 205/50 R- 17 233 Asimmetrico
205/50 R- 17 140 245/40 ZR- 17 110 Direzza DZ101 215/45 ZR- 17XL 114 205/55 R- 16 72 225/45 R- 17 198
275/35 R- 20XL 242 245/35 ZR- 20 96 P285/40 ZR- 17 176
XL
265/35 ZR- 18 154 205/45 ZR- 17 $206
215/50 R- 17 131 245/45 ZR- 17 99 continued 225/45 ZR- 17XL 114 205/60 R- 16 59 225/50 R- 17 274
275/40 R- 20XL 231 215/65 R- 17 96 255/35 R- 20XL 136 225/40 ZR- 18 145 215/55 R- 16 78 285/60 R- 18 119 225/45 ZR- 17 173
265/30 R- 22XL 291 ContiSport 255/40 ZR- 17 109 255/35 ZR- 18 $158 235/40 ZR- 17XL 122 245/45 R- 17 309
225/45 R- 17 132 295/35 ZR- 18 235 215/60 R- 16 60 225/35 ZR- 19XL 140 255/40 R- 17 283 245/50 ZR- 17 313
285/30 R- 22XL 305 Contact 225/45 R- 17MO132 265/40 ZR- 17 127 265/35 ZR- 18 153 P255/45 R- 19 219 245/40 ZR- 17XL 126 225/50 R- 16 81 225/40 ZR- 18N3 214
255/30 R- 24XL 349 235/35 ZR- 19ZRF148 205/40 R- 18 260
225/45WR- 17BM199 225/55 R- 17 129 215/35 ZR- 18XL 105 275/35 ZR- 18 155 245/40 ZR- 20XL 235 245/45 ZR- 17XL 125 225/55 R- 16 85
255/40 ZR- 18 248 275/35 ZR- 20 242 245/35 ZR- 19ZRF157 225/40 R- 18 262 265/35 ZR- 18N3 305
ContiPro 235/45 R- 17 131 225/40 ZR- 18 115 215/35 ZR- 19 120
XL 225/60 R- 16 64 245/40 R- 18 333
225/40 ZR- 19 290 235/55 ZR- 17 136 P295/40 R- 20 246 215/35 ZR- 18XL 145 205/40 R- 17XL 63 275/30 ZR- 19ZRF176 275/40 ZR- 18 375
Contact SSR 255/35 ZR- 19 285 235/50 R- 18 139 225/45 ZR- 18 137 225/35 ZR- 19XL 131 225/40 ZR- 18XL 157 215/45 R- 17 74 255/35 ZR- 20 135 255/35 R- 18 359 295/30 ZR- 18N3 392
195/55 R- 16 $141 245/40 HR- 18 159 235/40 ZR- 18 120 245/35 ZR- 19 155
Firehawk Wide 215/50 R- 17 89 245/45 R- 19 433
205/55 R- 16 137 ContiSport Oval RFT 235/40 ZR- 18XL 161 265/50 R- 20 139 275/40 R- 19 454 PZero Rosso
245/40 HR- 18 204 225/45 R- 17 79
205/45 R- 17 202 Contact 2 255/45 R- 18 198 245/40 ZR- 18 131 275/30 ZR- 19 209 SP Sport 9000 P245/40 ZR- 18L$212 265/35 ZR- 18XL 206 235/45 R- 17 88 275/45 R- 20 125 245/35 R- 21XL 509 Direzionale
225/45 R- 17 172 285/30 ZR- 18 $288 245/40 R- 19 228 245/45 ZR- 18 156 255/35 ZR- 20XL 124 285/50 ZR- 18 $178 P285/35 ZR- 19 295 315/30 ZR- 18 268 245/45 R- 17 89 275/55 R- 20 128 275/30 R- 21XL 576 245/40 YR- 19X$370

LIGHT TRUCK & SUV TIRES LIGHT TRUCK & SUV TIRES LIGHT TRUCK & SUV TIRES

Radial F-C II Scorpion ATR Dueler A/T Revo Grabber UHP Geolandar A/T-S CrossContact LX Destination A/T Destination LE Wrangler MT/R
31X10.5 R- 15C OWL $158 P 245/70 R- 16 $133 P 225/75 R- 15OWL $121 205/70 R- 15 $69 205/70 R- 15 $75 215/75 R- 15OWL $91 P 225/70 R- 14OWL $91 P 225/70 R- 14OWL $90 with Kevlar
33X12.5 R- 15C OWL 195 LT 245/75 R- 16E 148 P 235/70 R- 15OWL 132 265/70 R- 15 100 215/70 R- 15 77 235/75 R- 15OWL 94 P 205/75 R- 15OWL 84 P 215/70 R- 15 76 31X10.5 R- 15C $174
LT 215/75 R- 15OWL 92 P 215/75 R- 15OWL
OWL
35X12.5 R- 15C OWL 222 P 265/70 R- 16 147 P 235/75 R- 15OWL 126 215/65 R- 16 86 92 255/70 R- 15OWL 102 P 215/75 R- 15OWL 87 32X11.5 R- 15C 188
LT 265/75 R- 16 E OWL
205 LT 265/75 R- 16 E
149 LT 235/75 R- 156P OWL 140 215/70 R- 16 87 P 225/70 R- 15OWL 83 215/70 R- 16 96 P 225/70 R- 15OWL 98 P 225/70 R- 15OWL 89 LT 33X12.5 R- 15C 195
LT 285/75 R- 16D OWL 204 P 245/65 R- 17 136 LT 30x9.5 R- 15OWL 145 225/70 R- 16 91 P 235/70 R- 15OWL 96 225/75 R- 16 99 P 225/75 R- 15OWL 94 P 225/75 R- 15OWL 89 35X12.5 R- 15C 197
LT 305/70 R- 16D OWL 234 LT 325/60 R- 20
D
266 LT 31x10.5 R- 15OWL 163 235/60 R- 16 87 LT 235/75 R- 15C OWL
P 235/75 R- 15OWL
89 235/65 R- 16 112 P 235/70 R- 15OWL 104 PP 235/70 R- 15
235/75 R- 15OWL
95 LT 235/85 R- 16E 170
235/70 R- 16 95 95 235/70 R- 16 107 LT 235/75 R- 15OWL
93 LT 245/75 R- 16 E
174
LT 315/75 R- 16 D OWL
243 LT 325/45 R- 24 E
423 P 265/70 R- 15OWL 147 30X9.5 R- 15C OWL99 P 235/70 R- 16OWL 106
105 LT 235/75 R- 15C OWL 98 LT 265/75 R- 16E 201
LT 215/85 R- 16E OWL 245/70 R- 16 98 265/70 R- 15 P 235/75 R- 15XL 101 P 255/70 R- 15OWL
LT 265/70 R- 17E OWL 209 Scorpion STR 169
255/55 R- 16
107 245/70 R- 16 105 95 LT 285/75 R- 16E OWL 232
LT 225/75 R- 16E OWL 174 94 31X10.5 R- 15OWL107 245/75 R- 16OWL 108 P 235/75 R- 15XL OWL 102 P 265/75 R- 15OWL 100 LT 305/70 R- 16E 247
LT 285/70 R- 17D OWL 261 P 205/70 R- 15 $97 255/65 R- 16 96 32X11.5 R- 15C OWL LT 30X9.5 R- 15OWL 108 LT 31X10.5 R- 15C OWL
P 235/70 R- 16OWL 142 126 255/65 R- 16 121 109 LT 315/75 R- 16D 259
33X12.5 R- 17D OWL 235 215/65 R- 16 121 265/70 R- 16 99 33X12.5 R- 15OWL133 LT 31X10.5 R- 15OWL 117 P 215/70 R- 16 88 LT 245/70 R- 17C
LT 235/85 R- 16OWL 178 255/70 R- 16OWL 111 194
35X12.5 R- 17D OWL 291 P 215/70 R- 16 119
P 245/70 R- 16OWL 148
275/70 R- 16 102 215/60 R- 16 98 P 265/70 R- 16 119 LT 33X12.5 R- 15OWL 139 P 225/70 R- 16OWL 94 LT 245/70 R- 17E 202
109 P 225/75 R- 16
XL
LT 305/60 R- 18 E
296 P 235/70 R- 16 118 235/65 R- 17XL 115 215/65 R- 16 92 265/70 R- 16 P 235/70 R- 16OWL 94 LT 245/75 R- 17E OWL 219
LT 245/75 R- 1610P/OW 179 121
255/60 R- 17 215/70 R- 16 102 P 235/65 R- 16XL OWL LT 255/75 R- 17
89 102 C OWL
LT 305/70 R- 18E 309 P 255/65 R- 16 153 LT 245/75 R- 16OWL 124 265/75 R- 16OWL 117 P 235/75 R- 16 222
LT 215/85 R- 16D OWL 105 P 235/70 R- 16XL OWL
166 275/55 R- 17 106 99 LT 265/70 R- 17C 234
LT 325/60 R- 18E 293 235/50 R- 18 180 P 245/75 R- 16OWL 136 235/65 R- 17 128 P 235/75 R- 16OWL
137 255/55 ZR- 18XL 225/70 R- 16 98 P 235/75 R- 16 98 LT 265/70 R- 17E 249
LT 325/65 R- 18E 338 P 275/45 R- 20 265 P 255/70 R- 16OWL 119 235/65 R- 17OWL 122 P 245/70 R- 16OWL 109 P 245/70 R- 16OWL
153 255/50 ZR- 19XL LT 225/75 R- 16D OWL
104 104 LT 275/70 R- 17E 258
LT 305/55 R- 20E 317 P 305/50 R- 20 213 LT 265/75 R- 1610P/OW 156
235/60 R- 16 108 245/65 R- 17 129 LT 245/75 R- 16OWL C 133 P 245/75 R- 16OWL 99 LT 285/70 R- 17D 263
200 285/45 ZR- 19 189 245/65 R- 17OWL 131 P 245/75 R- 16OWL 110 P 255/65 R- 16OWL
LT 325/50 R- 20E 348 Scorpion STR A LT 265/75 R- 166P/OWL P 235/70 R- 16OWL 94 116 LT 305/70 R- 17D 279
181 275/55 R- 20XL 124 LT 235/85 R- 16E OWL
108 255/60 R- 17 133 P 255/70 R- 16OWL 119 P 255/70 R- 16OWL 109 LT 315/70 R- 17D 304
35X12.5 R- 20E 350 P 235/75 R- 15XL OWL $109 P 265/75 R- 16OWL 146 285/50 R- 20 265/65 HR- 17
134 P 245/70 R- 16OWL 100 131 P 265/70 R- 16OWL 119 P 265/70 R- 16OWL 114 35X12.5 R- 17C 269
35X13.5 R- 20E 381 P 265/70 R- 15 116 P 275/70 R- 16OWL 172 295/45 R- 20XL 125 LT 245/75 R- 16E OWL
117 265/65 R- 17 131 LT 265/70 R- 16D OWL 146 P 265/75 R- 16OWL 125 37X12.5 R- 17 D
314
P 225/70 R- 16OWL 120 LT 285/75 R- 16OWL 198 295/50 R- 20XL 128 255/65 R- 16 113 275/55 R- 17 156 P 265/75 R- 16OWL 122 LT 265/75 R- 16
C OWL
125 LT 38X14.5 R- 17 D
407
P 265/70 R- 16OWL 137 P 235/65 R- 17OWL 147 305/40 R- 22XL 154 P 255/70 R- 16OWL 108 275/60 R- 17OWL 133 LT 265/75 R- 16OWL C 139 225/65 R- 17 109 LT 275/65 R- 18C 265
P 245/65 R- 17 155 P 235/75 R- 17OWL 150 305/45 R- 22XL 154 P 265/70 R- 16OWL 109 P 245/60 R- 18XL 105 LT 285/75 R- 16OWL E 166 P 235/60 R- 17 112 LT 275/70 R- 18E 289
255/55 R- 18
P 265/70 R- 18 OWL
162 P 245/70 R- 17OWL 154 305/40 R- 23XL 156 LT 265/75 R- 16E 127
275/60 R- 18
154
LT 305/70 R- 16OWL 175 PP 235/65 R- 17
235/70 R- 17XL OWL
114 LT 285/75 R- 18E 328
P 265/65 R- 17OWL 305/40 R- 24XL 264 LT 265/75 R- 16D OWL
122 158 115 LT 275/65 R- 20E 343
187
255/70 R- 18 LT 315/75 R- 16D 192 P 245/65 R- 17OWL LT 285/65 R- 20E
LT 265/70 R- 17OWL E 315/35 R- 24XL 230 275/70 R- 16 111 149 125 362
202
LT 285/75 R- 16D 136 265/70 R- 18OWL 153 P 235/65 R- 17 132 P 245/70 R- 17OWL 119
Dueler H/L Alenza LT 315/75 R- 16D 169 P 235/70 R- 17OWL XL 123 P 255/65 R- 17OWL 127
P 205/70 R- 15OWL $111 225/60 R- 17 119 Vanco 2 P 235/75 R- 17OWL 122 P 265/65 R- 17 131
Crusher 225/65 R- 17 116 C 195/70 R- 15
D
$88 P 245/65 R- 17OWL 135 P 265/70 R- 17OWL 123
31X10.5 R- 15C OWL $167 P 215/75 R- 15OWL 116 P 245/70 R- 17OWL 122 P 265/75 R- 16OWL
Latitude Tour 225/70 R- 17 101 108
33X12.5 R- 15C OWL 203 P 225/70 R- 15OWL 113 235/65 R- 17XL P 245/75 R- 17OWL 126 P 275/60 R- 17OWL 132 Long Trail T/A Tour
P 235/75 R- 15OWL
$123 119
35X12.5 R- 15C OWL 228 P 225/75 R- 15OWL 120 P 235/70 R- 17OWL 107 P 255/65 R- 17OWL 132 P 235/65 R- 18 125 P 215/75 R- 15OWL $79
P 265/70 R- 15 139
LT 265/75 R- 16E OWL 220 P 215/75 R- 16OWL 127
P 235/70 R- 15OWL 116 245/65 R- 17 125 P 255/70 R- 17OWL 129 P 245/60 R- 18OWL 129 P 225/70 R- 15OWL 91
LT 285/75 R- 16D OWL 216 P 225/70 R- 16OWL 161
P 235/75 R- 15OWL 123 LT 245/70 R- 17E 138 P 255/75 R- 17 133 PP 265/60 R- 18
265/65 R- 18
144 P 225/75 R- 15OWL 87
P 265/70 R- 15 150 Grabber HTS 255/65 R- 17 130 P 265/65 R- 17OWL
125 P 235/70 R- 15OWL 97
LT 305/70 R- 16D OWL 246 P 225/75 R- 16OWL 117 P 255/70 R- 17OWL 114
151 P 265/65 R- 18OWL 133 P 235/75 R- 15XL OWL 95
P 215/70 R- 16OWL 139 P 255/70 R- 15 $90 P 265/70 R- 17OWL 134 P 265/70 R- 18OWL
LT 315/75 R- 16E OWL 255 P 235/70 R- 16 149 P 225/70 R- 16OWL 265/65 R- 17 137 139 P 265/70 R- 15OWL 121
LT 265/70 R- 17E OWL 228
142 P 225/70 R- 16 91 LT 265/70 R- 17E LT 265/70 R- 17C OWL 155 P 265/50 R- 20 169 P 265/75 R- 15OWL
P 235/70 R- 16OWL 139 P 225/75 R- 16OWL
151 110
126 235/75 R- 16 91 P 265/70 R- 17OWL 123 Vanco 4 Season LT 275/70 R- 17C OWL 167 P 275/55 R- 20 158 P 215/70 R- 16OWL 98
LT 285/70 R- 17D OWL 280 P 245/70 R- 16 142 P 235/70 R- 16 117 P 235/75 R- 16 95 P 275/60 R- 17OWL 167 C 195/70 R- 15D $108 LT 285/70 R- 17D OWL 183 P 275/60 R- 20OWL 155 P 215/75 R- 16OWL 100
LT 305/65 R- 17E 253 P 245/70 R- 16OWL 135 P 235/75 R- 16OWL 245/70 R- 16 P 285/70 R- 17OWL P 225/70 R- 16OWL
133 97 275/65 R- 17 155 C 215/85 R- 16E 92 144 104
LT 315/70 R- 17D OWL 282 P 245/75 R- 16OWL 147 P 245/70 R- 16 144 P 245/70 R- 16 94 LT 315/70 R- 17D 182 LT 245/75 R- 16E 110 LT 315/70 R- 17D OWL 195 P 225/75 R- 16XL OWL 98
P 255/65 R- 16 159 P 245/75 R- 16OWL 143 P 245/75 R- 16 95 37X12.5 R- 17D 275 P 255/70 R- 18OWL 142 P 235/65 R- 16 120
P 255/70 R- 16OWL 148 255/65 R- 16 159 P 255/65 R- 16 112 225/55 R- 18 140 P 265/60 R- 18OWL 161 P 235/70 R- 16OWL 113
P 265/70 R- 16OWL 167 P 265/70 R- 16OWL 159 P 255/70 R- 16 103 265/60 R- 18 176 Parada Spec-X P 265/70 R- 18OWL 150 P 235/75 R- 16XL OWL 100
P 265/70 R- 18 157 continued P 245/70 R- 16OWL 116
225/65 R- 17 169 P 265/75 R- 16 152 P 265/70 R- 16 104
275/60 R- 18 183 285/50 R- 20XL $135 P 275/65 R- 18OWL 159 P 245/75 R- 16OWL 100
P 245/65 R- 17 169 P 275/70 R- 16 173 P 275/70 R- 16BW 122
LT 275/65 R- 18C OWL
167 295/45 R- 20XL 139 LT 325/65 R- 18E 270 P 255/65 R- 16 117
P 245/65 R- 17OWL 172 225/65 R- 17 139 P 275/70 R- 16 118 305/45 R- 20 185 305/50 R- 20XL 142 P 275/55 R- 20OWL 145 P 255/70 R- 16OWL 115
P 255/60 R- 17 179 235/65 R- 17 133 P 255/65 R- 17 123 255/30 R- 22XL 192 P 275/60 R- 20OWL 167 P 265/75 R- 16OWL 118
P 255/75 R- 17 182 P 245/65 R- 17 165 LT 265/70 R- 17 112 Geolandar H/T-S G052 265/30 R- 22XL 206
Transforce HT
P 225/65 R- 17OWL 144
P 265/65 R- 17OWL 194 P 255/75 R- 17 155 P 265/70 R- 17 116 265/60 R- 18 $140 265/35 R- 22XL 165
LT 235/75 R- 15C
P 235/60 R- 17 122
265/40 R- 22XL P 235/65 R- 17OWL
165 P 275/60 R- 17XL 128 186 $104 123
P 265/70 R- 17 186 275/55 R- 17 Parada Spec-X 285/35 R- 22XL LT 215/85 R- 16E 123 XTi P 235/70 R- 17XL
255/55 R- 18 139 198 131
P 265/70 R- 17OWL 187 P 275/60 R- 17 158 225/65 R- 17 285/40 R- 22XL 224 LT 225/75 R- 16E 125 P 225/70 R- 16 P 235/75 R- 17 125
HTR Sport H/P LT 275/65 R- 18E 170 $107 $86
P 245/60 R- 18 142 255/55 R- 18XL 185 LT 275/70 R- 18E 165 225/60 R- 18 142 285/45 R- 22XL 164 LT 235/85 R- 16E 114 P 235/70 R- 16 89 P 245/65 R- 17OWL 137
255/55 R- 18 $108 P 285/60 R- 18 235/55 R- 18 305/40 R- 22XL P 245/70 R- 17OWL
P 265/70 R- 18 203 199 275/55 R- 20XL 137 148
305/45 R- 22XL
154 LT 245/75 R- 16 E
129 P 245/70 R- 16 94 127
285/60 R- 18 275/40 R- 20XL 235/60 R- 18 157 P 255/65 R- 17OWL
134 P 255/70 R- 16
114 P 275/55 R- 18 234 142 98 129
183
245/60 R- 18 285/35 R- 23XL 179 LT 265/75 R- 16 E
P 255/70 R- 17OWL
275/45 R- 20 117 P 255/60 R- 19 108 P 275/55 R- 20 183 151
LT 265/75 R- 16E OWL 134 P 265/70 R- 16C 106 132
235/55 R- 19 162 285/40 R- 23XL 218 P 265/65 R- 17 141
275/55 R- 20XL 126 P 285/45 R- 22 210 245/45 R- 20 142 305/40 R- 23XL 204 LT 8.75 R- 16.5E 125 LT 265/75 R- 16 116
P 265/70 R- 17OWL 133
285/50 R- 20 129 Latitude Sport 285/40 R- 24XL P 235/65 R- 17 109
255/55 ZR- 18XL $276 245/50 R- 20 160 316 LT 9.50 R- 16.5E 136 P 245/65 R- 17 114 P 275/60 R- 17OWL 120
P 295/45 R- 20 133 255/45 R- 20XL 141 295/35 R- 24XL 339 LT 235/80 R- 17E 138 P 265/65 R- 17 P 235/65 R- 18 134
305/50 R- 20 275/45 ZR- 19XL 280 255/50 R- 20XL 155 305/35 R- 24XL 339 121 P 265/70 R- 18OWL 144
126 LT 245/70 R- 17E 135 P 265/70 R- 17 109
265/35 R- 22XL 275/45 ZR- 20XL 347 265/50 R- 20XL 141 315/35 R- 24XL 379 P 275/55 R- 20 156
153
255/40 R- 20 315/40 R- 25XL LT 245/75 R- 17E OWL 149 P 275/65 R- 18 153
285/35 R- 22 295/35 ZR- 21XL 428 145 716 P 275/60 R- 20 156
195 275/40 R- 20XL 141 315/40 R- 26XL 482 LT 265/70 R- 17E OWL 149 P 285/60 R- 18 145
305/40 R- 22 158 Latitude Tour HP Ecsta STX KL12 Grabber AT2 275/45 R- 20 XL
131 325/35 R- 28XL 1050 LT 275/65 R- 18E OWL 178 P 275/55 R- 20 155 All-Terrain T/A KO
P 305/45 R- 22 159 295/40 R- 22XL $382 325/35 R- 28XL $812 205/75 R- 15OWL $76 275/55 R- 20 XL
141 315/35 R- 30 1978 LT 275/70 R- 18E OWL 169 P 275/60 R- 20 154 LT 225/75 R- 16E $141

SPECIALS

Hours: EST M-F 8am-8pm SAT 9am-4pm 1-800-981-3782 Pricing Effective July 1-31, 2009
Prices Subject to Change www.tirerack.com ©2009 Tire Rack
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Hazard Service Program

Grand Touring All-Season

Developed to meet the needs of sporty coupe and luxury performance
sedan drivers by blending touring tire characteristics with perfor-
mance tire competence, the Ecsta LX Platinum is designed to provide
responsive handling, long wear and a quiet, comfortable ride along
with traction in dry, wet and wintry conditions, even in light snow.
185/60 R- 14 215/60 R- 15 225/60ZR- 16 235/45ZR- 17 245/40ZR- 18
195/60 R- 14 225/60 R- 15 235/60ZR- 16 235/50ZR- 17 245/45ZR- 18XL
185/65 R- 15 205/55ZR- 16 205/50ZR- 17XL 235/55ZR- 17XL 255/45ZR- 18
195/55 R- 15 205/60 R- 16XL 215/50ZR- 17 225/40ZR- 18XL 245/40ZR- 19
195/60 R- 15 205/65 R- 16 215/55ZR- 17 225/45ZR- 18XL
195/65 R- 15 215/55ZR- 16XL 225/45ZR- 17 225/50ZR- 18
205/60 R- 15 215/60 R- 16 225/50ZR- 17XL 235/40ZR- 18XL
205/65 R- 15 225/55ZR- 16 225/55ZR- 17XL 235/50ZR- 18

ASX
Ultra High Performance All-Season
Developed for sports cars, coupes and sedans. The
Ecsta ASX (ASX for All-Season Xtreme) is designed to
blend responsive handling with dry, wet and year-round
traction, even in light snow.
195/55 R- 15 225/55ZR- 16 235/55ZR- 17 245/45ZR- 18
195/60 R- 15 225/60 R- 16 245/40ZR- 17 255/35ZR- 18

XS
195/65 R- 15 235/60 R- 16 245/45ZR- 17 255/45ZR- 18
205/50ZR- 15 245/50ZR- 16 255/40ZR- 17 265/35ZR- 18
205/55 R- 15 205/40ZR- 17XL 255/45ZR- 17 275/35ZR- 18
205/60 R- 15 205/50ZR- 17 255/50ZR- 17 275/40ZR- 18
205/65 R- 15 215/40ZR- 17 275/40ZR- 17 245/40ZR- 20
Extreme Performance Summer 225/60 R- 15 215/45ZR- 17 285/40ZR- 17 245/45ZR- 20
195/50ZR- 16 215/50ZR- 17 215/35ZR- 18XL 255/45ZR- 20
The Ecsta XS (eXtreme Street) was developed 205/40ZR- 16 215/55 R- 17 215/45ZR- 18XL 245/30ZR- 22XL
for passionate driving enthusiasts looking to 205/45ZR- 16XL 225/45ZR- 17 225/40 R- 18RF 255/30ZR- 22XL
make the most of their vehicle’s capabilities 205/50ZR- 16 225/50ZR- 17 225/45ZR- 18 285/25ZR- 22XL
in competition, at the track or on the street. 205/55ZR- 16 225/55ZR- 17 235/40ZR- 18XL 295/25ZR- 22
215/50ZR- 16 235/40ZR- 17 235/45ZR- 18 255/30ZR- 24XL
The Ecsta XS offers Kumho’s ultimate level of 215/55ZR- 16 235/45ZR- 17 235/50ZR- 18 275/30ZR- 24XL
dry road performance. 225/50ZR- 16 235/50ZR- 17 245/40ZR- 18 275/25ZR- 24

205/50 R- 15 255/40 R- 17 245/35 R- 18XL

215/45 R- 16 275/40 R- 17 245/40 R- 18
225/50 R- 16 285/40 R- 17 265/35 R- 18XL
265/45 R- 16 295/35 R- 17 275/35 R- 18XL
215/45 R- 17 315/35 R- 17 315/30 R- 18
225/45 R- 17 335/35 R- 17 285/35 R- 19
235/45 R- 17 225/40 R- 18XL 345/30 R- 19
245/40 R- 17 225/45 R- 18XL
245/45 R- 17 235/40 R- 18XL

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

Hours: EST M-F 8am-8pm SAT 9am-4pm 1-800-981-3782 www.tirerack.com ©2009 Tire Rack
 ROAD TEST

THE BULL
REDUX
THE TAURUS MOVES UPSCALE,
IF NOT COMPLETELY BACK
INTO OUR HEARTS.
BY TONY SWAN
PHOTOGRAPHY BY AARON KILEY

AUG
90 2009
 2010 FORD TAURUS LIMITED
THE HIGHS THE LOWS THE VERDICT
Subdued good looks, solid Rubbery steering, tepid Pleasant to behold,
chassis, roomy interior, responses, lamentable braking easy to respect,
quiet comfort at all speeds. distances, hefty curb weight. but hard to love.
AUG
2009 91
 ROAD TEST 2010 FORD TAURUS LIMITED

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COUNTERPOINT

MARK GILLIES
No matter how beautifully styled
and luxurious this new Taurus is, I
still can’t get my head past the fact
that it’s based on Volvo architecture
that’s seemingly as old as the ark.
The Taurus rides nicely on the
highway and is very refined, but
it’s a plodder on any winding road.
More significantly for the target
audience, which isn’t comprised
of mental-nutter-bastards like me,
there’s no headroom for anyone
over 5 feet 10 inches tall, and that’s
a travesty in such a big car.

TONY QUIROGA
A confession: I’m a fan of the
previous Five Hundred/Taurus.
Why? It was a big, solid sedan
that blended quiet refinement
with unobtrusiveness. Sounds
backhanded? Don’t underestimate
unobtrusiveness. Not being irritated
and actually being soothed by your
car is how Lexus built its brand.
For 2010, the Taurus truly enters
the 21st century (finally), with a
new design and its manners intact.
Gripes? Headroom is fine, but the
headrests will poke your occiput;
maybe that’s what Gillies thought
was the ceiling.

AUG
92 2009
BLACK IS BEAUTIFUL
Touch pad, now flush (at right), unlocks and
locks. In back, enough space for three adults.

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AUG
2009 93
 ROAD TEST

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AUG
94 2009
2010 FORD TAURUS LIMITED
Price Vehicle type: front-engine, front-wheel-drive, 5-passenger, Standard: power windows, seats, and locks; Fuel Capacity 19.0 gal
(AS TESTED)
4-door sedan remote locking; cruise control; tilting and EPA
telescoping steering wheel C/D
$37,580
Options: navigation system, $1995; Rapid Spec package 302A CITY HWY OBSERVED
(includes power-adjustable pedals, auto high-beams, rain- Audio system: Sony; AM, FM, Sirius radio;
BASE: $31,995 sensing wipers, blind-spot detection, and premium audio),
$1500; adaptive cruise control, $1195; power sunroof, $895
CD/DVD player; 10-GB media storage; minijack,
USB, and Bluetooth-audio inputs; 12 speakers
18 28 23
MPG REQUIRED FUEL: 87 OCTANE

ENGINE DIMENSIONS
V-6, aluminum block and heads Wheelbase: 112.9 in Length: 202.9 in
Bore x stroke: 3.64 x 3.41 in, Height: 60.7 in Width: 76.2 in
92.5 x 86.7mm Front track: 65.3 in Rear track: 65.5 in
Displacement: 213 cu in, 3496cc Drag area:
Compression ratio: 10.3:1 Cd (0.32) x frontal area (28.9 sq ft) = 9.2 sq ft
Fuel-delivery system: port injection Ground clearance: 6.1 in
Valve gear: chain-driven double WEIGHT
overhead cams, 4 valves per cylinder, Curb: 4097 lb Per horsepower: 15.6 lb
variable intake-valve timing DISTRIBUTION
Power (SAE net): 263 bhp @ 6250 rpm Front: 60.7% Rear: 39.3%
Torque (SAE net): 249 lb-ft @ 4500 rpm TEST RESULTS HANDLING
TOWING CAPACITY: 1000 lb
Redline: 6700 rpm GVWR: 5260 lb ROADHOLDING
ACCELERATION SECONDS
DRIVETRAIN INTERIOR Zero to 30 mph . . . . . . . . . . . 2.5
Transmission: 6-speed automatic with
manumatic shifting
RESTRAINT SYSTEMS
Front: 3-point belts; driver and passenger
40 mph . . . . . . . . . . . 3.7 0.82 g
GEAR: Ratios/mph per 1000 rpm front, side, and curtain airbags 50 mph . . . . . . . . . . . 5.1 300-ft-dia skidpad
1st: 4.48/5.7 4th: 1.41/18.0 Rear: 3-point belts, curtain airbags (STABILITY-CONTROL-INHIBITED)

2nd: 2.87/8.9 5th: 1.00/25.5 SEAT ADJUSTMENTS 60 mph . . . . . . . . . . 7.0

3rd: 1.84/13.8 6th: 0.74/34.3 Front: fore-and-aft, seatback angle, front
Final-drive ratio: 3.16:1 height, rear height, lumbar support 70 mph . . . . . . . . . . . 9.2
UNDERSTEER
MAX SPEED IN GEAR 80 mph . . . . . . . . . . 11.6
REAR SEATS MINIMAL
38 mph 92 mph 111 mph
6700 rpm 6700 rpm 4350 rpm Folding Split Pass-Through 90 mph . . . . . . . . . . 14.7
YES NO YES NO YES NO MODERATE
1 3 5 7 MEASUREMENTS (in)
100 mph . . . . . . . . . . 18.5
EXCESSIVE
Head Leg Shoulder 110 mph . . . . . . . . . . 23.5
2 4 6 8 FRONT
REAR
39.0
37.8
41.9
38.1
57.9
56.9 5–60 street start: 7.4 sec Top gear, 30–50: 3.8 sec Top gear, 50–70: 5.2 sec
60 mph 111 mph 111 mph
Front Rear Trunk
¼-MILE: 15.4 sec @ 92 mph
SAE
6700 rpm 6200 rpm 3250 rpm WEATHER
V O L U M E 55 cu ft 47 cu ft 20 cu ft
Temperature: 68˚F
CHASSIS
WHEELS + TIRES TOP SPEED: 111 mph (GOV LTD) Humidity: 29%
Chassis type: unit construction with Barometric pressure: 29.15 in Hg
2 rubber-isolated body crossmembers Wheel size/type: 8.0 x 19 in/
cast aluminum BRAKING
Body material: welded steel stampings ODOMETER
Tires: Goodyear Eagle RS-A, 70 to 0 mph . . . . . . . 191 ft
STEERING Test-vehicle mileage: 1660
P255/45R-19 100V M+S
Rack-and-pinion with variable INTERIOR SOUND (dBA)
hydraulic power assist Spare: high-pressure compact
Ratio: 17.0:1 Turns lock-to-lock: 3.1 41 IDLE TIRE INFLATION
Turning circle curb-to-curb: 39.5 ft 73 FULL THROTTLE Test Front: Rear:
BRAKES
SUSPENSION 68 70-MPH CRUISING pressures: 32 psi 32 psi
Hydraulic with vacuum power assist,
Front: ind, strut located by a control anti-lock control, and electronic
arm, coil springs, anti-roll bar panic assist NOTES
Rear: ind; 1 control arm, 1 trailing link, Front: 12.8 x 1.2-in vented disc
1 lateral link, and 1 toe-control link per Absolutely pathetic braking performance—not a lot of
side; coil springs; anti-roll bar Rear: 13.0 x 0.4-in disc fade but a mushy pedal and consistently long distances.
Stability control: partially defeatable competition mode launch mode Quickest acceleration is achieved by brake torquing.

COMPETITORS

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.

AUG
CARANDDRIVER.COM 2009 95
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in three days

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Formula Fords and a make-shift road course road racing from our staff of race and

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racing school and the starting point for many apply your newly acquired skills on the track.

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SKIPBARBER . com 866 .736.4370

 LEAVE BLANK TYPE OR PRINT ALL INFORMATION IN BLACK FBI LEAVE BLANK

TIRE TEST OK

TYPE OF TIRES FINGERPRINTED ALIASES O

budget high performance R
Ventus, Ecsta, Invo, I
REASON FINGERPRINTED Mickey, Minnie, Goofy, IDENTIFYING MARKS wear bars,
various autocross crimes, jaywalking, donuts, Grumpy ol’ Shel, Csaba sipes,“Live Long” tattoo
loitering in parking lots ALIBI SEXY RACE DIAM AVG WGT EYES HAIR PLACE OF TEST
DATE WHO CAME UP WITH THIS IDEA? too hot or too cold YES often 17” XX.X blk BLK South Bend, IND
8/2009 C/D tech department TEMPERAMENT AND ATTITUDE
aggressive to sloppy LEAVE BLANK
SERIOUSLY?
PREVIOUS CRIMES
yes, plus we get to wring out a BMW 3-series for felony understeer
three days. greatest car ever CLASS.
BOXERS? BRIEFS?
them boys gotta breathe
SUSPECTS’ GRASP OF SITUATION
RAMPABILITY
REF.
cogent to unconscious you got some Fix-a-Flat?
KNOWN GANG AFFILIATE?.
member, WRX STI

BFGOODRICH G-FORCE BRIDGESTONE POTENZA DUNLOP DIREZZA FALKEN AZENIS RT-615 HANKOOK VENTUS
T/A KDW RE760 SPORT SPORT Z1 STAR SPEC V12 EVO
1. 2. 3. 4. 5.

KUMHO ECSTA XS LING LONG L688 MICHELIN PILOT NITTO INVO YOKOHAMA S.DRIVE
SPORT PS2
6. 7. 8. 9. 10.

THE UNUSUAL
SUSPECTS
COULD ANY OF THESE NINE AFFORDABLE SUMMER TIRES HAVE
POSSIBLY KNOCKED OFF THE EXPENSIVE MICHELIN PS2?
BY DAVE VANDERWERP
PHOTOGRAPHY BY RICH CHENET

AUG
CARANDDRIVER.COM 2009 97
 TIRE TEST
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BEST IN TEST
WEAR RATING

TREAD DEPTH,
DESCRIPTION

DIRECTIONAL
UTQG TREAD-

WEIGHT, lb
SELLING
TYPICAL

SERVICE

1/32 in
TIRE BRANDS, BY PRICE
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

QUID PRO QUO
We’d like to reward Spencer
KUMHO ECSTA XS $120 91W 180 23.1 7 no Geswein’s expert assistance
with an unqualified plug. Aside
from providing independent
FALKEN AZENIS RT-615 $121 94W 200 24.2 7 no testing, training, and coaching
services (www.full-lock.com),
Geswein and business partner
BFGOODRICH G-FORCE $126 90Y 300 23.9 10 yes Brian Smith are also involved in
T/A KDW the operation and development
of Carolina Motorsports Park
BRIDGESTONE POTENZA (CMP) in Kershaw, South
$132 94W 340 25.9 10 no Carolina. With 2.28 miles of
RE760 SPORT
asphalt, 14 turns, three track
configurations, and a wet/dry
DUNLOP DIREZZA SPORT $137 90W 200 25.7 10 yes skidpad, plus a dedicated
Z1 STAR SPEC karting track in the works, CMP
has much to offer. The recent
MICHELIN PILOT SPORT PS2 $192 91Y 220 22.9 10 no addition of Palmetto Motorsports
BENCHMARK Club allows enthusiasts to enjoy
plentiful track time and first-
NOTES
Service description: The two-digit number (90 to 94, in this case) specifies the load rating; the higher this number is,
rate facilities at an affordable
the more weight the tire can carry. The letter is the speed rating: W means 168 mph; Y is for 186 mph. price. CMP even has trackside
UTOG tread-wear rating: This rating compares a tire’s wear with that of a reference tire. For example, a 340 rating estimates condos available (www.
tire life at 3.4 times that of the reference tire, which scores 100. carolinamotorsportspark.com).
Directional: Tires with a directional tread pattern can be mounted in only one direction, which limits their ability to be rotated.

AUG
98 2009 CARANDDRIVER.COM
 MICHELIN PILOT SPORT PS2
BMW M3; Porsche 911,
Boxster, and Cayman;
Chevrolet Corvette ZR1; Cadillac
CTS-V. A list of some of our
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favorite cars? Yes. And they all
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wear Michelin PS2s, which is
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GBD C/D staffers consider the PS2
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their favorite summer tire and a
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our benchmark in this test.
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only midpack in both autocross
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time and braking. Geswein
JO
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thought excessive understeer
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held back the lap times. Still, the
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PS2s pulled an above-average
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0.92 g on the skidpad and
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exhibited a very sure-footed,
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most of the other tires, the PS2s
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were responsive to steering
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back in nicely after their grip was
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exceeded. Another positive is
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SFTVMUT
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street-driving portion.
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TVN PS2s showed their mettle, feeling
MBQT
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GPS
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the most connected to the road
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time—beating the Ling Longs’ dry
BOE
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time—and generating a heady
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0.88 g on the skidpad, which was
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as high as two of the competitors’
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best efforts in the dry. The PS2s’
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wet performance was certainly
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impressive, but we’d like more
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dry capability from an expensive
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summer tire. —DV
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XF
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DBMM
UIJT
XPSL

AUG
CARANDDRIVER.COM 2009 99
 TIRE TEST

LING LONG L688 NITTO INVO FALKEN AZENIS RT-615

SJHIU
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9 LING LONG L688 6OGPSUVOBUFMZ
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   We carefully sifted through the


 

available choices to present
the most compelling roundup
 
  
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    constraints, along with fluctuating
prices, meant that some tires were
  !
 left out, including the Goodyear

 
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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.
!
 







AUG
102 2009 CARANDDRIVER.COM
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BEST IN TEST DRY PERFORMANCE WET PERFORMANCE

SUBTOTAL

SUBTOTAL

SUBTOTAL
SOUND LEVEL
AUTOCROSS

AUTOCROSS

SUBJECTIVE

FINAL RESULTS GRAND

TOTAL
BRAKING

BRAKING
SKIDPAD

SKIDPAD

PRICE

RANK MAXIMUM POINTS AVAILABLE 40 20 20 80 20 10 10 40 10 5 5 20 140

1 DUNLOP STAR SPEC 34 16 19 69 20 9 10 39 2 3 3 8 116

2 HANKOOK VENTUS V12 EVO 24 18 18 60 19 10 10 39 5 5 4 14 113
3 KUMHO ECSTA XS 40 20 19 79 1 5 6 12 4 4 4 12 103
4 BRIDGESTONE POTENZA RE760 28 12 17 57 13 6 9 28 3 5 5 13 98
5 BFGOODRICH G-FORCE KDW 18 14 20 52 18 9 9 36 3 2 1 6 94
6 YOKOHAMA S.DRIVE 13 8 15 36 17 8 9 34 4 5 4 13 83
7 FALKEN AZENIS RT-615 24 14 12 50 6 6 5 17 4 4 3 11 78
8 NITTO INVO 10 14 9 33 16 8 8 32 4 4 3 11 76
9 LING LONG L688 0 8 7 15 0 2 1 3 10 3 2 15 33
AUG
CARANDDRIVER.COM 2009 103
 LIGHTLY USED CARS

VETTE
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

DREAMS
V-8 POWER FOR THE PRICE OF A HOT
HATCH, WITH THE SECURITY OF GM’S
CERTIFIED USED-VEHICLE PROGRAM.
BY CSABA CSERE
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

AUG
104 2009
of a 12-month/12,000-mile bumper-to-bumper warranty that INSURANCE FOR SIX MONTHS
goes on top of the original 36-month/36,000-mile bumper-to-
Buying used can save a fair amount on premiums, at least with Progressive insurance in
bumper warranty. The CUV is also covered by what remains of Michigan. It also helps to be older in our home state. In California, however, you basically pay
the original five-year/100,000-mile powertrain warranty. So if, in through the nose no matter what. But the Progressive rates really penalize traffic citations in
August, you buy an ’05 Vette with 25,000 miles on the odo that 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
was first sold in March 2005, you still have 12 months/12,000 rate goes from $2865 with no tickets to $3498 with one, $4506 with two, and $4699 with
miles of bumper-to-bumper coverage and powertrain coverage three. So once you’ve collected two tickets, you might as well keep your foot down.
until March 2010, or to 100,000 miles. On an ’08 model, the ANN ARBOR, MICHIGAN TORRANCE, CALIFORNIA
roughly two years remaining on the new-car bumper-to-bumper SINGLE, 28 MARRIED, 57 SINGLE, 28 MARRIED, 57
coverage gets upped to three years. 2005 COUPE $1260 $914 $3946 $4506
A CUV Corvette is easy to locate on www.gmcertified.com, 2006 COUPE $2095 $1468 $4308 $4892
but the site’s search functions aren’t strong. For one, you can’t 2006 Z06 — — $4582 $5177
2007 COUPE $2195 $1530 $4408 $4999
filter by transmission type. Some of the descriptions don’t even
2007 Z06 — — $4691 $5298
identify the gearbox type or the car’s color. Most options go 2008 COUPE $1835 $1267 $4505 $5108
unmentioned. In more than 100 listings, we never saw a reference 2008 Z06 $2966 $2052 $4748 $5350
to the desirable Z51 package, and only through the photos and 2009 COUPE $1966 $1363 $4602 $5215
the 7.0-liter engine size could we determine whether a car was 2009 Z06 $2872 $1987 $4845 $5457
a Z06 model. But free online CarFax history reports are available
through GM’s site for each car. PRICES OF CERTIFIED USED C6s
The bottom line is that instead of spending well over $50,000 To provide some idea of CUV Corvette prices, we tabulated, by year and model, the prices of
for an optioned new Corvette—or $75,000 for a Z06—GM’s CUV every CUV C6 within 250 miles of our Ann Arbor headquarters. Convertibles generally bring
program has cars priced in the low 30s, with a warranty to protect about five grand more than coupes, though there is considerable variance. Notice also that
you if anything goes wrong. Suddenly that $30,000 hot hatch 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
doesn’t look so attractive. L optional leather interior package. Keep in mind that these are the asking prices. There is
definitely room for haggling here.
LOW AVERAGE HIGH
FOR MORE 2005 COUPE $29,998 $33,554 $36,995
2005 CONVERTIBLE $34,995 $38,616 $40,995
FIND ADVICE ON CERTIFIED
2006 COUPE $31,987 $36,669 $39,995
USED VEHICLES AND A
2006 CONVERTIBLE $36,395 $39,212 $44,995
FULL RUNDOWN OF ALL 36
2006 Z06 $46,995 $48,942 $50,888
AUTOMAKER PROGRAMS
2007 COUPE $33,895 $37,226 $40,995
CAR ANDDRIVER •C O M / C E R T I F I E D P R E O W N E D 2007 CONVERTIBLE
2007 Z06
$38,999
$52,390
$43,632
$54,432
$47,995
$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

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.

AUG
2009 105
 GEAR BOX
AFFORDABLE NAVIGATION
Why spend big money on a factory navigation
system when you can get a portable device
screens than the built-in competition, but
just try moving that built-in from one car to
PHOTOGRAPHY BY DON KUREK

features that will read street names aloud.

They all work just dandy to get you from
for hundreds less? The question is becoming another. The four nav systems below retail point A to point B; the biggest differences lie
rhetorical. Portable navs may have smaller for less than $230 and have text-to-speech in features, menus, and user-friendliness.

TOMTOM XL 330S
THE HIGHS
ALPINE PND-K3 Compact windshield mount,
MAGELLAN THE HIGHS can download fuel prices
ROADMATE 1430 Works as a Bluetooth and locations of red-light
GARMIN NÜVI 255W THE HIGHS speakerphone, plays audio cameras (with a connection
THE HIGHS Easiest and quickest route files via an SD card. to a computer).
Fast rerouting, shows speed programming, comes with THE LOWS THE LOWS
limits on map, fuel-efficient free traffic reports for Menus aren’t as good as Faint and muddy-sounding
“ecoRoute” feature. three months. the best, windshield mount speaker, programming takes
THE LOWS THE LOWS includes a huge longer than with other units,
Prompts for a street address Planning multiple stops is docking port. traffic info requires
before the street name, a different function than THE VERDICT a $100 antenna.
often long search time for finding a single destination. A solid pick if you like the THE VERDICT
points of interest. THE VERDICT extra features and don’t Good for tech-savvy users,
THE VERDICT Even your grandpa need traffic info. but there are better units
You’ll be happy, but maybe could figure out how to ($199.95; 800-257-4631; for simple navigation.
not as happy as the guy use this one. www.alpine-usa.com) ($179.95; 866-486-6866;
with the Magellan. ($229.99; 800-707-9971; www.tomtom.com)
($219.99; 800-800-1020; www.magellangps.com)
www.garmin.com)
I SPY
The Blackline GPS Snitch
AN ALTERNATIVE won’t give you directions,
If you have a GPS-enabled mobile but it will tell you where
phone (excluding the Apple iPhone), your car, or someone
TeleNav can turn it into a portable GPS else’s, is with up-to-the-
device for $9.99 a month. We tried it on minute accuracy. The Snitch
a BlackBerry Storm and liked the user- also has a motion detector, and
friendliness and the constantly updated you can be alerted via text message
traffic info. But maps can take a while to or e-mail if your car, or something in
load, and they don’t load at all without a it, moves. If cloak-and-dagger isn’t your
wireless signal. Most phone screens are thing, you can share your location with friends. The
tiny compared with those of portable nav rechargeable unit lasts up to a week on a full charge,
units, but the price is attractive. and the service is $14.99 a month or $169.99 a year.
(888-353-6284; www.telenav.com) ($299.99; 403-451-0327; www.blacklinegps.com)
AUG
106 2009
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 DRIVE LINES

PREVIEW
and exit are narrower doorsills and a seating
position that is 2.6 inches higher than the
2010 LOTUS EVORA Elise’s. But the footwell is still narrow enough
to require a miniature dead pedal.
Back seat or no, the Evora is still very
EXPANDING THE LOTUS LORE. much a Lotus in the driving-thrills depart-
ment. As with the company’s other mod-
BY DAVE VANDERWERP els, the steering is absolutely brilliant even
though the Evora has hydraulic power assist
The inquisitive owner of a first-gen- sized (i.e., tiny) back seat, which is optional as opposed to the unassisted racks in the
eration Elise we met near Inveraray, and seems adequate for little people and rest of the lineup. The steering-feel fanatics
Scotland, calls it cheating. He’s referring to children up to 10 years old. at Lotus went so far as to use a magne-
the fact that this all-new Lotus—the first in 14 In front, even this six-foot-five-inch driver— sium wheel in order to reduce its weight so
years—comes with a stereo, anti-lock brakes, Lotus’s claimed design target—had to slide that less feedback is lost. The weighting is
cruise control, and a stitched-leather interior, the seat forward a couple of inches from its perfect, and the constant tingling coming
not to mention available navigation and a most rearward position, and the amply pad- through the thin, flat-bottom wheel is superb
backup camera. Had we wished to really ded, leather Recaro seats were comfortable without ever feeling nervous or twitchy.
upset him, we could have brought up the throughout a 250-mile drive. Easing entry With a firm but not punishing ride, 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
AUG
110 2009

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.
VEHICLE TYPE: mid-engine, rear-wheel-drive,
2- or 2+2-passenger, 2-door coupe
ESTIMATED BASE PRICE: $75,000
ENGINE TYPE: DOHC 24-valve V-6, aluminum
block and heads, port fuel injection
Displacement . . . . . . . . . . . . 211 cu in, 3456cc
Power (SAE net) . . . . . . . 276 bhp @ 6400 rpm
Torque (SAE net) . . . . . . 258 lb-ft @ 4700 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 101.4 in Length: 170.9 in
Width: 72.8 in Height: 48.1 in
Curb weight: 3050 lb
PERFORMANCE (MFR’S EST):
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.9 sec
Zero to 100 mph . . . . . . . . . . . . . . . . . 12.3 sec
Standing ¼-mile . . . . . . . 13.5 sec @ 103 mph
Top speed (drag limited). . . . . . . . . . . 162 mph
PROJECTED FUEL ECONOMY (C/D EST):
EPA city/highway driving . . .18–19/27–28 mpg
 
















  SHORT TAKE
BMW X6 xDRIVE50i
THE HIGHS
Sports-sedan athleticism, supple ride,
400-hp thrust, luxurious interior.
BY TONY QUIROGA
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


 


THE LOWS
AMC-like styling, restricted rear view,
answers a question nobody asked.
Cabin materials and interior design are
lifted directly from the X6’s progenitor, the
X5. The clues giving away that you’re in an
X6 xDrive50i and not an X5 xDrive48i are the
restricted rear view, the two-person accom-
modations in the back seat, the additional
brawn from the turbo V-8, and the extra
$10,450 missing from your bank account.
Thanks to the, um, unique styling, the rest
of the world will have no doubt that you’re
not in an X5. A few might even think AMC is
back from the grave.
VEHICLE TYPE: front-engine, 4-wheel-drive,
4-passenger, 5-door wagon
PRICE AS TESTED: $83,970 (base price:
$67,475)
ENGINE TYPE: twin-turbocharged and
intercooled DOHC 32-valve V-8, aluminum
block and heads, direct fuel injection
Displacement . . . . . . . . . . . .268 cu in, 4395cc
Power (SAE net) . . . . . . . 400 bhp @ 5500 rpm
Torque (SAE net) . . . . . . 450 lb-ft @ 1800 rpm
TRANSMISSION: 6-speed automatic with
manumatic shifting
DIMENSIONS:
Wheelbase: 115.5 in Length: 192.0 in
Width: 78.1 in Height: 66.5 in
Curb weight: 5241 lb
C/D TEST RESULTS:
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 5.1 sec
Zero to 100 mph . . . . . . . . . . . . . . . . . 13.2 sec
Zero to 140 mph . . . . . . . . . . . . . . . . . 32.5 sec
Street start, 5–60 mph . . . . . . . . . . . . . 6.0 sec
Standing ¼-mile . . . . . . . 13.8 sec @ 102 mph
Top speed (drag limited). . . . . . . . . . . 157 mph
Braking, 70–0 mph . . . . . . . . . . . . . . . . . 163 ft
Roadholding, 300-ft-dia skidpad . . . . . 0.89 g

 





 and massively throughout the rev range. FUEL ECONOMY:

.../#&#' '% !#**,"* Turbo lag is absent, and the V-8 gives no EPA city/highway driving . . . . . . . . .12/18 mpg
C/D observed . . . . . . . . . . . . . . . . . . . . 15 mpg
audible hint that it’s being force-fed air.

 **,"*
-#$$"



()"*"&+  CARANDDRIVER.COM
DRIVE LINES
PREVIEW
2010 LEXUS IS250C/IS350C
THE LITTLEST LEXUS TURNS ON THE ULTRAVIOLET.
BY AARON ROBINSON PHOTOGRAPHY BY DAVID DEWHURST
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
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.



a hacksaw, yet every exterior panel and
molding except the hood is unique to the VEHICLE TYPE: front-engine, rear-wheel-
convertible. The IS C is 2.2 inches longer drive, 4-passenger, 2-door convertible
than the four-door, and the rear decklid
hunchbacks upward, so there’s room for
four adults, plus space for flat luggage
BASE PRICE: $39,365–$44,815

ENGINES: DOHC 24-valve 2.5-liter V-6, 204

%
)%
under the pancaked roof. hp, 185 lb-ft; DOHC 24-valve 3.5-liter V-6, 306
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,
hp, 277 lb-ft  
TRANSMISSIONS: 6-speed automatic with
manumatic shifting, 6-speed manual
DIMENSIONS: )%-
%'

 $
)%
,!$

Wheelbase: 107.5 in Length: 182.5 in
Width: 70.9 in Height: 55.7–55.9 in
Curb weight: 3850–3900 lb
PERFORMANCE (MFR’S EST): $()$)
(
!+,-
Zero to 60 mph . . . . . . . . . . . . . . . .5.8–8.4 sec
Standing ¼-mile . . . . . . . . . . . . . 14.1–16.5 sec
Top speed (governor limited) . . . .131–141 mph /


%*
%*"
,!$
) 
though the open-air exhaust note is just a FUEL ECONOMY: 
!'()
&'!.
%'
%$
%


EPA city driving . . . . . . . . . . . . . . . 18–21 mpg

humdrum hum; figure 5.8 seconds to 60 EPA highway driving . . . . . . . . . . . 25–29 mpg %) '
&'!.(

"*(

 $
,!$


mph, says Lexus.
$()$)
(
+'-
#%$) 

'%*"-
&'($)
-






 
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CARANDDRIVER.COM 0&1; 0&12/.; /1; &-"*,; "%%1&22; 0&1; $",&.%"1
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 DRIVE LINES

VEHICLE TYPE: mid-engine, rear-wheel-drive,

2-passenger, 2-door roadster
BASE PRICE: $313,350

ENGINE TYPE: DOHC 32-valve V-8, aluminum

block and heads, port fuel injection
Displacement . . . . . . . . . . . .263 cu in, 4308cc
Power (SAE net) . . . . . . . 503 bhp @ 8500 rpm
Torque (SAE net) . . . . . . 347 lb-ft @ 5250 rpm

TRANSMISSION: 6-speed automated manual

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

PERFORMANCE (C/D EST):

PREVIEW Zero to 60 mph . . . . . . . . . . . . . . . . . . . 3.4 sec
Standing ¼-mile . . . . . . . . . . . . . . . . . .11.5 sec
Top speed (redline limited). . . . . . . . . 196 mph

FERRARI 16M SCUDERIA SPIDER

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

EARPLUGS NOT INCLUDED. exotic—particularly one you don’t own—near

BY K.C. COLWELL
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
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
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.

that are slightly wider in front, VEHICLE TYPE: front-engine,

2010 FERRARI 599GTB FIORANO HGTE
A.SPEC IS TO HONDA AS HGTE IS TO FERRARI.
f the $326,730 Ferrari
I 599GTB Fiorano isn’t
exclusive enough for you,
Ferrari now has an option
to suit your increasingly
ridiculous needs: a
$30,095 HGTE (Handling
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
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
rear-wheel-drive, 2-passenger,
2-door coupe
BASE PRICE: $356,825
ENGINE TYPE: DOHC 48-valve V-12,
aluminum block and heads,
port fuel injection
Displacement . . . . . . . . 366 cu in, 5999cc
Power (SAE net) . . . . 612 bhp @ 7600 rpm
Torque (SAE net). . . 448 lb-ft @ 5600 rpm
TRANSMISSIONS: 6-speed manual,
6-speed automated manual
DIMENSIONS:
Wheelbase: 108.3 in Length: 183.7 in
Width: 77.2 in Height: 52.2 in
Curb weight: 4000 lb
PERFORMANCE (C/D EST):
Zero to 60 mph . . . . . . . . . . . . . . . . 3.3 sec
Zero to 100 mph . . . . . . . . . . . . . . . 6.8 sec
Standing ¼-mile . . . . . . . . . . . . . . .11.2 sec
Top speed (redline limited) . . . . . . . 206 mph
FUEL ECONOMY:
EPA city/highway driving . . . . . . . 11/15 mpg

AUG
114 2009 CARANDDRIVER.COM
 PREVIEW
model of our experience.
The Artega’s chassis is made largely from
ARTEGA GT aluminum, with carbon-fiber-reinforced plas-
tic body panels. The suspension is a classic
unequal-length control-arm layout with coil-
PORSCHE LOVER BUILDS PORSCHE BEATER. over shocks front and rear.
The 3.6-liter engine is the latest direct-
BY RAY HUTTON injection V-6 found in the Volkswagen Passat
CC. It produces 295 horsepower, which, in
Every year, new wannabe Porsches, Designed by Henrik Fisker—whose port- a car that weighs just 2600 pounds, should
Ferraris, and Lamborghinis turn up folio includes the aluminum-bodied BMW provide better-than-Porsche performance:
at the world’s motor shows, though most Z8, the Aston Martin V-8 Vantage, and the 60 mph arrives in less than five seconds,
are incomplete and underfunded and never upcoming Fisker Karma plug-in hybrid [see and there’s a claimed top speed of at least
progress beyond the prototype stage. page 58]—the Artega GT is shapely and 170 mph.
The Artega is the exception. The GT was well finished. And the company lured Karl- At higher revs, the exhaust sound is ter-
developed in secret by a respected auto- Heinz Kalbfell, the ex–sales supremo at rific—it’s more like an Italian V-8 than a mod-
industry supplier. It took two years before it BMW who has since headed Rolls-Royce, est German V-6. A less pleasant booming
was ready, and there was no advance hype. Alfa Romeo, and Maserati, to handle sales inside the cabin at about 2500 rpm is one
The car emerged fully formed in 2007 at the and marketing. of the few things that needs fixing.
Geneva show, ready for production. Paragon’s small engineering team had This is one of the first cars outside the
And in October 2008, production began never done a complete car before, but Volkswagen Group to use VW’s excellent
at a purpose-built plant in Delbrück, Ger- thanks to the close cooperation of some DSG gearbox, which operates either auto-
many. Clearly, there is a depth of planning blue-chip suppliers—Bosch, Brembo, Bil- matically or manually via paddles behind
and commitment here. The company behind stein, Michelin—it succeeded in producing the steering wheel. The Artega has its own
the Artega is Paragon AG, an electronics a car that drives better than any first-time software to dictate the shift program.
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.
AUG
116 2009
 DRIVE LINES

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
FOR THE TOUGHEST JOBS ON PLANET EARTH.
®
Artegas are expected to be made a year.
The first cars were delivered to customers
1-800-966-3458 gorillatough.com Made in U.S.A
in April, and the plan is to bring the car to
the U.S. by 2011.

VEHICLE TYPE: mid-engine, rear-wheel-drive,

2-passenger, 2-door coupe
BASE PRICE (GERMANY): $100,000

ENGINE TYPE: DOHC 24-valve V-6, iron block

and aluminum head, direct fuel injection
Displacement . . . . . . . . . . . . 220 cu in, 3598cc
Power (SAE net) . . . . . . . 295 bhp @ 6600 rpm
Torque (SAE net) . . . . . . 258 lb-ft @ 2400 rpm

TRANSMISSION: 6-speed dual-clutch

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

PERFORMANCE (C/D EST):

Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.5 sec
Standing ¼-mile . . . . . . . . . . . . . . . . . 12.8 sec
Top speed (drag limited). . . . . . . . . . . 170 mph

FUEL ECONOMY (C/D EST):

EPA city driving . . . . . . . . . . . . . . . . . . 17 mpg
EPA highway driving . . . . . . . . . . . . . . 26 mpg

CARANDDRIVER.COM
 DRIVE LINES
SHORT TAKE
2010 MERCEDES-BENZ E550 COUPE
THE HIGHS
Sublime hardtop styling, ample power,
handsome interior, room for four.
BY TONY SWAN PHOTOGRAPHY BY J. G. RUSSELL
“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.
AUG
118 2009
THE LOWS
Steering could be more decisive,
ditto dynamic responses.
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
for really headlong apex clipping, even in
sport mode. We reserve judgment regard-
ing braking performance; our test car, fresh
from abuse at a press preview, had problems
that stretched stopping distances far beyond
expectations—Mercedes’ and ours. And the
responses of the paddle-shifting feature are
relaxed by serious sports-coupe standards.
This is no BMW M3. If real haste is an objec-
tive, a new E63 AMG version is just around
the corner. But alas, Mercedes says the AMG
massage will be limited to the sedan.
On the other hand, we’d be surprised if
anyone acquired this car with track days in
mind. Like us, people are more likely to be
seduced by its blend of power, comfort, and
beauty that will never grow old. L
VEHICLE TYPE: front-engine, rear-wheel-
drive, 4-passenger, 2-door coupe
PRICE AS TESTED: $66,375 (base price:
$55,525)
ENGINE TYPE: DOHC 32-valve V-8, aluminum
block and heads, port fuel injection
Displacement . . . . . . . . . . . . 333 cu in, 5461cc
Power (SAE net) . . . . . . . 382 bhp @ 6000 rpm
Torque (SAE net) . . . . . . 391 lb-ft @ 2800 rpm
TRANSMISSION: 7-speed automatic with
manumatic shifting
DIMENSIONS:
Wheelbase: 108.7 in Length: 185.0 in
Width: 70.3 in Height: 54.0 in
Curb weight: 3942 lb
C/D TEST RESULTS:
Zero to 60 mph . . . . . . . . . . . . . . . . . . . 4.8 sec
Zero to 100 mph . . . . . . . . . . . . . . . . . .11.5 sec
Zero to 130 mph . . . . . . . . . . . . . . . . . 20.3 sec
Street start, 5–60 mph . . . . . . . . . . . . . 5.1 sec
Standing ¼-mile . . . . . . . 13.3 sec @ 108 mph
Top speed (governor limited) . . . . . . . 131 mph
Roadholding, 300-ft-dia skidpad . . . . . 0.85 g
FUEL ECONOMY (MFR’S EST):
EPA city/highway driving . . . . . . . . 16/23 mpg
C/D observed . . . . . . . . . . . . . . . . . . . . 17 mpg
 WHAT I’D DO DIFFERENTLY
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-
Malcolm Bricklin, 70 old factory building a 30-
Subaru of America founder (1968) year-old car. We took this
piece-of-crap car and within
Maker of the Bricklin SV-1 (1975) 14 months had set up 400
Importer of the Yugo (1985) U.S. dealers and made 528
Electric-bicycle entrepreneur (1995) changes to the car. It was
Big dealmaker in China (2004) the only car ever imported
in those numbers that never
C/D: You founded Subaru’s American had a recall. And it was the
operation in ’68, but within a few years sold fastest-selling car ever from
almost all of it. What would you do differently Europe, still today. We were
if you had to do it over again? supposed to sell 50,000—we
MB: My biggest mistake with Subaru was not sold 163,000 in three years.
holding onto more of the stock. That stock I was making a couple
went for $3, split 10 times, and ended up at million dollars a month and
$300. sold out for $20 million. And
C/D: With the money from that Subaru that is considered my big
adventure, you got underwriting from Canada failure?
to build your Bricklin SV-1 but sold fewer than But what did I learn?
3000. What happened? That you can’t take the
MB: I did too little testing. We had too many communist mentality and
new things—the acrylic body, gullwing doors. teach them to maintain
I should have spent another year getting rid good quality. They did a
of the leaks and changing the hydraulic doors fabulous job at first, then
to air power. And you need good labor. I went it went straight downhill.
where they gave me money, not where the All of a sudden they had
labor was good. 70 countries buying Yugos
C/D: In 1982, with Fiat leaving the U.S. from them, and they went
market, you decided to import its 2000 right back to the communist
Car and Driver (ISSN 0008-6002) (USPS 504-790), August 2009, volume 55, issue 2, is published monthly by
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AUG
128 2009
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
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CARANDDRIVER.COM
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with the characteristics of Road Gripping Power.

T IR E

13649 Valley Blvd. / Fontana, CA 92335 / Tel: 800.723.2553 Fax: 909.466.1169

www.falkentire.com
 you know who could use a
car like this? everyone.

the INSiGHT. a new hybrid from Honda. Honda and hybrid. AKA, reliability and efficiency, two
things everyone can use. Other useful things: an innovative battery, split fold-down rear seats and

43 hwy mpg.* The hybrid designed and priced for us all. The new Insight. from Honda. for everyone.

insight.honda.com 1- 800 -33-Honda EX model shown. *Based on 2010 EPA mileage estimates, reflecting new EPA fuel economy methods, beginning with 2008
models. Use for comparison purposes only. Do not compare to models before 2008. Actual mileage will vary. The Eco Assist symbol is a trademark of Honda Motor Co., Ltd.,
and may not be used or reproduced without prior written approval. © 2009 American Honda Motor Co., Inc.